Honda CBR1000RR Does 0-60 mph in 3.09 seconds
The Honda CBR1000RR began life as the legendary CBR900RR and has now been with us for what feels like an eternity – 34 years and counting.
From its origins as a 900 through to its evolution into a full 1000, the CBR has never been solely about peak power.
As a result, it has rarely led the class in outright horsepower or top speed.
The original CBR900RR was eclipsed in a straight line by the Kawasaki ZX-9R, which was Kawasaki’s flagship at the time when the road superbike class was still loosely defined and included both 750s and 900s.
Over its 34-year-long lifespan, the CBR900RR/1000RR has worn many different outfits and undergone significant changes.
It has seen incremental capacity increases, engine tweaks, and new chassis designs to keep it competitive against its rivals.
In 2004, the CBR1000RR received its first all-new engine rather than a simple bored-out version of the previous unit.
This fresh powerplant produced a claimed 172 horsepower at the crank – a healthy 20 hp increase over the CBR954RR it replaced.
The new engine was joined by an all-new chassis and updated styling.
Designed from the ground up to be lighter and more nimble, the 2004–2007 CBR1000RR recaptured much of the spirit of the original “Blade” and was warmly received by riders.
The 2008 model took things further and briefly led the class.
That version proved so strong that it remained largely unchanged for nine years, receiving only a mid-life refresh that brought new wheels, updated suspension and forks, revised bodywork, and a modern dash.
Even though the engine and its power output stayed the same throughout that period, the bike remained a brilliant all-round performer.
However, by the later years, it had started to feel a little long in the tooth.
Competitors soon leapt ahead with all-new motorcycles boasting advanced MotoGP-derived electronics and significantly more power than the Honda CBR1000RR.
Consequently, Honda found itself languishing near the bottom of the class while rivals fought for the top spot with their latest models.
After nine long years, Honda finally responded in 2017 with an all-new CBR1000RR Fireblade, and excitement was high.
The 2017 model received fresh, sharp bodywork that many felt drew inspiration from the Ducati Panigale.
It also introduced electronic rider aids for the first time, including ride-by-wire throttle, traction control, wheelie control, and selectable riding modes to match its competitors.
The engine was retuned and tweaked to produce a claimed 189 horsepower at the crank – an increase of around 15 hp over the 2008–2016 models.
Much of this extra power came from a higher 13:1 compression ratio and a raised rev ceiling.
The new Fireblade also gained a titanium muffler and shed a useful 14 kg compared with the previous model.
On paper, it all sounded very promising, and the initial excitement was genuine. However, that enthusiasm proved somewhat short-lived once the full details emerged.
Although the 2017 CBR1000RR looked completely new from the outside, the engine and chassis were carried over largely unchanged from the previous generation.
Many riders felt the “new” Fireblade was essentially an updated version of an already ageing platform.
To put it bluntly, it was widely viewed as mutton dressed as lamb – dressed up with stylish new clothes and some shiny electronics, but underneath it remained very much the same bike.
Despite these criticisms and its continued position near the bottom of the power charts, the 2017 CBR1000RR still looked and felt impressively fresh.
It was sharp, compact, and the 14 kg weight reduction made it feel responsive and agile, even if it was down on outright power compared with its rivals.
17-19 Honda CBR1000RR Dyno Curve
The 2017-2020 Honda CBR1000RR produces an impressive 175 horsepower at the rear wheel at 13,000 rpm, along with 79 ft-lb of torque available between 9,000 and 11,000 rpm.
There is no doubt that, in isolation, it is a monstrous engine. It delivers around 15 horsepower more at the wheel than the model it replaced.
It seems almost unbelievable that in 2017 a Honda Fireblade was putting out 175 horsepower at the rear wheel, yet, as if history was repeating itself, it still remained the least powerful of the 1000 cc superbikes of its era.
So, does this power deficit actually matter?
The simple answer is no. In most real-world riding situations, the extra power that rivals may have is simply not usable on the road.
If you enjoy roll-racing on deserted highways, then yes, the disadvantage can become noticeable.
However, if you are a canyon carver, those short straights between corners will rarely allow more powerful 1000 cc machines to show any meaningful advantage.
In isolation, the CBR1000RR offers massive acceleration in any gear and at almost any speed.
It truly explodes into life from around 7,000 rpm, howling eagerly all the way to its 13,800 rpm limiter and delivering mind-bending drive.
You definitely know you are riding a litre bike.
The only real weakness is below 5,000 rpm, where many rivals offer considerably more thrust.
From 5,000 to 7,000 rpm, the CBR1000RR is also a little softer than most 1000 cc superbikes, past and present.
That said, this deficit is only truly noticeable when riding back-to-back with competitors. In isolation, the Fireblade pulls perfectly well.
The character of Honda’s engine actually makes it feel faster than the raw numbers suggest.
Because it is slightly softer in the mid-range and low down, the sudden surge of power from 7,000 rpm onwards hits harder and feels almost two-stroke-like – an intoxicating rush that is very addictive.
Linear power deliveries with no obvious steps often feel slower, even when they produce more horsepower overall.
The CBR1000RR, however, feels every bit as quick as its 175 rear-wheel horsepower implies.
It is also an exciting engine to use, with a wonderfully wicked sound from the stock exhaust when you really let it sing.
The only minor criticism is slightly snatchy fueling, particularly when cracking the throttle open from a closed position in the lower gears.
So, is the Honda CBR1000RR fast?
That’s a silly question. Any 1000 cc superbike is not just fast – it’s stupidly fast.
That said, the CBR1000RR is not the fastest in its class and is very likely the slowest in terms of outright acceleration.
Of the current litre bikes we have tested so far, the Fireblade sits near the back of the pack. It is even a touch slower than the first-generation BMW S1000RR.
Like all modern Hondas, the CBR1000RR has excellent controls. It retains a cable-operated clutch rather than a hydraulic unit, which is light, progressive, and offers good feel.
Honda’s wheelie control is rather basic and quite intrusive, making it tricky to get the perfect launch for the quickest 0-60 mph times.
The traction control system is noticeably more advanced than the one fitted to the CBR650R, but it still feels a generation behind, more like pre-2015 technology.
Despite the electronics, managing wheelies is still fun.
With some practice, I managed a solid 0-60 mph time of 3.09 seconds and 0-100 km/h in 3.21 seconds.
With more runs and a fresher clutch, a sub-three-second 0-60 mph time felt possible, but there is only so much abuse the clutch can handle before it starts to complain.
The bike covers 0-100 mph in 5.49 seconds and is just 0.02 seconds slower than the Yamaha YZF-R1.
As many of you know, the R1 is one of the CBR1000RR’s fiercest rivals, and the two are closely matched in this area.
For those using metric figures, 0-200 km/h takes just 7.25 seconds and requires third gear.
I couldn’t quite break into the sub 10-second bracket for the quarter mile, recording 10.17 seconds with a strong terminal speed of 151 mph. This lines up with the 0-150 mph time of exactly 10 seconds flat.
Honda CBR1000RR can do 0-300 km/h in 37 seconds
The Honda CBR1000RR reaches 0-180 mph in 20.04 seconds. While this is noticeably slower than some of its competitors, it remains an impressive achievement given that the Fireblade is the least powerful of the current 1000 cc superbikes.
It has a slim, wind-cheating frontal area, but the small screen and cramped riding position, especially for taller riders, make it difficult to get into an efficient tuck.
As speed rises, you can feel the ferocious wind ripping and pulling at your shoulders and helmet, acting almost like a brake.
If the ergonomics allowed a more effective tuck, I suspect the CBR1000RR would be at least a second quicker to 180 mph.
The 0-300 km/h time of 37 seconds may sound modest, but the final few km/h take a disproportionately long time and heavily affect the overall figure.
The Honda CBR1000RR’s top speed is limited to 186.9 mph in top gear.
Honda CBR1000RR Gearing
| Speed at 5000 rpm | 17-20 Honda CBR1000RR |
| First | 34.5 mph |
| Second | 44.4 mph |
| Third | 52.6 mph |
| Fourth | 59.2 mph |
| Fifth | 65 mph |
| Sixth | 69.3 mph |
If the limiter were removed, the Honda CBR1000RR would likely reach around 191 mph, but the electronic nannies would probably intervene before then.
An ECU flash and a new exhaust would not increase top speed by much. With the extra power, you would simply hit the rev limiter even sooner in top gear.
To go faster, you would need taller gearing.
The CBR1000RR is far from the fastest 1000 cc superbike of recent years, but do not let that put you off.
175 horsepower at the rear wheel is still an astonishing figure, and it shows in the way the bike howls through the gears all the way to its 186 mph top speed.
It was not that long ago, and depending on your age, when the 135 horsepower of the 1998 Yamaha YZF-R1 left everyone speechless with its brutal, supercar-killing acceleration.
That bike still feels impressive today, even though it is 30–50 horsepower down on modern machines.
Now consider that the Honda CBR1000RR weighs roughly the same as that original R1 but delivers an extra 40 horsepower at the wheel.
Honda CBR1000RR Acceleration Times
| 2017 Honda CBR1000RR Acceleration | |
| Speed | Time |
| 0-10 mph | 0.50 |
| 0-20 mph | 1.01 |
| 0-30 mph | 1.52 |
| 0-40 mph | 2.04 |
| 0-50 mph | 2.56 |
| 0-60 mph | 3.09 |
| 0-70 mph | 3.64 |
| 0-80 mph | 4.20 |
| 0-90 mph | 4.77 |
| 0-100 mph | 5.49 |
| 0-110 mph | 6.11 |
| 0-120 mph | 6.78 |
| 0-130 mph | 7.37 |
| 0-140 mph | 8.66 |
| 0-150 mph | 10.00 |
| 0-160 mph | 11.85 |
| 0-170 mph | 14.14 |
| 0-180 mph | 20.04 |
| 60-130 mph | 4.62 |
| 100-150 mph | 4.54 |
| SS/QM | 10.09@151 mph |
| SS/KM | 18.15@178 mph |
| SS/Mile | 25.53@184 mph |
| Top Speed | 186.9 mph |
