I think you'd be able to answer that yourself after having seen thousands 'drool' over bikes at the recent NEC. I know from the post-visit survey that attendees are asked if they own a bike/are considering buying/are licenced etc, but I've never seen the completed survey. I wonder if there are many who have the interest, but not the means (money/family permission etc) to actually buy what they see at these shows?
Ask yourself if bike show attendees are representative of the general bike buying community. I hadn't gone until this year due to cost. But free entry changed my mind....
Where did these 66 SP2s end up? Are they still on dealer floors? It would be interesting o see how many VIN numbers we can collect. 66 + 16 = 82. Interestingly 82 is the number we suspect the US got. That's a lot of bikes for a saturated US market that didn't even see any SP2s raced versus a UK market that saw the SP2 in a number of race series for a number of seasons and apparently had similarly dismal sales.. It is almost as if Honda not only do not understand the market segment, they don't even understand their own customers.
On my last eBay trawl, there were about 6 new and unregistered (2018s & 1 x 2017) listed with eBay dealers. That, of course, does not take into account non-ebay dealers. Prices have ranged from original full retail of £23,549 down to one recently sacrificed for £16,000. I think there are 3 or 4 of us in UK on this board with SP2s. Will be interesting to see what's done with them price-wise when the 2020 is finally released. My guess is that there might be some quite attractive 0% finance offers, but still, who will pay even a reduced price when they can get a better (though yet to be proven) bike in the 2020. Exciting times ahead!! I note USA has its own problems with unsold SP2s on the 'Delivery Thread': https://www.1000rr.net/forums/1000rr-general-discussion/241209-2017-sp2-delivery-thread-37.html
Bikes are just expensive toys, they sit in the garage most of the year. mine has no practical use, other than pleasure.
A very raw analysis, and so true - save for the 'practical' commuter bike. But what a pleasure they bring, and cheaper than snorting coke!
This might interest you @dmc12 : https://www.cyclenews.com/2019/12/article/2019-honda-cbr1000rr-sp-review/
Interesting perspective from someone who’s obviously ragged the bike. Surely it’s not much of a big deal to change the brake lines on it? The PO of my RR6 had already put some HEL lines on it so that was one job I didn’t have to do.
Nah, even an old codger like me has done it on my previous 2011. Did front and rears with HEL. Didn't leak and still stopped so I must have done it right! I might add that for me, I didn't notice any difference between standard and braided. However, I don't ride track, and my brakes don't get a hammering, so perhaps braided lines will only give superior performance under high temperature and high useage conditions. The 'bling factor' though, is immeasurable!
Also I think it's a rare owner who gets upset about 'only' being able to do short wheelies... he's bashing out a monster in the pics! Not sure what he's complaining about?! Frankly every wheelie I've ever done has scared the bejeesus out of me.
Honestly, the article reads more like a schill fluff piece written for Honda US than an actual review. If this CycleNews bloke had really been that hard on the brakes on track as to fade the brakes due to line flex then he WOULD have experienced the dreaded ABS rear wheel lift mitigation algorithm and commented on it. So either he is full of sh*t or simply not being an honest journo. Why wont these journos just come clean with the goods on exactly what the bike does badly.
Too much money under the table. That's why it's always better to have an owner's review on a forum, or from a friend, in lieu of biased reporting.
Finally got a chance to take the two bikes out back to back today. Didn't do massive rides on them, but just a 20 minute squirt on both to keep the fluids moving (mine and the bikes...) First out was the RR6 - gosh I do love this bike actually. Feels so solid. Throttle response is delightful - torque immediately upon 2 degrees of twist. Helps I'm familiar with it, I feel like I can throw it through lines of traffic and I know exactly what it's going to do. Coming back from the SP the clutch is heavy though! It's got a character and charm to it, it really feels all of a piece. Then out on the SP - first notice how light the clutch is, then the progressiveness of the throttle. You're not going to accidentally wheelspin this one like the RR6. For dealing with London traffic power mode 1 is a bit bitey off the stop so you're better with 2, but both meter out the power much more gradually than the RR6. Brakes don't feel immediately better, which I might have expected - but could be that they need warming up a bit and I didn't test ultimate stopping power either. The most major difference - agility. The bike feels so light, and so nimble. There's a couple of awkward mini-roundabouts near me and on the RR6 you hold your breath as you turn close to full lock at 3mph to get round. But on the SP I didn't even notice them. Not just trickle speed agility though, the bike wants to drop in whatever speed you're doing. Feels really nice to get over the seat on it and get an arm across the tank. Can't wait to see what it feels like on track with some proper lean angle. If the weather holds up I'm going to try and go for a proper ride tomorrow and start to tune myself into it the way I am with the RR6. Want to start using the quickshifter too, most of the time at the moment I'm still just using the clutch through habit. I'm also very tempted to whack both the bikes on my local dyno next week and see how they compare there...
Agree with all when I spoke of my 2004 Vs 2018. I think the lighter forged wheels make a heck of a difference to the SP2.
It shows just how good the RR6 still is. The main drawback is the heavy clutch which crucified me in the Alps. With a lighter clutch, it would be as good a road bike. Possibly the clutch off the current CB1000 could be fitted as it is the same engine.
I agree - almost the most surprising part out of riding both bikes back to back is just how good the RR6 is. It’s SO much bike for the money and holds up incredibly well. I want to take both bikes up to a track day in the spring and do a few sessions on both - think that would be fascinating and see what difference in lap times you’re looking at for a moderate rider like myself. May not be much at all. Doesn’t negate the reason for having the SP though - I want to be spending most of my time on track on a bike that’s more likely to bail me out if I cock up, and the RR6 with the best will in the world won’t do that
You are experiencing the real power behind fly-by-wire throttle management! The reason you feel the power feeding in so smoothly, is that no matter what amount of throttle you dial in, below certain revs you will only get whats programmed into the power profile, then coupled with the Torque Control setting, if you do get squirelly, the bike can back the throttle off for you till the wheel grips again. Hopefully these animations show up correctly. These are 3D graphs of the throttle position vs throttle blade vs RPM for various gears. TPS is the Throttle Position (your twist grip), ETV is the Electronic Throttle Valves (the butterflies in the throttle body) and of course RPM is RPM 1st animation shows the throttle body opening for throttle input in Power Mode 1, gears 1 through 6 2nd animation shows the throttle body opening for throttle input in Power Mode 2, gears 1 through 6 3rd animation shows what 1st gear throttle opening profile is for gear 1 in Power Mode 1, 2, 3, 4 & 5 - note how throttle opening at various RPM is limited, but also how maximum throttle is limited. Honda approach is that you go faster and smoother if you limit throttle to maintain grip versus wait for the wheel to spin then cut throttle to regain grip then reapply throttle. throttle body opening for throttle input in Power Mode 1, gears 1 through 6 throttle body opening for throttle input in Power Mode 2, gears 1 through 6 1st gear throttle opening profile is for Power Modes 1, 2, 3, 4 & 5 As for visiting the dyno, the SC77 will not be happy on the dyno and shutdown after the first full throttle run unless the front wheel speed sensor is dealt with. The dyno operator is going to have to flash your ECU to temporarily disable the front wheel speed sensor, or the results will not be properly representative of what the bike can do. This is why those 2017 SP and SP2 dynos British magazines/YouTube channels published were so terrible. We tried to tell them but they dint listen Your bike should put about 170hp to the back wheel on the dyno, which isn't bad for a 190bhp rated motor!
I get the track bit. Seeing the traction control kick off gives you a better idea of where the limit is. I found it very useful at Cadwell coming out of Barn. Didn't stop my 1 legged instructor on a KTM390 from out accelerating me though! One interesting stat with the RR6 is that it cost me £3,500 in depreciation from buying it new in 06 to selling it last year. 12 years of ownership for £300 pa. I've lost probably £8k on the SP in 18 months which is quite sobering.
