Drama and Ducati seem like synonyms. This drama can be both positive and negative. For instance, the sheer acceleration, performance, and thrill mark the positive side of it. But if you pick a flagship Ducati, there’s a high chance you’ll have to struggle with the other drama, such as severe heat burns in traffic and the dreaded desmo service. The latter is particularly true if you’re considering the Panigale V4. Plus, its stonking price adds even more negative drama to your bank account.
So what do you do if you want a drama-free alternative to the Panigale V4 without missing out on any of the oomph? Well, we have something that meets that difficult brief. It is way cheaper, has similar performance, brings equally premium components, and comes from the leader of drama-free bikes (Honda).
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The Honda CBR1000RR-R Fireblade SP Feels Like A Ducati Without The Drama
Top-shelf elements from Ohlins and Brembo give Ducati its unique “feel,” and not many superbikes can come close to that today. One that can, though, is the Honda CBR1000RR-R Fireblade SP. It gets you the same Ohlins EC3.0 suspension and near-flagship Brembo brakes, along with aluminum wheels. Honda’s brilliant fit and finish sweetens the pot.
All this while, there’s no drama of desmo valves, extreme engine heat, or a vibey mill between your legs. Oh, and it costs $28,999, which might seem pricey by Honda standards, but it saves you a massive $5,596 over the V4 S. Thus, this is our pick for a sports bike that comes the closest to feeling like a Ducati without the drama.
Of course, there are other liter bikes that come to mind. The obvious one that pops into mind is the Aprilia RSV4 1100 Factory. Not only is it the only other V4 superbike on offer, but it also matches the Panigale V4 S by offering similar underpinnings. However, having owned an RSV4, I can confirm it isn’t drama-free and has its own quirks. Owners of the newest generation also report a serious drop in build quality. So it doesn’t really justify the title.
Finally, we have the BMW S 1000 RR. It is arguably one of the biggest Ducati Panigale V4 rivals out there, matching it in terms of performance and riding dynamics while being considerably cheaper. BMW’s pricing is so competitive that you can even get the homologation-spec M 1000 RR for similar money to the V4 S. However, the Bavarian giant does its own thing for its components. So you don’t get Ohlins or Brembo stuff here, nor do you get a drama-free experience (given the European origins). I don’t particularly like the massive aero either.
The Honda CBR1000RR-R Fireblade SP Has Top-Shelf Ohlins Suspension
Diving deeper into the flagship ‘Blade, the CBR1000RR-R SP was the first motorcycle to feature Ohlins latest EC3.0 electronic suspension. This means the 43 mm NPX USD forks and TTX 36 monoshock offer full adjustability on the fly via the Smart EC3.0 system. At the same time, Öhlins Objective Based Tuning interface (OBTi) allows independent settings for each end.
You can either do things yourself via the individual modes or use the preset modes. Additionally, a new front/rear spring preload guide recommends the correct setting for your weight. An electronic steering damper from Showa is standard, too. All this is right on par with the Panigale.
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Brembo Stylema R Brakes Come Standard As Well
Suspension aside, premium Brembo Stylema R calipers provide the braking power here. These are a step above the standard Stylema calipers (present on bikes like the Suzuki Hayabusa) and join hands with 330 mm front rotors (same size as the Panigale). These rotors are mounted on cast aluminum alloy wheels. They should, in theory, be heavier than the V4 S’ forged wheels, although both bikes weigh more or less the same with full tanks. Finally, an aluminum twin-spar frame and an RC213V-derived swingarm round off the underpinnings here.
Key Dimensions
|
Wheelbase |
57.2 inches |
|
Weight |
445 pounds |
|
Tank capacity |
4.4 gallons |
|
Seat height |
32.7 inches |
|
Rake |
24 degrees |
There’s No Shortage Of Top-Tier Tech On The CBR1000RR Fireblade SP
To complement the fancy electronic suspension, Honda has made sure the electronics are top-tier on the CBR1000RR-R SP. Bosch supplies a six-axis IMU that enables an army of rider aids. You get nine levels of traction control, five power modes, three levels of wheelie control, three engine brake control levels, and three levels of cornering ABS. That’s not all, though, as a three-level launch control, rear lift control, and an adjustable two-way quickshifter come standard, too.
A TFT Instrument Cluster Helps You Toggle Through These Electronics
All this tech is accessible via a five-inch TFT instrument cluster. Yes, we know it is way smaller than the Panigale’s tablet-sized unit, but the RR-R’s display isn’t too bad. It has day and night settings, along with easy-to-read layouts. So, unless you crave massive displays, this will serve you just fine. Added convenience is courtesy of keyless ignition.
The CBR1000RR-R Makes Well Over 200 Horsepower From Its Inline-Four Engine
V4 engines have reigned supreme in the horsepower war, and the Panigale’s Stradale engine has led the way since its inception. However, the RR-R SP actually has more power per displacement from its inline-four engine. You get 214 horsepower here from a full 1,000cc of displacement, compared to the Panigale V4’s 216 horsepower from 1,103cc.
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In its latest update, Honda has also boosted the compression ratio (now 13.6:1), made the internals lighter, and shortened the gear ratios. This, along with the updated Akrapovic exhaust system, helps beef up the mid-range. It’s a welcome change, considering the previous model was ultra peaky. Speaking of gearing, a six-speed transmission sends the power to the wheel via a chain drive.