HONDA CBR1000RR-R SP (20-23)

WHY CHOOSE BT MOTO

2020-2023 CBR1000RR-R SP

2022 -2023 IS CURRENTLY IN BETA. THIS MEANS THERE MAY BE SLIGHTLY LONGER WAITS FOR FILES FOR YOUR SPECIFIC BIKE.

The 20-23 Honda CBR1000RR-R SP is probably one of the most sought after and interesting superbikes we have tested this year. Every aspect of this bike is AMAZING! It’s the updated, all new spec flagship Honda sport bike, based off the RC231V. This bike comes with a slew of MotoGP technology! At BT Moto, we focus on niche bikes that require our help for race use and change from from great to spectacular.

While the Honda is a new platform to add to our already robust lineup of programming, the Kehlin ECU is not. With the help of our engineers, we have been able to streamline the much needed ECU development in a short amount of time. This has quickly turned into the best upgrade you can get for your CBR-RR with gains of up to +30HP!

We have found the refreshed 20-21 CBR has a lot of positive changes, not only visually but also on the software and engine side. We use factory information and reverse engineering, meaning we don’t use incomplete editors to nudge fueling a little, like our competitors do. We had to develop ECU strategies from square one. From acquisition of the bike, to spare control units to Euro and US testing, we find out how everything works down to the last detail and what differs so much in power output. After all our hard work we are able to bring you our Stage 1 ECU upgrade.

**At the moment we have mapping for: header + stock exhaust, Akrapovic (Other mapping is possible based on our best guesses but recommend AFR confirmation post flashing via wideband gauge)**

WHAT STAGE 1 INCLUDES

• Correct fueling on both banks in “Alpha N” mode and race modes
• Raised RPM limiter to 15,500 RPM (beyond US/Euro restricted limitations)
• Top speed limiter removed for better use of 5th-6th gear
• Raised load limiters
• Revised throttle limitations to 100%, stock bike restricted to 66% throttle at redline, less than 50% for US
• Ignition timing adjustments
• Corrected fueling that was causing engine break-up and aggressive hesitation
• Exhaust valve adjustments
• Up to +30HP/+30TQ gains

WHY THIS IS THE BEST UPGRADE YOU CAN BUY

Currently there are no options to tune the new CBR, so with the assistance of our good buddy 650ib, we used our experience in other markets and platforms come up with our own. Using our in-house motorcycle dynometer and datalogging capabilities, we were able to systematically fix the glaring deficiencies in the platform. Turning it from one of the worst performing Superbikes available to one of the most potent. We all know the CBR1000RR-R SP is a great Superbike, unfortunately we also know it isn’t perfect in its stock form. These are the issues we have seen ourselves and fixed. Through research we have found other customers have also verified the following issues:

• No tuning options currently on the market
• Low power (160WHP~)
• 182MPH top speed, no use of high rpm in 5th and 6th gear, even in Euro bikes
• Startup issues when exhaust is installed or even stock
• Issues when exhaust is installed, lean misfire, exhaust break up
• Acceleration that isn’t smooth through the entire RPM range due to inaccurate AFR
• Engine seems to struggle off idle to 4000rpm and then lurch at 10,000 RPM
• Power that seems to level off (flatten) after 10,000 RPM with the throttle limiting in place

**PLEASE NOTE: Due to regulation compliance we will not turn off any off-road racing errors that may occur due to changing or deleting parts from the motorcycle**
-Any map changes needed due to motorcycle modifications that require new tuning, will start at a $150 retune fee (mod dependent)-

BEFORE AND AFTER REVIEW

The graphs below represents a 2021 HONDA CBR1000RR-R SP1 with an aftermarket exhaust and air filter. You can see the power get extremely “jerky” in the low and mid-range RPM. If you look at the below power graph you can clearly see the issue. Without proper tuning the AFR (air/fuel ratio) spikes to 16:0:1 (with AIS clamped). Something this lean (lack of proper fueling) is actually harmful to your motorcycle and may damage engine components after extended use. The Honda in particular is EXTREMELY sensitive to fuel changes, up or down and drastically reduces or adds power based off its fuel mixture.

Test bike: 2021 Honda CBR1000RR-R SP
Owner: 650ib
Modifications: P08 Filter/Akrapovic header

Graph 1 (Stock Tuning):
Below is the stock dyno chart for US vs. EURO TUNING . The bike runs a 16:0:1 to 15:0:1 AFR (air/fuel ratio) mixture with these Akrapovic modifications on the factory map and knocks / pings as a result in the bottom end of the RPM range. Increasingly more runs and heat will make the bottom even worse as it lost more power every run and struggled to pass 6,000RPM without an audible misfire. This is the best cold run we could produce on our in-house Dynojet. Peak numbers mean very little here because of the large bottom end losses.

US STOCK: 167whp / 75wtq
EURO STOCK: 188whp / 80wtq

Graph 2 (US vs Stage 1 Tuning):
Below is the US stock dyno chart vs our tune file for pump gas. The bikes mixtures were corrected to make power and peak performance, throttle was de-restricted, timing was optimized, and the rev limiter was slightly raised. This bike is 4 mode tuned Alpha-N from idle to redline at all throttle positions. Most importantly the top speed limiter of 182MPH (which includes all Euro bikes as well) was removed so the bike can make use of 5th and 6th gear where it normally topped out at the top of 4th.
The engine no longer struggles and makes consistent power, over and over at this level.

US STOCK: 167whp / 75wtq
BT MOTO STAGE 1: 196whp / 82wtq

Graph 3 (EURO vs Stage 1 Tuning):
Below is the EURO stock dyno chart vs our Stage 1 tuning. The EURO bike still runs a 16:0:1 to 15:0:1 AFR mixture with the Akrapovic  modifications on the factory map and knocks / pings as a result in the bottom end of the graph. Increasingly more runs and heat will make the bottom even worse and it lost more power every run, struggling to pass 6,000RPM without an audible misfire. There are a bunch of changes in the European model, but what most people are interested is the European throttle is 100% open past 9,500. The European models have an even lower speed limiter than the US bikes! Now don’t be fooled, this has its own set of issues so this is barely an upgrade for the US bikes. We will offer an EU file with our changes as well, most importantly the top speed portion and fueling.

EURO STOCK: 188whp / 80wtq
BT MOTO STAGE 1: 196whp / 82wtq

Graph 4 (VP MR12 Testing):
Below is the stock dyno chart vs. our tune file for pump gas vs. our tune file for VP MR12. The bikes mixtures were corrected to power making levels for MR12, nothing else was changed for now and these were the natural gains showing the bike is octane rated.

BT MOTO STAGE 1 WITH VP: 206whp / 87wtq
BT MOTO STAGE 1: 196whp / 82wtq
US Stock Tuning: 167whp / 75wtq

**All in-house testing performed with 93 octane pump gas, unless otherwise stipulated. Different modifications and dynometers may make different power. Usage of a lower octane will yield smaller power gains. All power is measured from the wheel and not the crankshaft, whp (wheel horsepower) and wtq (wheel torque)**