Streetfighters are perhaps the ultimate fun motorcycles, and the 2025 Honda CB1000 SP, priced on RM69,999 in Malaysia, wants to be for sure. As a motorcycle, streetfighters are simple, take your current model superbike, throw the tub away, clap on a few straight steering wheel and voila!, Instant hooligan motorcycle.
The truth is that in practice this is much more difficult than it seems. Just watch the competition for the CB1000 SP, and it is clear that it plays in a field that is populated by offers such as the Ducati Streetfighter V4, the Yamaha MT-10, the Triumph Speed Triple 1200, KTM 1290 Super Duke R and the Aprilia Tuono V4.
So, in the presence of such an illustrious company, what brings the CB1000 SP to the table? To start with, Honda should be remembered, first released the four -cylinder sports bike in modern times, with the CB750 in 1968.
This conceived a generation of riders who naturally considered reliability and handling, with Honda, and the other Japanese manufacturers, who continuously raised the Ante to the Schisma of 1983, when Suzuki split sports bikes into racing replicas with complete tubs and naked sport, the GSX-R750.
Soichiro Honda, a man who did not rest on his laurels, ordered to make 1,000 cc inline-four cylinder, who first came the CB1000F, then the legendary and much-praised CBR1000R fire. That brings us to today, and the CB1000 SP.
That is why we have removed the four-cylinder mill from the Fireblade and mounted in a completely new chassis and, with the ‘SP’ indication, upgraded suspension. The thing with street fighters is, once you are the rugs and whistles, the fierce components, what it should be, once throw away, is a motorcycle.
Two wheels, an engine (appropriate to give giggling inducing horsepower), the possibility to go around the corners in an interesting way, a place for the rider to sit, and do not let enough brake power forget to burst blood vessels in your eyes.
In this, the CB1000 SP Honda’s four-cylinder Superbike Motor and Tweak takes this to produce 155 hp at 11,000 rpm with 107 Nm of torque at 9,000 rpm. If you are interested, the full Blooded CBR1000RR superbike will get 214 hp at 14,500 rpm and 112 Nm of torque at 12,500 rpm, but let’s not forget it, only a few decades ago, 150 hp was enough for you to win World Superbike Championship races.
Power for the CB1000 SP, despite the Street Fighter classification, is supplied in a somewhat … modest way. If you expect the kind of power episode from, for example, the CB1000 SPS Italian rivals, you will be disappointed.
The CB1000 SP is not a hooligan bike, despite its appearance. By switching the rhythm modes, power was controllable and predictable at all times, and we feel that the CB1000 SP was designed in this way, in a way that is approachable for riders of every caliber.
You arrive at the CB1000 SP and it immediately feels comfortable, in the absence of a better word. In it it remembers one of the original CB750, which used a whole generation of riders for their introduction to the world of Japanese four -cylinder machines.
If you are somewhere between 1.65 and 1.8 meters high, the CB1000 SP will suit you like a glove, with a light buttocks that have been lifted in the air feeling. Reach to the steering wheel is moderate and well suited for head down, elbows on riding.
And despite the lack of any form of wind protection, the CB1000 SP gets the national speed limit twice. Just don’t expect you to get there as fast as its direct Japanese competition, the GSX-R1000 S. At the top, in the sixth gear, there is really no difference, the CB1000 SP will be its own against the Italian, German, Austria or Japanese league, you just have to be a small patient.
What you don’t get is that throttle and raging bull response that people often expect from a street hunter. What you do get is a refined power output, inexorably building to … well … no matter how long your arms and shoulders can stand on it.
The roll-on torque from the middle range is there and perfectly sufficient for the goal. With 90 km/h, regardless of which gear you are in, just turn the accelerator pedal and see how myvi disappears in your mirrors, indeed, the CB1000 SP, used on the highways of the city, is almost perfect, with a combination of power and torque for all the expected good super -bikes.
With that smoothness that supplies an inline four, the CB1000 SP makes a very suitable candidate for an all-rounder naked motorcycle, with that Honda reputation for reliability. High speed runs on the highway, Canyon carving at the weekend, Trek tea Meet ups in the city, all done without hassle.
Except when things start to come to the edge. We were not sure if it was a function of the tires or the suspension -geometry, but the CB1000 SP was one of the few motorcycles that we recently driven, so we were asked why Honda had not installed a steering damper from the start.
A check of the tire pressure showed that everything was in order, and the suspension institutions were specification, because I trust Pan more than I trust Honda. There was a tendency to shake at high speed and the start of a pan-European ‘Death Wobble’. Those of you of a certain motorcycle age will know what I refer to.
At normal speeds it was fine, but when the accelerator pedal was turned hard, it felt like the rear-wheel suspension had a heavy job that kept the front and rear wheels in line. Perhaps a change in tire connections will result in some benefits, we will not know until we try.
In the meantime, the CB1000 SP was carefully driven to keep it out of the main shaking zone. No, that is a lie, what the CB1000 SP showed was the starting start of a head shaking, and the front wheel started to wander a bit.
Changing the seating position and weighing the front helped, but this is something that carries in -depth research. In any case, for perhaps 85% of the Malaysian riders, this will not be a problem, just keep your tire pressure in spec and use premium rubber.
With used Premium suspensions that are used, showa sff-bp-forken in front, and fully adjustable Öhlins TTX36 monoshock at the back, we spent a little time adjusting the suspension to see if it would make the CB1000 SP more stable with a very high speed, but in the end we left good enough behind and behind the problem.
Make no mistake, the suspension for the CB1000 SP, although biased for the use of road, showed sufficient changes in the adjustment to show that it was not just a marketing gimmick. As it fits its name, the CB1000 SP does indeed have the equipment to switch it off with the top flight in its market niche.
This includes the Brembo guards, Stylerla four-piston relders that are radially mounted at the front. As always, in the past decade, Brembo brakes are something that we have taken for granted, and in this case they are easily modulated and regularly braking with only two fingers on the brake lever.
Honda has considered suitable for installing a complete electronics row on the CB1000 SP, including traction and Wheelie control plus three driving modes and two user -configurable modes, and in practice changing the settings around the character of the bicycle, a little. What is missing is, despite the fact that this is a top range of motorcycle, cruise control and self -purchasing rotation signals, something that offers competition in the CB1000 SP class in Malaysia.
However, there is a USB charging connection, so be grateful, and the somewhat downward specification of the CB1000 SP is reflected in the price because the competition is all priced above six digits. There is also Honda Roadsync, for Bluetooth -Connectivity with the smartphone of the rider, but somehow I don’t think this will be very high on someone’s list, especially if you are serious about driving on a street hunter as it should be driven.
When they came to the look department, there were some comments about a Ducati and a Honda who met a few drinks after work, but we loved the appearance of the CB1000 SP, even if the option for one color of Mat gray is a bit bland. The seat height of 809 mm is a plus for many Malaysian riders, who offer a wide range of rider heights, and it is clear that Honda has meant the CB1000 SP to be a motorcycle that everyone can drive, something we would hesitate to say about, perhaps, the Super Duke R.
The whole day seasurers may be a bit on the hard side, but for spicy journeys up the mountain or taking the twisties, it is suitable for the goal. We did not get the chance to put a pilder on the back, and more is the shame for it because if it could be filled with, perhaps, an American red head, we may have discovered whether the CB1000 SP would still offer the same performance level.
But that is neither here. Because the reason that the CB1000 SP exists is to show that Honda four -cylinder mill and at the same time give a wide spectrum of riders access to its performance.
So, which needs a CB1000 SP, given the wide variety of choices on the Street Fighter market in Malaysia. For one, the CB1000 SP gives liter bicycle performance for the price of a European middleweight, and for the other the performance and handling are approachable, regardless of the skill level.
If you are a driver who wants to go to a liter bike, or maybe a bike that will do everything without crazy tire and maintenance accounts, view the CB1000 SP. After all, you meet the nicest people on a Honda.
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