For reasons we don’t understand—and American Honda won’t explain—U.S.-spec CBR1000RRs are power-restricted. A special ignition timing map cuts power nearly 3000 rpm before redline, at 10,500 rpm, where the dyno graph for my stock RR flat-lines at 155.7 horsepower. The effect is even more pronounced from the saddle. The CBR1000RR’s stupendous torque output (79.2 lb.-ft. peak at 9800 rpm) translates to remarkable acceleration—right up until 10,500 rpm, when the buzz-killing ECU steps in and makes it feel just like you’re standing on the rear brake. This makes the CBR difficult to ride fast, especially at the racetrack. You effectively have to train your brain to short-shift 3000 rpm before redline—yeah, try that—just to stay in the heart of the powerband.