Honda Fireblade

 

HONDA   FIREBLADE

Honda Fireblade ORANGE BODY PAINT 

Honda's stunningly fast and light I CBR900RR had taken the superbike world by storm back in 1992, establishing an unmatched reputation for performance and agile handling. But although the FireBlade remained very popular through the 1990s and was updated several times, subsequent models were notable more for their refinement than for the raw excitement of the original.

Then, in 2000, Honda struck back with a much modified new generation 'Blade, known as the CBR929RR in the States. The new machine's vital statistics alone were enough to prove just how serious Honda was. The CBR produced I50bhp and weighed just 3751b (170kg), making it 22bhp more powerful and 221b (10kg) lighter than the previous year's version - and giving it a small but distinct advantage, at least on paper, over its arch rival, Yamaha's YZF-R1.

Honda's engineers, led by 'father of the Honda FireBlade' Tadao Baba, threw everything at this model, which held a much-modified engine, enlarged from 918 to 929cc, in a completely new chassis.

The liquid-cooled motor's new capacity was achieved by using shorter-stroke dimensions, which allowed larger valves. Reshaped, forged pistons, a narrower valve angle and more compact combustion chamber also contributed to the increased power.

Pivotless frame design

Honda Fireblade

A digital fuel-injection system replaced the previous carburettors. The partly titanium exhaust system incorporated a Yamaha-style valve, and there were numerous changes in the chassis. Frame design was a variant of Honda's 'pivotless' layout, designed to permit a controlled amount of flex near the centre of gravity. For the first time the RR's front wheel was 17 inches in diameter. Upside- down forks also made a first appearance.

The Honda also looked different when viewed from the saddle, thanks to its slimmer fuel tank plus a new digital speedometer in the cockpit. More importantly, it was distinctly livelier too. The previous CBR had been fast and agile, but this bike was in a different league thanks to its ultra-light weight and added power. It responded to a sub- 5000rpm tweak of the throttle in top gear by accelerating crisply and hard, charging smoothly and with no real power step towards the 11,5()0rpm redline. The 16-valve motor was hugely strong at the top end, too, sending the CBR storming towards a top speed of about 170mph (274km/h).

Handling was magical, thanks to the blend of frame rigidity, excellent suspension and light weight. The suspension required careful fine- tuning, but once set up correctly the Honda steered quickly, yet stayed stable despite the lack of a steering damper. An uprated front brake combination of four-piston calipers and huge discs supplied phenomenal stopping power.

Honda's revisions had not only produced the best honda FireBlade ever, they had put the CBR right back in contention for the unofficial title of world's fastest and best sports bike. In many respects the CBR and its YZF-R1 rival were too closely matched to split. For street riding the CBR's sophistication and reliability record counted in its favour. One thing was beyond doubt: on road and track, the FireBlade was right back on the pace.