2002 Honda CBR 900RR/1000RR Fireblade

The Fireblade remains Honda's hero machine. When it comes to performance sports bikes the Fireblade is a true superbike. In 2002 Honda celebrated the tenth anniversary of the Fireblade, which has established itself as a classy, powerful yet sporty motorcycle.

The Fireblade was born out of both necessity and vision. Necessity because in 1984 Kawasaki released the GPZ900 - a 250km/h superbike, which was followed by the awesome Suzuki GSX-R750F factory inspired racer. In 1986 Suzuki again upped the ante with an even more powerful bike, the GSX-R1100, and in 1987 Yamaha joined the performance party with the FZR1000T. Honda needed a true performance bike and in 1989 a young engineer, Tadao Baba began design of the Fireblade. Originally it was slated to be powered by a 750cc engine, but this was later upped to 893cc to position it above existing Honda models, to create a new superbike class, without competition.

While 'Fireblade' has a somewhat oriental, yet powerful and swift connotation, the name by which we know the Honda is actually a result of a mis-translation of the Japanese word for Lightning. As so often happens the name Fireblade stuck, despite the official designation being the CBR followed by a number equating to the engine capacity in cc.

The first Fireblade
The Honda CBR900RR debuted in 1992. An 893cc (54.5cu.in) in-line 4 engine powered it. Honda marketed the bike under the Fireblade tag, as it was felt that potential customers would not equate anything under 1000cc as being a high performance bike. The trump card that the CBR had was that Honda had trimmed the CBR down in weight, so that the CBR900RR not only delivered potent performance, but also was relatively light and agile to handle. Honda defined the new Fireblade as a big displacement bike that was light, or lighter than their 600cc counterparts.

At 205kg with a full fuel tank, the CBR900RR was 34kg lighter than its nearest competitor, Yamaha's FZR1000. The Fireblade quickly gained a following and demand soon outstripped supply. It was widely regarded as one of the best handling sportsbikes ever, despite some twitchiness at the front end. Some minor changes in 1994 included an improved shift drum. To improve the CBR's handling over rough surfaces, its suspension was substantially upgraded with revised spring and damping rates and a compressor adjuster was added to the front fork the following year. It also incorporated more aggressive bodywork, a 'cut reflector' design headlight and redesigned fairing. Smaller and firmer footpegs and a shift linkage replaced the original model's backward pedal. A new instrument panel included an electronic speedometer that measured speed from the countershaft sprocket. The only engine change in 1995 was the replacement of the aluminium valve cover with a magnesium design. The first colours for the Fireblade were the now familiar, red/white/blue and a black/silver version.

1996 CBR918RR
The first major changes to the successful CBR900RR came in 1996. To further enhance handling and to answer some criticism, the objective was to optimise rigidity and balance. This was achieved by significantly altering the 1996's CB R's chassis and suspension. The frame and swingarm were fabricated from larger, thinner extrusions for reduced torsion rigidity. The fork and shock internals were re-designed, and the swingarm pivot raised by 5mm. Improved ergonomics saw the bars raised 10mm and swept back 5 degrees more than earlier models, along with a slimmer fuel tank. Engine updates included an increase in displacement to 918cc, achieved by a 1mm bore increase, slightly higher compression, a curved radiator, larger muffler, extra clutch plates, smaller alternator and the addition of a throttle position sensor.

The 1996 model was carried over unchanged to 1997, with the exception being a freshening of colours and graphics offered.

1998
The Fireblade was further refined in 1998, again with the object being to improve the balance of performance, while achieving even lighter weight. With its 918.5cc of power, optimised aerodynamics and refined handling characteristics, the Fireblade continued to deliver a seamless balance of performance and manoeuvrability to encompass an even wider range of riders, with its more confidence inspiring control.

Although no major modifications were made to the engine's fundamental design - and such major components as the crankshaft, connecting rods and camshafts were left untouched - modifications to 80 percent of its internals boosted power. This was achieved by making slight changes to the shapes of the combustion chambers and the intake and exhaust ports were all carefully refined to reduce airflow resistance for sharper response. The Fireblade's intake system also saw minor changes, including changing the carburettor's vacuum piston size, in order to realise sharper speed transitions and stronger acceleration.

There were also subtle refinements in the CBR918RR's chassis, which resulted in a stiffer frame and revised suspension internals. New brake calipers acted on larger front discs, the fairing was re-shaped and footpegs again raised. There was also a lighter and smaller clutch pack, revised gear ratios, larger radiator and a new stainless steel exhaust header.

2000
Clearly aimed at catching the Yamaha R1 and Kawasaki ZX-9R, Honda gave the CBR another major engine revision in 2000, this time upping displacement to 929cc. Fuel injection was also introduced, cylinder dimensions modified, larger valves used, and an all titanium HTVEC equipped exhaust system added.
The 'pivotless' chassis had the swingarm mounted to the engine cases, but included a brace underneath the engine. Suspension modifications included an inverted front fork and huge 330mm front disc and the 16-inch front wheel was replaced with a 17-inch wheel. Overall weight was now just 170kgs.

2002 CBR954RR
This year Honda celebrated the tenth anniversary of the Fireblade. Honda increased engine capacity to 954cc, which boosted power to 111kW and 104Nm of torque. This was achieved due to larger injectors and a greatly improved electronic fuel injection and a more powerful computer.

The body and fairings were again re-worked for a sleeker, more aerodynamic feel. The frame was strengthened and a more rigid swingarm added. Dry weight again dropped to just 168kg.

2004 CBR1000RR
Despite the retirement of the Fireblade's designer Tadao Baba, the CBR again took a quantum leap forward in 2004 when the CBR954RR was replaced by the all new CBR1000RR. With 998cc displacement, it was developed by the same team that had produced the Honda RC211V MotoGP race bike. While evolving from the CBR954RR design no parts were carried over to the CBR1000RR. The compact 998cc in-line four was a new design, with unique bore and stroke dimensions, race inspired six-speed gearbox, new ECU controlled ram air system, dual stage fuel injection and center up exhaust system featuring a computer controlled butterfly valve. The chassis was also all new, with an aluminium frame, inverted fork, Unit Pro-Link rear suspension, radial mounted front brakes, and a centrally located fuel tank. A longer swingarm acted on a longer lever arm in the rear suspension for improved traction under acceleration and more progressive suspension action. Interestingly, Honda engineers in creating the new CBR1000RR powerplant adopted the same crankshaft, main shaft and countershaft in a triangular configuration - as found on the Yamaha R1. The engine has been reduced in mass and length, and centralised to maintain optimum balance and handling.

The CBR1000RR gained a 5mm longer wheelbase than the CBR945RR.

2006 CBR1000RR - 2010
In 2006 the CBR1000RR received a mid life upgrade, with minor works increasing power and decreasing weight. These included a re-design of the ram air system, updated electronic steering damper, modified fairings and new exhaust and chassis geometry. The design was largely carried over for 2007, with the swingarm changed to black to match the frame. A race replica model was also introduced.

2008 saw a complete re-design, which saw displacement rise to an enticing 999.8cc.
This year the CBR1000RR is largely unchanged due to the financial crisis that has effected all companies bottom line in the last two years. Notwithstanding the engine has some modifications, including new cylinder block head configuration, lighter crankcase pistons and a new ECU and bigger air ram box. There is also a bigger diameter flywheel, which Honda says improves low rpm torque and provides smoother running off idle. New colour schemes are also offered.

The CBR Fireblade models are all about performance. It is not a bike that is intimidating to the eye, nor overly aggressive. It was the sports bike of the 1990s, being highly desirable, agile and embarrassingly quick. All attributes that the current CBR encapsula

Honda CBR displacement 1993-2004
1993-94 - CBR900RR - 893cc
1995 - CBR900RR - 893cc
1996-97 - CBR918RR - 918cc
1998-99 - CBR919RR - 919cc
2000-01 - CBR929RR - 929cc
2002-03 - CBR954RR - 954cc
2004 - CBR1000RR - 998cc