2012 Honda CBR1000RR Fireblade

While the 2012 Honda Fireblade isn't an all-new bike, it has come in for a number of component upgrades -- particularly in the suspension department -- that improve the CBR1000RR's already easy-to-ride disposition.

Priced from $18,490 for the standard model and $19,490 for the ABS model, the new Honda CBR1000RR is still one of the easiest litre-class bikes to throw a leg over and ride hard.

It's true that it may not be the most advanced bike in its class -- the Kawasaki ZX-10R has several clever riding aids, for example -- but during the national launch at Phillip Island I set my fastest lap during only the second session, testament to the bike's forgiving chassis.

Celebrating its 20th anniversary, it would have been nice to see a completely new bike from Honda, one that perhaps uses some of the design cues seen on the VFR1200F and Crosstourer, but the updated fairing and a few tweaks to the induction system and fuel mapping will be enough to pique the interest of current owners and newcomers alike.

First launched in 1992, the 893cc Fireblade was a revolution while the new 2012 Fireblade is more of an "evolution" according Glyn Griffiths, Honda Australia's National Marketing Manager. As such, Honda has built on the formula rather than overhauled it, retaining the frame and geometry of the previous model while adding new suspension components and fine-tuning the power delivery.

While the front end gets new Showa Big Piston Forks (BPF), I didn't think there is too much difference with the front end in terms of turn-in or grip, though front-end dive under heavy brakes does seem to be a little less prevalent than previous models we've tested.

The steering damper carries over from the previous model and uses road speed to tighten up, and it works well on the track.

The brakes are the same as before (twin 320mm discs with radial-mount four-piston Nissin calipers, single 220mm disc with single-pot rear) though the combined ABS has been recalibrated, so that the rear brake can be dragged longer before both kick in. I didn't notice this much on the track, but then I wasn't really using the rear brake.

The rear shock absorber has been updated for 2012, which is now a balance-free rear shock, also made by Showa, which has been designed to improve the transition between compression and rebound. The aim was for better road tracking and a wider range of adjustment and it appears Honda has achieved this, as the Fireblade's rear end felt far more connected than the previous version, which was a big confidence boost to get on the throttle earlier out of corners.

The wheels are also new, eschewing the three-spoke design of the 2011 model for a 12-spoke design that, while slightly heavier, are claimed to improve rigidity.

Team Honda Racing rider Wayne Maxwell will be fielding the new Blade in the 2012 Australian Superbike Championship and he spoke with the Bikesales Network about his thoughts on the new bike: "I've had the last few CBR1000RR models and it's definitely a step forward. It’s lighter, throttle-to-rear-wheel connection and acceleration has improved, and the feedback the bike gives in general (is better).

"It's very agile, which is what we're all looking for," added Maxwell. "You can enjoy it more and go faster in lap times -- that's where we're at. [The technology] is coming down through MotoGP and all the technology through R&D at Honda is what we get here -- maybe one day we'll be riding on Casey Stoner's bike in the future!"

I asked Maxwell about the new balance-free rear shock fitted to the Fireblade -- which I thought made the biggest difference to the way the bike handled -- and he concurred: "Absolutely... the way it feels (is better). And the balance that the shock makes is a big improvement on the previous models. It feels like you have the back wheel in your hand, which is very confidence-inspiring and is what we're after. I haven't ridden it on the road yet, but hopefully I'll get out in the coming weeks when I get a road bike."

The 2012 Honda CBR1000RR Fireblade’s improved rear-end stability works well with the mild powertrain adjustments, which seem to improve the connection between your right wrist and the rear wheel. Though power output remains unchanged -- 175.3hp (130.7kW) at 12,000rpm -- a new dual ram-air intake system has been designed to capture more air at both high and low speeds. It works by opening only one vent at low and midrange speeds, then both inlets open at higher speeds for optimum ram air boost.

Fuel-injection mapping has also been fine-tuned, which could explain the sharper throttle response and slightly better power delivery when punching out of corners. There's also slipper/assist clutch to keep the rear wheel turning.

By and large, the handful of minor engine and suspension changes have had a positive impact on the way the 2012 Fireblade behaves at the limit, and makes getting to that limit much easier. The bike changes direction fluidly, has a touch more midrange urgency than previously and tips into corners with assurance. It delivers a confidence-inspiring ride that -- even without traction control or wheelie mitigation systems -- felt almost intuitive from the outset.

As well as the obvious changes to the fairing and front cowl, which gives the bike an angular, more aggressive appearance, the 2012 Honda CBR1000RR also comes with an updated LCD instrument panel. This larger screen has a five-level display with digital everything -- tacho, speedo, lap timer etc. It also has adjustable rev counting, and you can even reverse the tachometer for revs remaining. You can also program the gear shift points, which are indicated via a line of bright LED lights above the main display.

There are plenty of options too, such as an alarm, tank bag, tinted lip screen, carbon front fender, sticker kit for the rims, rear colour-coded hugger (though no for ABS models) and even heated hand grips for the colder climes. You'll also have to fork over extra cash for a rear-seat cowl, as it's not a standard feature.

At the end of the day, the CBR1000RR does one thing very well: it allows the rider to effortlessly exploit its performance potential. Perhaps most telling has been its recent popularity with buyers in Australia -- it has been the top selling sports bike in its category seven of the past eight years. Between 2004 and 2011 it's only lost out once, that was in 2009.

Honda has taken one of the easiest-to-ride litre-class sports bikes and made it just that little bit sharper and a touch more predictable. It might not be the most powerful nor the most advanced bike in its class, but to judge the new Blade on pure numbers would be missing the point. If it's rider reward you're looking for, the search may be over.

TRANSMISSION
Type: Six-speed, wet multi-plate
Final drive: Chain

DIMENSIONS AND CAPACITIES
Claimed wet weight: 199kg
Seat height: 820mm
Wheelbase: 1410mm
Fuel capacity: 17.7 litres