Honda CBR1000RR Fireblade

More From Less

NOT SO MUCH

OVERVIEW
Maybe we should begin this by saying there was nothing wrong with the previous generation Fireblade. If you own one, don't feel bad, as it's a very capable bit of equipment that's much easier to ride than it has any right to be.

But (you knew this was coming) the new chap is lighter, a little more powerful, more nimble...you get the drift. Honda really has managed to get more performance out of less bike, which is no mean feat, given its predecessor was not exactly gigantic.

Pretty much everything has come in for revision: engine, chassis (in a major way), cosmetics and ancillaries. There are some familiar themes, but this version is showing some of the thinking developed through MotoGP, with the stubby exhaust exiting from underneath the right of the machine being one of the more obvious cues.

The end result is a machine with a healthy but not outrageous power claim, and the loss of an incredible 11 kilos.

PRICE AND EQUIPMENT
It is of course bristling with assorted techno toys, such as a slipper clutch of a design that is unique to this brand, a second generation electronic steering damper (now hidden out of sight), dual valve exhaust, a solenoid-controlled air intake and a two-stage cooling fan. It may be light, but no-one is going to accuse it of being simple.

That lot stacks up at $18k plus on road costs, which is at the lower end of the sports bike price scale. In terms of performance per dollar, it's going to be damned near impossible to beat.

DRIVETRAIN
The engine has gained a whole extra cc and lost 2.5 kilos. At the throttle, the in-house fuel injection provides a typically crisp response, while the powerplant overall develops useable urge from down low (2500rpm) right through to a little shy of the 13,000rpm redline - in fact tapering off at more like 12,000-12,500.

Delivery of the power feels near enough to linear, which makes it controllable and a hell of a lot of fun. All the track test reports seem to rave about the bike, while it's an easily-managed and enjoyable thing on the road.

Gear selection is firm and precise - certainly slick enough for the task at hand - while clutch action is light with a god, predictable, take-up.

Fuel consumption worked out to around 16-17km/lt on the road.

CHASSIS
Honda's key themes with the chassis have been two-fold: a frame design described as a four-piece alloy diamond, and an overall push towards mass centralisation.

When it comes to the actual spec of the suspension and brakes, there's nothing unusual - overall you get a package that is state of the current sport bike art.

The results are terrific. It's a super light steerer, particularly for a litre-class motorcycle, while being precise and steady at speed. Suspension action is fine for the road, with plenty of adjustment on board to fettle it for individual track tastes. As a unit, the CBR feels ultra-nimble, without being flighty, matched to suspension that controls the bike well and provides good feedback. Really, there's nothing to fault in this area.

Braking is as you'd expect, strong with good feel from the front.

PACKAGING
Styling is a pretty radical departure from previous efforts, and it's interesting to see the use of graphics toned right down. If it's just a little too visually quiet for your tastes, you can order an accessory race sticker kit.

Speaking of accessories, the range is huge and probably the most extensive the company has ever launched locally with a sports bike. It includes an alarm, numerous carbon-fibre add-ons, assorted covers, a pillion seat cowl, and - most significantly for taller riders - a bigger than stock windscreen (pictured).

COMPETITORS
This is one very tough class for any manufacturer to tackle, and Honda's key competition comes from the other big three Japanese firms. Pricing is very close in this class, though I suspect Honda may just have the edge at the moment when it comes to value for money.

ON THE ROAD
Given all the good reports about this thing from its assorted track launches, you could be forgiven for thinking it's going to be a bit of a nail on the road. Not so. Okay, so any sports bike is compromised as a road machine, mostly by its riding position. Given that, the Honda is more than acceptable, though tall riders in particular will find themselves wondering if someone has slipped in a 600 while they weren't looking.

The Blade really has become sharper with this generation. It's got tons of performance, has a particularly sweet chassis and stacks up as decent value.