Honda CBR954RR

When Honda launched its original FireBlade back in '92, I was impressed more by the new bike's light weight than its engine performance, good as it was.

Notwithstanding a somewhat flighty front-end, that 'Blade foreshadowed the recent and well overdue trend to weight minimisation as a way to maximise all-round performance.

Now in its sixth incarnation, the 'Blade is further refined with a boost in capacity, a reduction in weight and improved handling. Honda admits that there are bigger, stronger and faster bikes on the road, but rightly points out that outright speed or power figures don't necessarily make for the most enjoyable riding experience.

Visually, the new 'Blade is more aggressive, its angular styling and slimmer seat cowling giving both a racier and lighter appearance compared to earlier versions. The fuel tank sits lower and further forward, with more of the fuel load carried lower down in a move that both enhances mass centralisation for improved handling, but moves the rider further forward for ncreased control when cornering.

Elsewhere, the new three-eyed headlight adds menace, combining a central low beam headlight with a pair of H7 high beams, while the twin tail-lights use long-life LED's in place of conventional globes.

To stay in the horsepower race, Honda has bored each cylinder out another millimetre for a small but significant 25cc increase in capacity. Doesn't sound like much, but when combined with 6 percent lighter pistons and other weight and friction reduction mods throughout the engine, an extra three PS and improved responsiveness is the result. Some of this would also be down to the revised electronic engine management, with larger throttle bodies (40 to 42mm), new injectors and re-programmed ECU.

The exhaust system is pretty much unchanged, still a lightweight titanium system incorporating a variable exhaust collector and a new titanium muffler. In case you wondered, titanium is a corrosive-resistant metal that weighs around the same as aluminium but with the strength of steel.

The chassis remains the proven twin-spar extruded alloy design, but with a stronger steering head and lighter rear castings. The single rear shock unit is now retained in the frame with adjustable sleeves that permit adjustments to the rear ride-height without altering spring preload.

The most significant change has been to the swingarm, which is new and features a very strong boxed structure on the right side and a deep, extruded left arm that is 300 grams lighter than last year's item.

Wheels have come under scrutiny, with more compact hubs and lighter spokes trimming another 300 grams off the all-important unsprung weight. Weight that would otherwise have to be controlled by the suspension when encountering bumps. Except for minor revison of its metering, the forks and brakes remain as before.

All this attention to weight has resulted in a two kg saving over that of last years 929RR, with the CBR954RR coming in at 168 kg without fuel and oil, but including an integrated electronic anti-theft system that won't allow the engine to start without the ignition key, even if hot-wired. An optional motion detecting, vibration sensitive alarm is also available for further peace of mind.

START YOUR ENGINES
The CBR954RR was released to the press at the Phillip Island race circuit, so the only impressions gained to date have been in the balls-out race track environment, but it gave everyone the chance to sample the upper reaches of the FireBlade's performance envelope in comparative safety.

When compared back to back with the 929, the 954 is immediately similar, but with quicker engine response, and a feeling of being a little more in tune with the bike. The handling and braking characteristics are as good as ever, and the precise throttle control makes it easy to lay down the odd black line, especially over the Lukey Heights section of the track.

The only time I had cause for concern was when the bars gave a sudden slap exiting Siberia, accelerating full noise in third gear where a few bumps are placed just enough to unsettle the, by then, almost weightless front-end. Only did it the once. Thank goodness... From then on I modified my exit line to avoid them.

Coming out of Turn 12 on to the Straight is another area that will often elicit a wiggle form the bars on many bikes, but here the 'Blade was very composed. The corners on this track are mostly taken at high speed, putting a premium on stability, handling and steering precision. The 954 didn't disappoint. Its progressive power delivery and fine steering made it a joy to punt around the track, and will no doubt be appreciated on unfamiliar roads as well.

So typically Honda, everything worked well, with nice, smooth controls. Familiar and comfortable - like your favourite jacket. Without any radical departures from last year's model, there is every reason to expect the new bike to continue in the fine tradition set by a decade of 'Blades that have gone before, only better.