CBr954RR fireblade - june 2014 -
In the motorcycling lexicon, there are names that have come to define the very essence of biking. For years terms like ‘Ninja’, ‘GSX-R’ and ‘R1’ have come to stand for so much more than a model name, but there is one that stands above them all and it was the one that got the industry pointing in a fresh new, vibrant direction. Back in 1993 a bike arrived from Japan that changed the entire face of modern motorcycling. For the first time the speed and power of a class leading sportsbike found its self in a chassis that was the size of a 600. And that bike was the FireBlade and the world would never be the same again. Designed by Tadeo Baba the first FireBlade was a huge success and although the original 893cc powered machine was upgraded with more power, it wasn’t really bettered until the Yamaha YZF-R1 arrived in 1998.
The original CBR900RR received its first major improvements in 1996, where alongside chassis and suspension upgrades, the engine size was increased to 916cc. The second generation ‘Blade received what were basically just several cosmetic upgrades in 1994 , but it was this third generation machine that took the bike forward in design and power. Reverting back to subtle upgrades for the fourth generation Blade in 1998, which included slightly lighter engine components, it wasn’t until the fifth generation bike of 2000 that moved things forward again.
Still under the watchful eye of Baba, the now CBR929RR or CBR900RR –Y FireBlade, received a brand new bigger engine, bigger brake discs, a revised chassis and an increase in front wheel size from 16 inches to the more common 17 inch, but this itself would only be on the market for two years as in 2002 the new 954 ‘Blade hit the market. It would be the final FireBlade designed by Baba and also the last FireBlade branded bike to come in under the 1000cc mark.
The 954cc Blade (CBR900RR-2) was also only on the market for two years, but remains one of the most popular ‘Blade models behind the 1996 original. The fairings were changed to give to the bike a more purposeful, sleek design, but with the hike in power, the weight of the bike also went up fractionally to a dry weight of 168kg. Although a ‘slow bike’ by today’s standards, Baba’s last ‘Blade still produced 149BHP, 77lbs or torque and has a top speed of 175mph.
The original CBR900RR received its first major improvements in 1996, where alongside chassis and suspension upgrades, the engine size was increased to 916cc. The second generation ‘Blade received what were basically just several cosmetic upgrades in 1994 , but it was this third generation machine that took the bike forward in design and power. Reverting back to subtle upgrades for the fourth generation Blade in 1998, which included slightly lighter engine components, it wasn’t until the fifth generation bike of 2000 that moved things forward again.
Still under the watchful eye of Baba, the now CBR929RR or CBR900RR –Y FireBlade, received a brand new bigger engine, bigger brake discs, a revised chassis and an increase in front wheel size from 16 inches to the more common 17 inch, but this itself would only be on the market for two years as in 2002 the new 954 ‘Blade hit the market. It would be the final FireBlade designed by Baba and also the last FireBlade branded bike to come in under the 1000cc mark.
The 954cc Blade (CBR900RR-2) was also only on the market for two years, but remains one of the most popular ‘Blade models behind the 1996 original. The fairings were changed to give to the bike a more purposeful, sleek design, but with the hike in power, the weight of the bike also went up fractionally to a dry weight of 168kg. Although a ‘slow bike’ by today’s standards, Baba’s last ‘Blade still produced 149BHP, 77lbs or torque and has a top speed of 175mph.
bike specsFrame Twin spar aluminium box section
Rake 23.5 degrees Trail 97mm Wheelbase 1400mm Seat Height 815mm Weight (dry) 168kg Capacity 954cc Bore 75mm Stroke 54mm Comp Ratio 11.5:1 Tank Size 18l |
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mods and sods
scorpion factory exhaust
I wanted, no needed to get rid of the massive OEM end can that the bike came with. For me, it was too big and far too quiet (a noisy bike is a safer bike) and I didn't really want to have to faff around getting the bike set up on a dyno, although that is always a good idea. I just needed something reasonably priced, smart and with a good sound. My ZX7R had a Scorpion end can which I liked, so I looked at their range and picked the second cheapest one they did. £249 well spent if you ask me.
EBC Pro-Lite Discs
When I realised I had a warped front disc, these were, for me, the logical replacement. Cheaper that OEM and of an excellent quality. I'd used EBC discs on the Zx7R previously and had no complaints whatsoever. Whats also great is they don't look out of place on the bike
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