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Jostled by the R1 and threatened by the recent ZX-9R, the 900 CBR, is seen from the ground up to return to the top of the hypersports hierarchy. And at Honda, we haven’t done things by halves. New more tense and aggressive design, new 4-cylinder, new chassis with quality elements. Under the new optical unit with the threatening smile, an inverted fork makes its appearance, the wheel passes to the standard of 17 “while the braking is ensured by 2 enormous discs of 330 mm in diameter. At the rear, the swingarm is dignified of a GP machine. Particularly imposing, it is no longer anchored to the frame but to the crankcases. This brings it closer to the gearbox output pinion and improves traction. The new engine is smaller, lighter, goes up to 929 cm3 (10.5 more than before) and announces 153 cannons. It is also entitled to the latest technological refinements: PGM-FI injection and exhaust valve to improve torque.
Recognized for its qualities as a user-friendly and ultra efficient sports car on the road, the Fireblade was heavy on the circuit. Today, Honda is determined to come back to the fore. The motorcycle is radicalized in order to become a beast of the circuit. Lightened to the maximum (199 kgs all wet), refined and ready to attack, the CBR remains however faithful to the philosophy of its line, the “Total Control”. The rider is more forward on the new 900, can squeeze the machine better between the legs but regains the welcoming qualities of Honda. Pleasant controls, excellent ergonomics, supple and velvety engine … which delivers its power with enthusiasm but without overwhelming you. Less impressive than the (very) torquey block of the R1, the 929 is particularly alert while remaining progressive. The good Honda education is felt in the pistons and works wonders on the open road. However, we can blame him for this lack of madness that intoxicates the tamers of the Yam.
Where the new CBR is fantastic is in handling. The chassis is more than a tool, it is a saber. A blade that draws a trajectory without ever deviating from it, even when the coating is unwell. The perfect work of the suspensions allows both to “feel” the road and to attack in peace. The part-cycle has a liveliness and a rigidity close to the ideal. And when you have to stop everything, the discs stick the bike in the asphalt.
Ultra efficient, the CBR 900 has kept its homogeneity on the road. In the face of the competition, his radical options keep his head held high – not the rider who has to deal with receding protection. At high speed, dangerous to get out of the bubble. The tariff has also reached the peak of its claims. But a hypersport of this talent deserves some sacrifices.
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Replaces
CBR 900 RR FIREBLADE 2000
Model marketed in
2000
2001
Performances
-
Max speed:
270 km / h -
Consumption
medium: 7.50 l
The technical aspect
2001 Honda CBR 900 RR FIREBLADE
- Frame
- Frame: Double aluminum beam
- Tank: 18 liters
- Seat height: 815 mm
- Length: 2,065 mm
- Width: 680 mm
- Height: 1125 mm
- Wheelbase: 1,400 mm
- Dry weight: 170 kg
- Operating weight: 199 kg
- Train before
- Telehydraulic inverted fork Ø 43 mm, deb: 135 mm
- 2 discs Ø 330 mm, 4 piston calipers
- Front wheel:
120/70
– 17
- Transmission
- 6 speed gearbox
- Secondary chain transmission
- Rear axle
- Mono-shock Unit Pro-Link, deb: 135 mm
- 1 disc Ø 220 mm, 2 piston caliper
- Rear wheel:
190/50
– 17
- Motor
- 4 Cylinders
in line
, 4 stroke - Cooling: Liquid cooling
- Electronic injection
- Double ACT
- 4 valves per cylinder
-
929 cc
(74 x 54 mm) -
153
ch -
9.27 mkg
at 6,000 rpm - Weight ratio /
power
: 1.11
kg / hp - Compression: 11.3: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Suzuki GSX-R 1000 2001
Yamaha YZF-R1 1000 2001
Aprilia RSV 1000 2001
Ducati 996 2001
2001 Kawasaki 900 ZX-9R
Gallery
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