A further refinement of the excellent Year 2000 model (929), the new 6th generation FireBlade offers plenty of improvements. 

NB:  Our 2000 sportsbike comparo can be found here.

Honda Australia launched the new CBR 954 Fireblade to the motorcycling press at Victoria's magnificent Phillip Island circuit.  After the racetrack day MCNEWS.COM.AU immediately took the new Fireblade on a one day ride over varying terrain that covered over 900 kilometres.  Over the next few days the machine was used as general transport before being taken again on a long one day stint followed by some more commuting, adding up to another 2,000 kilometres on the odometer.

Honda's claims of 152hp for the previous model had proven wildly optimistic with true rear wheel figures on our dyno normally registering around 123.  This was not far behind the figures we achieved with the ZX-9R (127hp), R1 (129hp) and GSX-R 1000 (131hp) but like the ZX-9R the Fireblade suffered from a lack of mid-range grunt for the fast boys to get off the turns as quick as the R1 or GSX-R.

For 2002 we see a steady path of evolution rather than revolution with Honda’s flag ship sports model.  The previous CBR 929 Fireblade was a very polished package but there is no doubt the new 954 has made steps forward in nearly every area.

With a boost to 954cc by way of a 1mm increase in bore size Honda has aimed to regain some ground in the grunt department on the GSX-R and R1, by my seat of the pants it has.  The improvements in mid-range delivery are significant and immediately obvious to anyone who has spent plenty of time with a 929.  (I have covered around 23,000 kilometres on 929 Fireblades).  The extra urge is really noticed on the track, throttle control now has to be a little bit finer on the exit of the turn if traction at the rear is to be maintained.  However the top end delivery improvements are not as pronounced as the definite mid-range boost the 954 has gained over the 929.

One of the only gripes I had with the previous 929 was the annoying little stutter in the delivery around 3,000 rpm, this has been much improved in the 954, but not completely eliminated in some gears. 

What the bloody hell are you doing at 3,000rpm on a sporting four-cylinder sportsbike you ask?  Well unfortunately in heavy traffic or damp city conditions sometimes this zone is briefly ventured down to and the little improvements down here are welcome for this rider.

All engine dimensions remain the same, including stroke and cylinder pitch.  The reciprocating weight of the pistons and wrist pins was reduced and as the image opposite illustrates the new pistons are significantly smaller than their predecessors.  Honda claims this helps eliminate the vibration and extra stresses that often come with this sort of increase in displacement.  I don't know about this one, I think the new bike does have an ever so tiny vibe felt through the bars that never seemed to be apparent on the 929.  I only felt this briefly a couple of times during some big kilometre days but it is worth a mention even though I can't see it ever becoming a problem.

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