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The new FireBlade's chassis further builds on the lightweight and rigid dual-spar aluminium frame of the previous model.  Honda claim that modifications to the steering head casting's balance of thickness achieve improvements in its torsional rigidity.

The rear damper's upper mount has also been completely redesigned, dropping the pin-through-end-collar mount found in most conventional designs in favour of a new 'bolt-in' design that fits the entire upper body of the damper into a large new hole in the frame's rear casting, and secures it with a pair of adjustable sleeves that make it possible to adjust the ride height without further affecting the suspension's travel and other settings.

A monstrous new swingarm also makes an appearance but somehow manages to end up 300 grams lighter than the slightly smaller swingarm it replaces.  Even the FireBlade's wheels have been modified for lighter weight with another 300g of unsprung weight being saved there. 

All up the diet program has resulted in a claimed 2 kilogram weight saving, Honda now claim 168 kilograms dry for their flagship sportsbike.

Left virtually unchanged are the FireBlade's high-performance inverted front forks (in my opinion, already about the best in the business), which received only minor setting modifications.  Both ends of the suspension are of course fully adjustable.

I am no factory racer so can't pinpoint what all these fine changes make individually but the sum of the parts definitely ends with an improved handling package.  I did push the previous 929 Fireblade quite hard at times, for a non-racer anyway,  resulting in lower fairing scrapes etc. but never really yearned for better handling than what the 929 provided. 

But nonetheless the new 954 Fireblade has made significant handling improvements that riders of all levels will feel, but only the absolute fastest of riders can possibly approach the limits of.  The limits of this machine, like many of the latest sportsbike weapons, are far and above the riding talent of meagre mortals, myself included.  It is comforting though that the bike always has performance reserves if you get yourself in a little too hot, if you let it, the bike will probably still pull you out the other side if you just commit to that corner you think you may have overshot.

Out on the open road the Fireblade is quite stable, as long as you position your body correctly, concentrate your weight forward.  Any light and powerful sportsbike will give a little bar wiggle every now and then, but getting out over the front of the bike will prevent most of this.  It is quite obvious, on a bumpy road with some aggressive use of the throttle the front will get a little light and tend to be a bit nervous, if the rider is slack and just sits back on his seat this becomes much more of a problem.  This is a hard core sports weapon that is razor sharp, ride it properly and it will not misbehave, get a bit slack, ride it like a complete plonker, then it is a lot more likely to bite.  Once again Honda have seen fit not to supply a steering damper, and I prefer it that way.  Racers will want to fit a damper, but I can't see the average buyer needing one and during my time with the Fireblade never found stability to be a problem when in the twisties.  The only times I noticed anything negative in the stability stakes was when in dirty air, as in behind a large car or truck with the resulting air turbulence, the bike can start a little weave under those conditions.

Superb four-piston calipers up front still clamp on those huge 330mm discs.  I thought the 929 brakes were awesome but there is no doubt that the new bike stops even better than before.  More available braking power and resistance to fade, along with what seems like a lot less effort and travel on the lever.  If brakes keep improving at this rate I can't imagine where we will be in another few years, you will need arms like King Kong to hold yourself off the bars if anchors get much more powerful !

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