The big CBR double-R changed perceptions in 1992 and morphed over the next three decades into a staple of the suprbike world. Blade riders, along with Honda test-rider Dave Hancock, celebrate its long life
Very little in motorcycling has the staying power of the FireBlade, or its creator Tadao Baba for that matter. The CBR900RR (later 1000RR) is popping the cork on a bottle of Pomagne and celebrating 30 continuous years of production, with 1000s of happy owners, numerous superbike wins, as well as road racing domination to its credit in that time. You’ll likely know this: even those with ‘R1’ tattooed on their foreheads, or with wardrobes exclusively filled with ZX-10R-related merchandise will recognise the Blade’s key role in shaping the world of superbikes.
Icon is a vastly overused word, but Honda’s creation defines the superbike, as of the year 1992, so it’s employed with some justification in this context, we feel. We’re telling the story of how every (key) model came to be, and what paying customers made of them. Plus, we ride the anniversary edition to reflect on how far it’s come, and then examine it’s place in the world now. Dave Hancock joins us – aone-time national racer (Yam Pro-Am, plus GP classes on TZs) turned Honda area sales manager who applied to be one of three non-Japanese Honda test riders in 1989.
The conversation (on a Wednesday) was short: can you ride a bike fast, and can you be at Suzuka circuit on Monday morning? “I had a holiday booked with my wife, and I said I’m sorry but we’ve booked a holiday and it’s paid for. They said ‘change it’ and put the phone down. We lost the money…
“I’d never been to Japan before, so I went with a Japanese R&D rider based in Germany. He took me to Suzuka, and that’s when I first saw the Fireblade. It was more or less as we then sold it.”
Dave and his European counterparts were able to be honest in a way that Japanese riders might not, owing to the strict culture of respect. Even then, tact was important: “You don’t tell the engineers how to fix it,” Dave says. “They already know what’s wrong with the bike, they just want to know what you think.”
His forthright contributions stood him in good stead: he retained the role until 2015, retiring to a Euro-based planning role, after signing-off the latest Africa Twin, the RC213V-S, and just about every bike over 500cc in between.
THE FIRST CUT IS THE DEEPEST 1992-1995 CBR900RR
• 893cc
• 106.3bhp
• 185kg (dry, claimed)
The number one machine, the first batch Blade, is the motorcycle that turned contemporary sportsbike thinking on its head. It’s still a pearl of a machine
