1992-93 Honda CBR900RR-N/P FireBlade
The bike that went on to change the face of sportsbikes was launched in 1992 – the FireBlade. Named after a miss-translation of the word ‘lightning’ into Japanese, the Blade was the brainchild of Honda designer Tadao Baba. By using the very latest computer technology, Baba designed the Blade with a fanatical obsession to weight saving. Unlike comparative sportsbikes of the day, the Blade was not all about its engine and instead relied on handling and light weight to destroy the opposition – although a 122bhp 893cc motor certainly helped matters. At the time this engine size was very controversial. With the World Superbike championship selling bikes under the ‘win on Sunday, sell on Monday’ philosophy, Honda took a gamble in releasing the over-sized Blade. With no race class supporting it, Baba reasoned that if it was better than everything else out there, riders would by it on its road success and not race heritage. His gamble paid off and despite Honda testing a 749cc Blade, it was the 893cc engine that helped the Honda dominate road bike sales and cement its reputation as the ultimate sportsbike of the early 1990s.
Engine: 893cc, inline four, 16v, DOHC
Bore x stroke: 70 x 58mm
Power: 122bhp @ 10,500rpm
Torque: 65ftlb @ 8,500rpm
Weight: 185kg
1994-95 Honda CBR900RR R/S FireBlade
Having set the world alight with their new bike, Honda refined the Blade in its first major update. Riders were unused to the Blade’s agility, and many were left a little distressed at the bike’s lively front end, something Honda muted by adding compression adjustment to the forks rather than swap the unique 16-inch front wheel for a more common 17-inch item. This was just one of a series of small modifications that Honda made to the Blade to make it easier for riders to live with, however what most people remember about this generation of Blade is the look.
A new fairing brought with it the iconic ‘Foxeye’ headlight as well as the coolest paint scheme known to man – the 1994 Urban Tiger. Who cared if it was described as beige in the logbook, the Tiger was the stuff of dreams and remains as eye catching today as it was back in 1994.
Engine: 893cc, inline four, 16v, DOHC
Bore x stroke: 70 x 58mm
Power: 124bhp @ 10,500rpm
Torque: 65ftlb @ 8,500rpm
Weight: 185kg
1996/7 Honda CBR900RR T/V FireBlade
With the whole world going Blade crazy, in 1996 Honda were still left without a major competitor as the rest of the manufacturers concentrated their efforts on the 750cc class. Rather than resting on their laurels, Honda followed the pattern set by the Japanese manufacturers and four years after it was first unveiled, the Blade received a major update.
Sensing the public were starting to turn against the full-on nature of the Blade, Honda softened their sportsbike by increasing its practicality levels. New bars were 10mm taller than before, the seat height was 10mm higher for more leg room and the fairing increased in size for better wind protection. And the improvements didn’t stop there; the motor and chassis were also thoroughly revised.
As well as increasing its capacity to 918.5cc through a 1mm over-bore, Honda lightened the engine’s internals and tweaked the chassis’ geometry for stability. This new Blade may have been the most powerful to date, but it was also the most stable and came with genuine all-round ability. Fans of the frantic nature of the original model were left a little disappointed, however with no competition to face up against the Blade still ruled the roost. Unfortunately for Honda this all changed in 1998…
Engine: 918.5cc, inline four, 16v, DOHC
Bore x stroke: 71 x 58mm
Power: 126bhp @ 10,500rpm
Torque: 67ftlb @ 8,750rpm
Weight: 180kg
1998-99 Honda CBR900RR W/X
It took them six years to respond, but eventually in 1998 the FireBlade faced its toughest challenge to date in the form of the Yamaha YZF-R1. Just like the Blade before it, the R1 set new standards for power, performance and agility and swept all competition aside. The Blade was finally beaten.
Despite updating the chassis and squeezing an extra 2bhp from the motor, Honda had converted the Blade from a manic sportsbike to something that was more like a sports tourer. The Blade was blunted and the vultures were now circling with intent. Honda had misjudged the public’s appetite for speed and had taken their flagship sportsbike in the wrong development direction. A drastic change of direction was needed for the FireBlade, it arrived alongside a new millennium.
Engine: 918.5cc, inline four, 16v, DOHC
Bore x stroke: 71 x 58mm
Power: 128bhp @ 10,500rpm
Torque: 68ftlb @ 8,200rpm
Weight: 180kg
2000-01 Honda CBR900RR Y/1
To welcome in the new millennium, Honda unleashed a brand new FireBlade that went right back to the ethos of that original 1992 machine. This machine showed the world that not only was the FireBlade back in the sportsbike game – it was there to regain its place at the top.
The 2000 FireBlade was a brand new bike with virtually every component changed. As well as a new 929cc big bore/short stroke fuel-injected motor the Blade now had a sharp handling chassis with the swingarm mounted to the rear of the engine’s cases to allow it to be not only stronger but also longer for increased drive. But that wasn’t the only change – the controversial 16-inch front wheel was now a far more common 17-inch item and the Blade had been on a diet…
With power up to 151bhp and weight down to 170kg, this was a sharper, leaner and far sportier Blade that although not actually able to outright beat the R1, certainly gave it a proper run for its money. FireBlade fans could now buy the Honda and hold their heads up high, this was no second rate sportsbike, it was a FireBlade. Although even better was to come, not only from Honda but sadly also the competition.
Engine: 929cc, inline four, 16v, DOHC
Bore x stroke: 74 x 54mm
Power: 151bhp @ 11,000rpm
Torque: 76ftlb @ 8,500rpm
Weight: 170kg
2002-03 Honda CBR900RR 2/3
As the previous model of Blade had so nearly matched the R1, Honda must have been confident that their planned 2002 update would gain them the top sportsbike spot. Sadly they didn’t predict the arrival of the Suzuki GSX-R1000 and so when the updated 954 Blade arrived in 2002 it once again found itself playing second fiddle to faster competition.
Despite an increase in power to 155bhp and capacity to 954cc through a 1mm big bore, the Blade lacked the Suzuki’s raw grunt. A far superior road machine, the Blade won fans amongst riders who weren’t after headline grabbing performance figures. But in the litre bike class in the early 2000s, if you weren’t top dog, you were always going to struggle. This was a class rules by dyno charts and Honda needed to do something radical to beat the Suzuki.
Generally regarded as one of the finest incarnations of Blade, the 2002 Blade was the last model that legendary designer Tadao Baba oversaw the development of. Retiring to a life of golf and smoking at the end of the bike’s production, Baba himself likes this model so much he even has one in his garage.
Engine: 954cc, inline four, 16v, DOHC
Bore x stroke: 75 x 54mm
Power: 155bhp @ 11,000rpm
Torque: 77ftlb @ 8,500rpm
Weight: 170kg
2004-05 Honda CBR1000RR 4/5 Fireblade
With Baba no longer at the Fireblade’s helm (a fact that saw the capital B in the name replaced with a lowercase b as a mark of respect), Honda turned to its racing arm HRC for inspiration for the next generation of Fireblade. Aware WSB was changing its rules to allow 1000cc inline fours to race, Honda built the Blade a brand-new engine as well as a revolutionary chassis.
Based around the technology used in their RC211V MotoGP bike, the CBR1000RR’s die-cast frame was stronger than ever before and also sharper handling and came with the same Unit Pro-Link swingarm suspension as the racer. Add to this an electronic steering damper, radial brakes and an underseat pipe and you had a stunning looking machine that went like stink. Almost…
Despite the brand new 998cc engine making 169bhp with 85lb.ft of torque thanks to lightweight forged pistons, twin fuel-injectors per cylinder and numerous other technical updates, the Blade felt lethargic. The handling was sensational, but alongside the new underseat pipe Yamaha YZF-R1 and insane Kawasaki ZX-10R the Blade felt a bit lacklustre and safe. Honda needed to inject some spirit into their bike, which is what they did in 2006.
Engine: 998cc, inline four, 16v, DOHC
Bore x stroke: 75 x 56.5mm
Power: 169bhp @ 11,250rpm
Torque: 85ftlb @ 10,000rpm
Weight: 176kg
2006-07 Honda CBR1000RR 6/7 Fireblade
Faced with criticism about their bike lacking character, Honda tweaked the Blade slightly to give it some more grunt. Well appear as if it had more grunt anyway…
A larger rear sprocket dropped the gearing and injected some spice into its acceleration while new pistons increased power by 3bhp and altered brakes delivered more bite. Alongside a new fairing with a sharper look the Blade was certainly better than before, and sales picked up, but it still wasn’t enough to take the Blade to the top of the sportsbike tree. A whole new redesign was needed, and a controversial look arrived with the new model in 2008.
Engine: 998cc, inline four, 16v, DOHC
Bore x stroke: 75 x 56.5mm
Power: 172bhp @ 11,250rpm
Torque: 86ftlb @ 10,000rpm
Weight: 176kg
2008/09 Honda CBR1000RR 8/9 Fireblade
With everyone upping the technology in their litre bikes, Honda totally redesigned the Fireblade. Gone was the underseat pipe look, replaced by a stumpy fairing and side mounted exhaust that wasn’t that well received. Although while the new Blade’s look was controversial, its performance was anything but…
A brand-new chassis with a gull-wing swingarm was not only lighter than ever before, it was more agile, narrower and housed a new motor with titanium inlet valves, forged pistons and electro-plating to increase the power. With a claimed 175bhp the Fireblade was now able to challenge for the spot of top litre bike, something it achieved thanks to its turbine-like power delivery and excellent chassis.
Against the latest breed of litre bikes the Blade excelled, not only proving devastatingly capable on track but also a brilliant road bike. Owners soon forgave the odd look, and the Blade was regarded as the best ‘all-round’ litre bike.
Engine: 998cc, inline four, 16v, DOHC
Bore x stroke: 76 x 55.1mm
Power: 175bhp @ 12,000rpm
Torque: 84ftlb @ 8,500rpm
Weight: 179kg
2010-11 Honda CBR1000RR Fireblade
With the economic crisis hitting the Japanese hard, Honda decided to refine the Blade slightly in 2010 rather than totally redesign it. Still top of the tree, there was the constant threat of the BMW S1000RR’s launch in 2010 hanging over the Blade however Honda simply tweaked the styling and fitted a more rigid crank and bigger flywheel. While it is fair to say no one could have predicted just how good the BMW was going to be, these changes were aimed at making the Blade a better road bike rather than a track-focused monster. With litre bikes split between full-on performance and all-round practicality, the Blade sat in the happy middle ground between these two camps. Fans of the Urban Tiger were delighted to see Honda launch an updated Tiger paint scheme for 2010, although it wasn’t as cool as the original…
Engine: 998cc, inline four, 16v, DOHC
Bore x stroke: 76 x 55.1mm
Power: 175bhp @ 12,000rpm
Torque: 84ftlb @ 8,500rpm
Weight: 179kg
2012-16 Honda CBR1000RR Fireblade
Still fighting a down turn in the world economy and the staggeringly good BMW S1000RR, Honda looked for a cheap fix to update the Blade in 2012. A more angular look, Showa Big Piston Forks, 12-spoke wheels and a cool new LCD dash were never going to bridge the power gap between the Honda and the BMW, but at least the Blade now looked more modern. Although lacking the electronic trickery of the BMW, Kawasaki ZX-10R and Yamaha YZF-R1, the Blade remained a great road bike that was still extremely good on track. Thanks to its huge fan base this model of Blade sold well, although riders did start to question why when faced with such touch competition there wasn’t a full-on version of the Blade…
Engine: 998cc, inline four, 16v, DOHC
Bore x stroke: 76 x 55.1mm
Power: 175bhp @ 12,000rpm
Torque: 84ftlb @ 8,500rpm
Weight: 179kg
2017-2019 Honda CBR1000RR Fireblade
The 2017 Honda Fireblade marked a major evolution for Honda’s iconic superbike, becoming the lightest and most powerful version yet while embracing modern electronics such as traction control for the first time. Led by Project Leader Masatoshi Sato, the redesign focused on refining the Fireblade’s long-held “Total Control” philosophy rather than chasing headline power figures. With 189bhp, a titanium fuel tank and exhaust, and advanced electronic aids, the new Fireblade prioritized precision, balance, and rider engagement over brute force. Sato emphasized that lightness defines the Fireblade’s character, offering riders greater cornering enjoyment and confidence. While rivals pursued circuit dominance, Honda stayed true to the Fireblade’s spirit as the ultimate road-riding superbike. The range expanded to include the SP and race-focused SP2 variants, each developed by separate teams. Despite challenges—including a factory earthquake—Sato’s team delivered a reborn Fireblade faithful to its heritage yet equipped for a new generation.
Engine: 999cc, inline four, 16v DOHC
Bore x stroke: 76 x 55mm
Power: 189bhp @ 13,000rpm
Torque: 73.8 ftlb @ 11,100rpm
Weight: 195kg
2020- Honda CBR1000RR-R Fireblade
For years Honda’s CBR1000RR has been the go-to superbike for riders wanting smooth, civilised performance and stereotypical Japanese reliability rather than out-and-out brute performance. But that’s all changing for 2020 as Honda is taking the Fireblade back to its roots with an all-new design that offers more horsepower than any of its direct rivals.
Engine: 999cc, inline four, 16v DOHC
Bore x stroke: 81 x 48.5mm
Power: 215bhp @ 14,500rpm
Torque: 83 ftlb @ 12,500rpm
Weight: 201kg
