FIREBLADE
HISTORY
Thirty years is a long time in anyone’s book. There aren’t many sports bikes that have been around for even half that time, but the Honda Fireblade has. When it was launched in 1992 it transformed the sports bike market in one lap. Gone were the days of large capacity engines, long wheelbases and lumbering chassis. The 1992 CBR 900RR Fireblade delivered on the Total Control principle that was born in the mind of Tadao Baba. Today, Honda would call him the LPL (Large Project Leader), back in the late 1980’s when his vision of a lightweight sports bike formed, he was the chief engineer for Honda Research and Development in Japan. Join us as we take a look at some of the Honda Fireblade’s greatest hits.
1992
This is where it all began. When UK bikers wanted power, power and more power, the Japanese home markets favoured smaller capacity sports bikes that turned and stopped as well as they accelerated. Originally conceived as a 750cc model so as not to compete with the CBR1000F, the first FireBlade took three years to develop. Saving weight wherever possible was the aim, hence the controversial decision to run a 16 inch front wheel. Delivering the power of larger engined competitors, the 893cc inline four powered first gen’ FireBlade also had the handling characteristics of bikes half its size. Launched in Phillip Island, the world’s motorcycling press were impressed and slightly intimidated by this new approach to performance. The smaller front wheel, the drilled holes in the fairing and the smooth spread of power made for easy lap times once riders had adjusted their styles to suit. The first generation FireBlade was an instant hit in the UK, grabbing the attention of a new breed of biker. One hundred and sixty mile an hour performance, race ready handling and Honda reliability never looked so good and we absolutely lapped it up in both black and silver or the white red and blue colour schemes.
1994
The first major upgrade for the FireBlade came in 1994. For obvious reasons, most FireBlade fans will immediately think of the Foxeye headlights and (now legendary) Urban Tiger paint job when it comes to the 1994 model, but there was more to this new version than just looks alone. Continuing the weight saving ethos of the previous model, the ’94 bike made small weight savings everywhere, including those headlights which were 20 percent lighter than the previous model. They sit in a fairing that’s wider and taller than the previous FireBlade, giving the rider a little more space to tuck in behind the screen. Liberal use of Magnesium helped shave precious grams off, as did shifting to a digital speedo for the first time. The intention was to make the 1994 model a better bike though, not just a lighter one. Upgrades to the Showa forks came by way of increasing rebound damping, reducing compression damping and adding click stop adjusters. A telling sign of the mid 90’s times was also the addition of extra space in the boot, under the pillion seat. Hiding a U lock never looked so good and the Urban Tiger model commands some of the highest FireBlade prices with collectors.
1996
The FireBlade had well and truly found it’s feet but can’t afford to sit back and relax, so in 1996 the improvements headline was increased power and reduced weight. Similar in looks but not identical to the ’94 model (the vents beneath the pillion seat are the go to giveaway if you don’t know your colour codes), the majority of the upgrades for this model were mechanical. Engine capacity increased to 918cc, pistons and rods got heavier, compression was increased and production efficiencies were introduced when it came to castings. Power now sat nearer 130bhp than 120 and with the closer ratios from first to third gear, the 1996 model FireBlade felt stronger than it ever had. It was also more comfortable though, with increased height in the clip ons and the seat. This might sound a little soft, but consider also that it was Honda doing what it’s always done, listening to owners of previous models and responding to feedback. Following in the footsteps of the Urban Tiger model was never going to be easy but sales of the FireBlade in the UK show that this 96 model was a hit. Honda UK sold nearly 4000 FireBlades in 1998, the best year of FireBlade sales came off the back of this model and the updated W/X model.
1992
This is where it all began. When UK bikers wanted power, power and more power, the Japanese home markets favoured smaller capacity sports bikes that turned and stopped as well as they accelerated. Originally conceived as a 750cc model so as not to compete with the CBR1000F, the first FireBlade took three years to develop. Saving weight wherever possible was the aim, hence the controversial decision to run a 16 inch front wheel. Delivering the power of larger engined competitors, the 893cc inline four powered first gen’ FireBlade also had the handling characteristics of bikes half its size. Launched in Phillip Island, the world’s motorcycling press were impressed and slightly intimidated by this new approach to performance. The smaller front wheel, the drilled holes in the fairing and the smooth spread of power made for easy lap times once riders had adjusted their styles to suit. The first generation FireBlade was an instant hit in the UK, grabbing the attention of a new breed of biker. One hundred and sixty mile an hour performance, race ready handling and Honda reliability never looked so good and we absolutely lapped it up in both black and silver or the white red and blue colour schemes.
1994
The first major upgrade for the FireBlade came in 1994. For obvious reasons, most FireBlade fans will immediately think of the Foxeye headlights and (now legendary) Urban Tiger paint job when it comes to the 1994 model, but there was more to this new version than just looks alone. Continuing the weight saving ethos of the previous model, the ’94 bike made small weight savings everywhere, including those headlights which were 20 percent lighter than the previous model. They sit in a fairing that’s wider and taller than the previous FireBlade, giving the rider a little more space to tuck in behind the screen. Liberal use of Magnesium helped shave precious grams off, as did shifting to a digital speedo for the first time. The intention was to make the 1994 model a better bike though, not just a lighter one. Upgrades to the Showa forks came by way of increasing rebound damping, reducing compression damping and adding click stop adjusters. A telling sign of the mid 90’s times was also the addition of extra space in the boot, under the pillion seat. Hiding a U lock never looked so good and the Urban Tiger model commands some of the highest FireBlade prices with collectors.
1996
The FireBlade had well and truly found it’s feet but can’t afford to sit back and relax, so in 1996 the improvements headline was increased power and reduced weight. Similar in looks but not identical to the ’94 model (the vents beneath the pillion seat are the go to giveaway if you don’t know your colour codes), the majority of the upgrades for this model were mechanical. Engine capacity increased to 918cc, pistons and rods got heavier, compression was increased and production efficiencies were introduced when it came to castings. Power now sat nearer 130bhp than 120 and with the closer ratios from first to third gear, the 1996 model FireBlade felt stronger than it ever had. It was also more comfortable though, with increased height in the clip ons and the seat. This might sound a little soft, but consider also that it was Honda doing what it’s always done, listening to owners of previous models and responding to feedback. Following in the footsteps of the Urban Tiger model was never going to be easy but sales of the FireBlade in the UK show that this 96 model was a hit. Honda UK sold 3400 FireBlades in 1998, the best year of FireBlade sales came off the back of this model and the updated W/X model.
2000
By the turn of the century the FireBlade was ready for a serious upgrade. The competition was closer than ever, some would say ahead. Tadao Baba pulled out all the stops and this 929cc version of the FireBlade had a stack of new features. A 17 Inch front wheel for the first time, along with inverted forks (also a FireBlade first) and an all new twin spar Aluminium chassis meant that FireBlade handling would be as crisp as it had ever been. The introduction of Fuel Injection also helped compete in more than just showrooms. The 929cc inline four motor had a reduced stroke but an increased bore, improving performance and acceleration. Put a 929 piston side by side with one from a 918cc model and the new one would be bigger, but weigh them and they’re identical. This 929cc RR FireBlade had a mammoth job in taking the fight to the Yamaha R1. It did so with 150bhp at the crank and having lost 13kg compared to the model it replaced. In terms of looks, it was all new clothes and a new look single smiling headlight, not quite the angular attention grabber of the 954 model that followed this one, but definitely one step further into the future and away from the twin headlight style seen just eight years previous.
2004
MotoGP tech hit the road with the ’04 model, it gained ‘litre bike’ status thanks to the all new 998cc motor but lost the capital B in FireBlade, retired in honour of Tado Baba. The father of the FireBlade family handed over the reins to Kunitaka Hara. There was plenty of changes in the motor, including a 2.5mm increase to the stroke. The increased capacity of 998cc helped contribute to the 169bhp power figure but it wasn’t just peak power that played a part in the success of this model. A longer swingarm that was stiffer front to back but slightly softer across the frame meant high speed cornering stability at the back. The all new HESD (Honda Electronic Steering Damper) worked with fully adjustable upside down Showa forks at the other end and the handling (especially with the new radial mount Tokico brakes) was a revelation. Although yet to set the race tracks or road racing alight, this model of Fireblade won the hearts and sales of sports bike fans thanks to the underseat exhaust and aggresive styling. Race fans wanted a road going MotoGP style bike for the road and in 2004, Honda well and truly delivered.
2008
By 2008 the Honda Fireblade was a World SuperBike Champion, thanks to James Toseland. Japanese superstar Ryuchi Kyonari had delivered a BSB championship on the Fireblade, it was also a multiple winner at the Suzuka 8-hr and it had begun its dominant run of success at the Isle of Man TT races with John McGuinness. On the showroom floor, competition in the litre bike class was white hot thanks to newcomers from Aprilia and BMW. Project leader this time round was Kyoichi Yoshii. Multiple power modes and switchable power maps were now regular features on road going sports bikes, Yoshii San instead chose to double down on the Total Control principle that the Fireblade had always stuck to. In 2008 the bike gained monobloc brake calipers, more revs and more power but it was the looks that seemed to create the most waves. Eventually joined by a Repsol replica paintjob, early versions of this model were introduced wearing subtle dark reds, plain blacks and simple blues. This new approach, when coupled with another new exhaust system that this time flowed out behind the rider’s right foot, gave the Fireblade a new feel that was elegant when it needed to be but was as classy as ever on track.
2000
By the turn of the century the FireBlade was ready for a serious upgrade. The competition was closer than ever, some would say ahead. Tadao Baba pulled out all the stops and this 929cc version of the FireBlade had a stack of new features. A 17 Inch front wheel for the first time, along with inverted forks (also a FireBlade first) and an all new twin spar Aluminium chassis meant that FireBlade handling would be as crisp as it had ever been. The introduction of Fuel Injection also helped compete in more than just showrooms. The 929cc inline four motor had a reduced stroke but an increased bore, improving performance and acceleration. Put a 929 piston side by side with one from a 918cc model and the new one would be bigger, but weigh them and they’re identical. This 929cc RR FireBlade had a mammoth job in taking the fight to the Yamaha R1. It did so with 150bhp at the crank and having lost 13kg compared to the model it replaced. In terms of looks, it was all new clothes and a new look single smiling headlight, not quite the angular attention grabber of the 954 model that followed this one, but definitely one step further into the future and away from the twin headlight style seen just eight years previous.
2004
MotoGP tech hit the road with the ’04 model, it gained ‘litre bike’ status thanks to the all new 998cc motor but lost the capital B in FireBlade, retired in honour of Tado Baba. The father of the FireBlade family handed over the reins to Kunitaka Hara. There was plenty of changes in the motor, including a 2.5mm increase to the stroke. The increased capacity of 998cc helped contribute to the 169bhp power figure but it wasn’t just peak power that played a part in the success of this model. A longer swingarm that was stiffer front to back but slightly softer across the frame meant high speed cornering stability at the back. The all new HESD (Honda Electronic Steering Damper) worked with fully adjustable upside down Showa forks at the other end and the handling (especially with the new radial mount Tokico brakes) was a revelation. Although yet to set the race tracks or road racing alight, this model of Fireblade won the hearts and sales of sports bike fans thanks to the underseat exhaust and aggresive styling. Race fans wanted a road going MotoGP style bike for the road and in 2004, Honda well and truly delivered.
2008
By 2008 the Honda Fireblade was a World SuperBike Champion, thanks to James Toseland. Japanese superstar Ryuchi Kyonari had delivered a BSB championship on the Fireblade, it was also a multiple winner at the Suzuka 8-hr and it had begun its dominant run of success at the Isle of Man TT races with John McGuinness. On the showroom floor, competition in the litre bike class was white hot thanks to newcomers from Aprilia and BMW. Project leader this time round was Kyoichi Yoshii. Multiple power modes and switchable power maps were now regular features on road going sports bikes, Yoshii San instead chose to double down on the Total Control principle that the Fireblade had always stuck to. In 2008 the bike gained monobloc brake calipers, more revs and more power but it was the looks that seemed to create the most waves. Eventually joined by a Repsol replica paintjob, early versions of this model were introduced wearing subtle dark reds, plain blacks and simple blues. This new approach, when coupled with another new exhaust system that this time flowed out behind the rider’s right foot, gave the Fireblade a new feel that was elegant when it needed to be but was as classy as ever on track.
2012
Global economics dictated fewer changes for the Fireblade around this time and in 2012 the Fireblade turned 20 with a press launch at Portimao circuit having gained new Showa Big Piston forks and C-ABS and was possibly as easy to ride fast as it had ever been. This was proved with continued success at the Isle of Man TT with victories across Superstock, Superbike and the blue ribbon Senior race in 2013 as well as a British Superbike championship win also in 2013. Pictured here is a 2014 Urban Tiger which was a limited run only available in the UK to commemorate 20 years of the original Urban Tiger paint scheme from 1994.
2014
2014 was the introduction of the SP model to the Fireblade line up and it grabbed headlines. Ohlins suspension featured, as did Brembo brakes. HRC engine building know how meant that the HRC logos on the fairing panels were legitimate and the SP model went down a storm at the Losail circuit press launch in Qatar. By now a four times BSB champion, the Fireblade was considered truly at home at the Isle of Man TT races. Considered by many to be the ultimate test of a sports bike, the Fireblade was dominant. Despite the lightweight approach, this SP version of the Fireblade was more accommodating than it had ever been for its rider thanks to slightly lower pegs and relaxed ergonomics. Visually it was the perfect blend of previous models, twin headlights like early models but angular like later models, the style was effortlessly aggressive and totally ‘Fireblade’. The market was awash with electronics by now, yet Honda stuck to the simple formula that made the Fireblade so good from the start. If ever there was a need to highlight exactly what the Total Control principle was all about, this was it. Pictured here is a 2016 limited edition TT-edition model
2017
Honda went all in on electronics for 2017 and the all new Fireblade was so all new that it needed three models to fully demonstrate what was available. It was the SP2 that got the best of everything. Semi active suspension from Ohlins, a five axis IMU fed information which dictated how much traction control was deployed across nine rider selectable levels. Power was boosted to 190bhp but the SP2 was developed separately to the SP and RR models thanks to racing demands. The kit parts catalogue for the SP2 featured over 80 parts. The aluminium tank helped keep weight down and the SP2 tipped the scales at a lightweight 196kgs and only the RR version came with any provision for a pillion. By now the looks of the Fireblade had morphed into the sharpest look it had ever had and the tricolor paint job in HRC red white and blue set the bike off a treat. The combination of semi active suspension and multiple rider modes meant that the Fireblade was once again able to compete at the front on the road and it went to the top of the charts in group tests all over the world.
2012
Global economics dictated fewer changes for the Fireblade around this time and in 2012 the Fireblade turned 20 with a press launch at Portimao circuit having gained new Showa Big Piston forks and C-ABS and was possibly as easy to ride fast as it had ever been. This was proved with continued success at the Isle of Man TT with victories across Superstock, Superbike and the blue ribbon Senior race in 2013 as well as a British Superbike championship win also in 2013. Pictured here is a 2014 Urban Tiger which was a limited run only available in the UK to commemorate 20 years of the original Urban Tiger paint scheme from 1994.
2014
2014 was the introduction of the SP model to the Fireblade line up and it grabbed headlines. Ohlins suspension featured, as did Brembo brakes. HRC engine building know how meant that the HRC logos on the fairing panels were legitimate and the SP model went down a storm at the Losail circuit press launch in Qatar. By now a four times BSB champion, the Fireblade was considered truly at home at the Isle of Man TT races. Considered by many to be the ultimate test of a sports bike, the Fireblade was dominant. Despite the lightweight approach, this SP version of the Fireblade was more accommodating than it had ever been for its rider thanks to slightly lower pegs and relaxed ergonomics. Visually it was the perfect blend of previous models, twin headlights like early models but angular like later models, the style was effortlessly aggressive and totally ‘Fireblade’. The market was awash with electronics by now, yet Honda stuck to the simple formula that made the Fireblade so good from the start. If ever there was a need to highlight exactly what the Total Control principle was all about, this was it. Pictured here is a 2016 limited edition TT-edition model.
2017
Honda went all in on electronics for 2017 and the all new Fireblade was so all new that it needed three models to fully demonstrate what was available. It was the SP2 that got the best of everything. Semi active suspension from Ohlins, a five axis IMU fed information which dictated how much traction control was deployed across nine rider selectable levels. Power was boosted to 190bhp but the SP2 was developed separately to the SP and RR models thanks to racing demands. The kit parts catalogue for the SP2 featured over 80 parts. The aluminium tank helped keep weight down and the SP2 tipped the scales at a lightweight 196kgs and only the RR version came with any provision for a pillion. By now the looks of the Fireblade had morphed into the sharpest look it had ever had and the tricolor paint job in HRC red white and blue set the bike off a treat. The combination of semi active suspension and multiple rider modes meant that the Fireblade was once again able to compete at the front on the road and it went to the top of the charts in group tests all over the world.
2020
The current generation Fireblade sits at the vanguard of performance motorcycling. Where previous models have sometimes been considered all things to all men, the 2020 model had the strongest focus on lap times and race winning yet. With 214bhp available and tipping the scales at just 201kg, the RR-SP model has the strongest power to weight ratio yet. Power is harnessed by a comprehensive suite of rider aids, all of which can be tailored by the rider to suit taste and riding conditions. Technically captivating, the Fireblade makes no compromises, the next gen’ Ohlins active suspension and a tiny frontal area contribute to one of the most confidence inspiring front ends of any production motorcycle ever made and the Fireblade immediately found success on the race track. Winning races in BSB with a bike that was, essentially a road bike with race fairings fitted was a sign of what was to come. A British superstock championship with Tom Neave followed.
2022
The 30th anniversary model paint scheme draws you in but there’s a host of technical changes to make the more engaging than ever. The addition of three teeth to the rear sprocket brings the acceleration to life. It’s not just a gearing change that the new Fireblade benefits from, revisions to the intake ports, the airbox and in the inlet funnels help spread that power where Honda felt it needed to go. Better breathing in needs better breathing out, so there’s been a few tweaks on the exhaust side too. The upside to this is no loss of power at the top end of the rev range (214bhp at 14,500rpm), but an easier and more useable chunk of it now lives in the rider’s hand when they want mid corner acceleration. Honda also worked with HRC riders to refine throttle feel and traction control performance which in turn meant that the quick shifter settings required some small adjustments. Accessing the power available lower down the rev range, with the safety net a full suite of rider aids offers means that the Total Control principle that Tadao Baba envisioned with the 1992 model remains as relevant today as it did 30 years ago. This year saw Glenn Irwin set the current Isle of Man TT newcomer lap record, a 5th place finish for John McGuinness on his 100th TT start and 43rd win in the Suzuka 8 hours endurance race. Riding the 2022 Fireblade shows just how far sports bikes have come in a relatively short space of time.
2020
The current generation Fireblade sits at the vanguard of performance motorcycling. Where previous models have sometimes been considered all things to all men, the 2020 model had the strongest focus on lap times and race winning yet. With 214bhp available and tipping the scales at just 201kg, the RR-SP model has the strongest power to weight ratio yet. Power is harnessed by a comprehensive suite of rider aids, all of which can be tailored by the rider to suit taste and riding conditions. Technically captivating, the Fireblade makes no compromises, the next gen’ Ohlins active suspension and a tiny frontal area contribute to one of the most confidence inspiring front ends of any production motorcycle ever made and the Fireblade immediately found success on the race track. Winning races in BSB with a bike that was, essentially a road bike with race fairings fitted was a sign of what was to come. A British superstock championship with Tom Neave followed.
2022
The 30th anniversary model paint scheme draws you in but there’s a host of technical changes to make the more engaging than ever. The addition of three teeth to the rear sprocket brings the acceleration to life. It’s not just a gearing change that the new Fireblade benefits from, revisions to the intake ports, the airbox and in the inlet funnels help spread that power where Honda felt it needed to go. Better breathing in needs better breathing out, so there’s been a few tweaks on the exhaust side too. The upside to this is no loss of power at the top end of the rev range (214bhp at 14,500rpm), but an easier and more useable chunk of it now lives in the rider’s hand when they want mid corner acceleration. Honda also worked with HRC riders to refine throttle feel and traction control performance which in turn meant that the quick shifter settings required some small adjustments. Accessing the power available lower down the rev range, with the safety net a full suite of rider aids offers means that the Total Control principle that Tadao Baba envisioned with the 1992 model remains as relevant today as it did 30 years ago. This year saw Glenn Irwin set the current Isle of Man TT newcomer lap record, a 5th place finish for John McGuinness on his 100th TT start and 43rd win in the Suzuka 8 hours endurance race. Riding the 2022 Fireblade shows just how far sports bikes have come in a relatively short space of time.
The bike that started it all. Brainchild of maverick Honda engineer Tadao Baba, and born into existence because he asked the question: “Why do powerful bikes have to be heavy?”. He proved they didn’t. The first FireBlade packed litre-bike power into a middleweight chassis, and changed motorcycling forever. And the name? A loose translation into English of the Japanese word for lightning…
And while the true home of the Fireblade remained the street, the potential of these super sport bikes had come to the attention of competitive riders, who were beginning to ride CBR bikes more and more in races. The seventh-generation model would become the first in the series to be designed with racing as part of the equation. Thus, the engineers’ challenge was to create hardware that was completely at home on the street while also competitive in a racing environment.
The flame that burns brightest is the will to challenge, and from that burning passion, Honda created something quite extraordinary in 1992. Something that not only created a new sport bike category, but also changed sport motorcycles forever. Now, in its 30th Anniversary year, the very name ‘Fireblade’ still sets hearts racing.
So there you have it. British and World Superbike wins, dominance at the Isle of Man TT races and the cover model for multiple generations of road riding sports bike fans. Honda UK has sold approximately 48,000 Fireblades since 1992. However you dress that number up, there’s no denying that the Fireblade has played a leading role in sports bike sales every single day of the thirty years it’s been available. Click here to find your nearest dealer.
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