Motorcycle specifications HondaCBR 900 RR FIREBLADE 1998 Always controllable

"What's new about this Fireblade 98?" That's what the uninitiated might say if they haven't noticed a few details. It's true that at first glance, apart from the new colors, it's hard to tell the CBR 98 from its predecessor. Yet it's clear that it has changed. A new headlamp, a significantly larger fairing, a slightly reworked rear end... But it's too little to really stand out. Most of the work on this evolution is to be found under the bodywork. For the new CBR 900 RR, Honda has remained faithful to its "Total Control" philosophy, while making in-depth changes to the machine.

The most obvious change is in the handling. The chassis has been redesigned, with a weight loss of 3 kg, a 5 mm forward steering column and a correspondingly reduced offset of the tees. As a result, the wheelbase remains unchanged, as do weight distribution, caster and column angle. So what's the trick? Well, that's not all! We've optimized the chassis and slightly modified the rider's position. Half handlebars are 5 mm higher and 10 mm further apart. The footrests are also 5 mm higher. This allows the rider to be less forward, with better leverage and improved agility. The CBR marks a real step forward in comparison with its predecessor, making it even more lively and easy to ride. The fork is far more efficient and comfortable, digesting minor road imperfections while preserving the chassis' neutrality and pleasant feel. Progress is even more obvious with the brakes. By increasing the diameter of the discs from 296 to 310 mm, the sporty machine boasts highly effective, powerful, biting braking, though without the fine feel of a certain GSX-R.
An efficient, user-friendly sports machine, it adds to its relative ease of use a comfort and protection that are much appreciated on long journeys. You can go over 180 without having to bend your back. Compared to the new R1, the CBR is much more pleasant to live with...

But its mechanical layout is less virulent. The engineers have put a lot of work into the mill, but it's more a question of improvements than real innovations. Clutch reduced from 10 to 8 discs, revised ignition, redesigned combustion chambers, new liner manufacturing process, larger exhaust system... all of which add up to a gain of 2 hp and a hint of torque. With 130 horsepower, the Honda has a lot to talk about, but it's hard to beat the Yamaha and Kawasaki on the power front, with their 150 hp. Although its suppleness does it credit, acceleration and acceleration at low revs are relatively disappointing. You have to wait until 4,000 rpm to get the hang of it. The ZX-9R is far more exciting in this respect. The needle rises, reaches the 7,000 rpm mark, and the power really shows. Without brutality or jolts, but with strength and regularity until the rev counter needle exceeds 5 digits.

Would the CBR be so easily beaten by its Japanese rivals? In the game of pure power, certainly. But the CBR is above all a sports bike that accepts improvisation and remains reassuring in many situations, without ever overpowering its rider. The recent R1 and ZX-9R are more sensational, but require more experience, serious composure and prove to be very demanding. When the CBR owner rides casually, Kawasakists and Yamahists are constantly on the lookout. As for Fireblade fans, they won't be disappointed by this evolution. The CBR has improved in every respect, and remains the pleasant, efficient road sports bike we know.

M.B
(inspired by Moto-journal - manufacturer's photos)