Motorcycle specifications HondaCBR 900 RR FIREBLADE 1996 Logical evolution

for its 4th anniversary, the CBR 900 RR has undergone its first major evolution. Of course, it had already evolved in '94, but that was more of a facelift than a major overhaul. For '96, Honda has given it a thorough overhaul without calling its philosophy into question. When you're the benchmark in your segment, you might as well stay that way.

Stop looking at it in the eyes, that's not where you'll see a difference. The headstock hasn't changed. Everything else has, although it's subtle enough to make it look new without really showing it. Come on, we're here to help. Here's everything that's been changed: tank, seat back, fairing sides, swingarm, engine displacement, frame, suspension. I'll spare you the trinkets, such as the new turn signals, otherwise we'll be at it again next week. Instead, let's focus on the essentials.
Like the Nippon 4-cylinder, which is getting bigger. 1 mm more bore and it swells to 919 cm3 - 25 cm3 more which brings with it 4 bhp and a small dose of torque. The block now produces 128 bhp, digested by a reinforced clutch and gearbox. This extra displacement doesn't prevent the mill from being narrower than its predecessor. Yet it's the same block, which Japanese engineers have updated. New aluminum head gasket, lighter moving parts, new alternator reducing the width of the boiler by 9.5 mm, new microprocessor-controlled ignition... Convinced?
Not yet? Then let me tell you about the progress made on the chassis. While the shape of the frame has changed little, its structure has been extensively reworked, its weight reduced and its rigidity increased. The swingarm reinforcement is stronger. The rear shock absorber offers more travel and extended adjustment possibilities. The same goes for the fork, which is lighter and has improved hydraulic settings.
To find out what it's all about, there are no 36 solutions. You climb aboard, and immediately realize that everything has changed...

... Even before you set off. A higher seat height and handlebars, a slimmer fuel tank - these small modifications have completely changed the riding position. It's more comfortable, and then, in standard use, easier to ride. Is the CBR welcoming? Much more so. This new version is a winner on both counts: performance is up and you're immediately at ease. After that, it's the pleasure of riding that takes over. Honda's sports car has raised its performance level, but not its standards. You don't have to be Doohan to enjoy it. The machine is even easier than before, still very agile and, what's more, even livelier. 5 min to warm up, 2 to discover its stability, 30 sec to master its precision... After 10 min, you start scraping the footrest lugs.

We'll cut them off later. For now, let's open it up. With its extra cm3, the CBR's mill has gained in smoothness, torque and performance. 4 more grunts and 3 kilos less, and you've got a machine that's galvanized in every dynamic respect. The standard settings are very good for the road, and almost adequate on the racetrack until you get serious. Tune it up a little and you'll notice a real improvement in driveability and efficiency.
Performance - The CBR is all about performance. Only in braking does it lag behind the competition. It's effective, but not as effective as the 6-piston brakes found on rival sports bikes. A sharper attack would also have been welcome. Those with a good grip or who press like a deaf person may notice slight movement of the machine under heavy braking.

No mystery there! The work Honda has put into improving the Fireblade is substantial, and has really paid off. The bike is all the better for it, whichever way you look at it. More efficient, more comfortable, and destined to be a first-rate sports bike on both track and road (where it excels more than any other), the new Honda 900 CBR can only be summed up as a success.

M.B - manufacturer's photos