2010 Honda Fireblade
In 2008, Honda once again rewrote the rulebook for the production superbike class. The first proper upgrade for years, where they put their all into the endeavour, won our big 2008 and 2009 SBOTY (Sportsbike Of The Year) tests back to back, beating the best of the rest including Yamaha’s then new and flashy big-bang R1. That’s how good it was.
The problem for Honda was that this was right on the cusp of everything changing with BMW, then Ducati, Aprilia and Kawasaki loading their machines up with game-changing pukka electronic aids. Honda, from then right up until 2017, has eschewed the electronics revolution, claiming a rider’s own skill and a well balanced package, which the Fireblade certainly is, is all the ‘aids’ a rider should need.
An admirable stance, but one which saw buyers flock to the new. The ’Blade still sold well, it’s a Honda after all, but there’s little doubt a lot of sales have been lost over the past few years due to their stubborn refusal to play the game.
Even when it came to power figures, Honda stuck around the 160bhp (at the wheel) mark for a long time, claiming they didn’t want to get involved in a power figure war but, at the same time, completely ignoring the fact that the electronics they scoffed at made huge horsepower figures easily accessible and usable to all and, thus, extremely attractive to all at the same time.
In some ways it’s a shame, as the Fireblade is still, even now, an incredible bike – especially on the roads. This machine we have here, a sparkling 2010 example owned by long time friend of the mag’ Ben Read, epitomises what makes them so great. And this isn’t even a (near 10kg heavier!) C- ABS version, either.
It’s been a long while since I’ve ridden this version Fireblade, but just a sit, a start and a pull away into the incoming storm front brings it all back. Riding this bike is like slumping into your favourite sofa, or slipping into your most comfy slippers, or old girlfriend. It’s comfortable, familiar to you, you know each other intimately and that means you can either get down to business minus the smalltalk, or simply spend a relaxing time with an old friend. And if you’re new to the ’Blade, it’ll hold your hand all the way along ‘getting to know you’ street as well.
The rear sits quite low, especially in contrast with the BMW, which helps give the Honda epic rear end grip and makes it a nicer place for a greater number of arses, too. The bars are an easy reach away with just enough weight placed upon them to make the most of the bike’s steering prowess.
The suspension is superbly set for road work and there’s a plush fork action in evidence with a progressive stroke, even though this bike’s sticks are nearly seven years old. The rear is also near perfect for the road, it’s forgiving and in this case features effective damping for all scenarios. I say ‘in this case’, as one thing you must watch for is badgered rear shocks. We’ve had new ’Blades’ shocks lose their damping almost immediately in the past, for a reason we never (unsurprisingly)
quit ite managed to squeeze out of Hon nda. But Ben’s shock is mint, wor rking just as it should, so ther re will be plenty of similar exam mples out there, but it’s wor rth keeping in mind.
ThisT bike doesn’t have ABS, alth hough that was available from 2009 9 models and onwards, when one was able to choose whether or nnot one actually wanted it! C-AABS is pretty good to be fair, at leeast on the road but not so muc ch on track. It does add a few kilo s though, so if you don’t wan nt ABS but do want a lighter mac chine, go for one like Ben’s.
TheT brakes on this bike have also o fared well, and are atypical of HHonda’s philosophy given that braking power is present but initially muted, rather, progressively growing exponentially stronger as you squeeze the lever harder. These are my favourite kind of brakes, those that don’t upset handling on initial use but, crucially, have all the power you need if you really need it. They and the forks work brilliantly in tandem with one another, it’s a front end nearly as impressive as the Kawasaki’s and believe me, that’s high praise indeed.
Yet the thing that sticks most in the memory is the engine. The torque curve on this bike is unbelievable, the midrange thrust just takes your breath away especially if you’ve been riding anything modern hamstrung by Euro 4. It makes even the BMW feel a little bit breathless (for a short while...) as it surges towards the top end rush. Which, incidentally, still feels strong despite it being quite a way down on the other two when comparing dyno charts. Honda wanted their engine to be usable, and when this crushing torque is allied to a more than useful throttle response, it’s motorcycle mana from heaven.
Okay, the other pair will blaze past eventually, but you’ll still be smiling your tits off. You want to live your life doing the midrange mash? The Honda really is the one for you!
When we shot this test, the weather was appalling with high winds, lots of rain and slippery roads to contend with. I won’t lie, the lack of electronics at either end did make me feel my way up to speed bit by bit. But the bike’s overriding USP, its supreme usability, meant that quite soon I was riding nearly as hard in these conditions as I would have on either of the others. It’s a brilliant package, from front to back, and given some of the prices we’ve seen even for 2013 versions, one bargain worth your consideration.