Honda FireBlade
The FireBlade got an absolute pasting in road tests back in the day. Suzuki had just released the GSX-R1000 K1 and Yamaha was evolving the R1. Both were faster, sharper and kicked the living shit out of the 'Blade.
But try finding a clean GSX-R at sensible money, and you might get lucky with a pristine Thundercat for just over £2k, you lucky thing. This mint FireBlade was nestled in Bransons showroom and had already been sold twice, deposits taken, only for an over-zealous Doris to wave a thumb downwards.
While GSX-Rs have usually been spanked and thrashed to smithereens throughout their existence, 'Blades have typically led a more docile life. 17,000 miles later, this minter’s paint shows no sign of fading, the engine spins cleanly and the chassis exudes genuine box-fresh feedback.
The 929 was the first 'Blade to receive major aesthetic changes, but the riding position is still assertive and unmistakably a Honda. The front end has a lovely nosey stance, with a compact and focused feel that radiates confidence to push on. It seems to pivot around the front-end, steering briskly, and while the 'Blade isn’t as clinically precise as rivals of its time, this particular bike feels absolutely superb.
In many ways, the problem for the 929 was the SP-1 and SP-2. The twins had Honda’s focus and commitment in competition (WSB was all about v-twins at the time), and the 'Blade’s development suffered as a result, like it was never meant to see a track. It lacks character and aggression, but has stability and excellent road-only manners on its side. The initiation of 43mm USD forks was more than just a fashion accessory. The stroke feels quality throughout, but ridden at 90 per cent, the chassis isn’t troubled. Start to push the boundaries, however, and it lacks the ultimate control of its rivals.
Big lean heroics and a wider tyre choice are helped by the introduction of a 17-inch front wheel. Along with a stiffer frame, it made cornering more fluid and the 'Blade can carry decent corner speed. This Bransons bike had braided lines fitted, which is another recommendation when opting for the 'Blade. Massive 330mm discs look lovely but committed corner entry isn’t pretty, thanks to poor engine braking control.
There’s not much wrong with the 'Blade’s engine, but if involvement and a kick in the botty are what you’re after, look elsewhere. Oodles of usable grunt in the first half of the throttle, and 130bhp nearing the top, combined with linearity and a dull delivery, make the 929 yawnsome for the hardcore. That said, the engine never troubles the chassis, which makes the Honda super-easy to ride.
The 929 was also Honda’s first attempt at fuel injection on a 'Blade and it lacks a little refinement. It fuels well right through the rev range but the throttle is notchy during initial opening and closing, ensuring stuttered gear change at low revs. Plus, Honda gearboxes aren’t exactly fluid, even to this day.