2004-2019 HONDA CBR1000RR FIREBLADE
998/999cc inline four 172/175bhp 210/206kg
THE HONDA FIREBLADE is our number-one used bike at the moment, simply because it offers so much metal and performance for so little money. Little over £3000 buys you a bullet-proof bike that can trace its DNA from Motogp, yet is still civilised, comfortable and now, almost depreciationfree. The GS might have broader appeal, but the Blade is even more reliable.
The Fireblade name has been with us since 1992 but the CBR1000RR began in 2004 with the so-called ‘Rcv-style’ bike; a new-generation of Blade exploiting Honda’s four-stroke Motogp prowess by copying styling, chassis design and technology from the RC211V. It introduced
a lot of new tech: die-cast frame, electronic steering damper, Unit Pro-link rear suspension, cassette-transmission, radial calipers and triangulated engine layout.
Only two years later, the Blade had an ‘interim’ update across the board with lower gearing, revised cams, suspension and styling, then completely overhauled in 2008 with a new engine, frame and styling – the ‘hawk’-styled bike. It was lighter, sharper, more powerful, yet somehow felt softer and more comfortable at the same time. This iteration’s styling, power delivery and suspension were also tweaked in 2012 and then again totally overhauled for the 2017 model, which introduced fly-by-wire traction control among multiple engine and chassis changes.
So that’s two main models of
CBR1000RR between 2004 and 2016, and two minor updates, each making it progressively lighter, shorter, sharper and more powerful. It gives used Blade-buyers a range of options with different characters.
What to look for
Very little goes awry with any of the Blades. The 2004-2007 model suffers from Honda reg/rect failures and generators have been known to fail, but that’s fairly standard Honda stuff – and easy enough to check. Some early 2008 bikes drank a lot of oil (up to a litre every 1000 miles) which was, possibly unfairly, blamed on this being the first bike built at a new plant.
Other than that, Blades are more likely to suffer from cheap bolt-ons and a lack of maintenance, often with a correlation between the two. Failure to keep linkages clean and lubed, worn rear-wheel bearings and cush-drive rubbers, binding brakes and notchy head bearings are all possible.
What it’s like to ride?
In some ways the 2008 Blade represents a fault line; it’s the pinnacle of pure sports machine, pre-traction control, relying purely on engineers getting throttle connection just so, and the rider doing the same thing. The argument about whether we need (or should want) electronic rider aids is over (like the argument for disc brakes or radial tyres) and it doesn’t reduce bikes to rollercoasters. But there’s something pure about Honda’s what-you-see-is-whatyou-get 2008 Blade.
Jumping on the CBR is a surprise because it’s nowhere near as ferocious or uncomfortable as preconceptions would have you think: the 2008 bike is actually a well-balanced all-round sportsbike, possibly even crossing over into sportstourer territory if you’ve a mind to do it (which, come to think of it, isn’t so far from reality – a massively detuned 2006 Fireblade engine was used in the 2006 CBF1000 sports tourer). Ride quality is relatively plush, with the Blade’s fullyadjustable Showa suspension feeling fresh and up to the task of stripping the edges off square-wave bumps and yet holding the Honda with a nuanced poise.
Steering is neutral without being aggressively light and power delivery is rich and smooth; it feels refined and potent, not harsh and revvy. But there’s a lot of it available though with none of the intense histrionics some other litre sportsbikes seem to generate at high speed over bumps. Baba-san’s legacy is secured.
Thanks to fasttrackmotorcycles.co.uk — this bike is for sale at £5350.