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If I was describing a bike by using words like polished, secure and predictable, I'd wager you wouldn't think I was referring to Honda's 2009 Fireblade. But the big superbike is actually one of the most sorted and usable machines out there. Something making a claimed 175bhp, not to mention having an immense speed potential, simply has no right to be as well-mannered and friendly as it is. The Honda is obviously the product of some very thoughtful and skilful design and engineering. In fact some might think it's just a bit too civilised and refined to fully excite in the same way the other litre-sportsbikes can. But my own take on it is; what it might lack in sheer excitement, it more than makes up for in effectiveness. Making any sort of progress, even speedy, has rarely been as easy as is on this bike. It's hard to know where to start with the praise for the Honda, but I'll begin with one thing the CBR is very impressive at doing - stopping. Stopping very quickly and very safely. Anyone who knows me will be well aware of just how much of a huge fan I am of Honda's new C-ABS braking system. I've ridden a CBR600RR on both the road and track equipped with the clever electronic arrangement, and now the Fireblade too. And my verdict on it is the same every time; I consider it one of the greatest safety aids in motorcycling that I've ever experienced during my thirty years on bikes. I can't really praise it highly enough and no matter who you are, or where you're riding the C-ABS Hondas, you'll benefit every time you need to slow down. It's just about fully fool-proof, and thanks to its high intelligent electronics controlling pumps to distribute braking pressure to front and rear calipers, you can always guarantee to come to a halt as quickly and safely as possible. Be as ham-fisted as you want (and let's face it, all of us will at one time or another be likely to brake that way because of either inexperience or panic) and the 'braking-by-wire' set-up will manage the situation perfectly. If it senses the pressure given to either front or rear calipers is too high, and likely to cause wheel lock, then it will cleverly send some of that pressure to the other end of the bike to distribute the stopping more evenly. HondaCBR1000FirebladeYou can sense this pressure re-distribution occurring very subtly even on loose or slippery surfaces. And unlike many ABS-equipped bikes that give a high frequency pulsing effect at either the lever or foot pedal, as the pressure is released and then re-applied, the Honda's system exhibits no such cadence braking effect. It's both effective, yet unobtrusive, and is in my opinion a must have. There is the option of a standard version of the bike with a conventional braking system which costs ?1500 less. But I'd go for the extra expense of the C-ABS model every time. I'd view it as insurance against bike or rider damage that could easily end up costing a lot more than the difference between the two bikes. Every single rider makes mistakes now and then, and if those errors can be dealt with in the way the C-ABS manages them, then as far as I'm concerned the choice between the two bikes is a no-brainer really. Beyond the brakes, the rest of the two Honda's specification is pretty much identical, and worthy of plenty of praise too. It's the combination of the parts as a whole that impresses most of all. And though the engine and chassis are both superb in their own right, it's the way they and everything else blends and complements each other so well that gives the Honda its 'just right' package and special feel. Honda CBR 1000 FirebladeThe CBR is compact and physically smaller than the other Japanese superbikes, though it's not cramped in any way so everyday use and longer runs can still be entertained. But more importantly, its diminutive size gives the Blade an easy feel to it, making it very agile and flickable. Of course it's more the actual chassis geometry and weight that account for this, but there's nothing quite like small and slim dimensions to make things seem this way. On top of that, the overall balance of the bike and the action of its excellent suspension also helps to give the Honda remarkable poise and superb feedback. It really does seem like an extension of yourself and something you feel totally part of. And it doesn't matter what speed you're going either, trickling through town, or running as fast as you can on either road or track, the result is the same. The exceptional agility has no down sides either with any potential flapping from the steering dealt with immediately by the electronic steering damper which increases its effect the faster you go. I'd stick my neck out and say the Blade is the best handling of all the Japanese superbikes. The engine's up right up there with the best too, though I personally do prefer the new R1's power delivery. Even so, apart from some slight wooliness at very low rpm which is less evident when it's cold, just like the chassis the motor has manners that really assist the control of the bike. The delivery is smooth and linear and the more power you want, the more you need to rev it closer to its 13,000rpm redline. It's as simple and straightforward as that. As manageable engines go, this is a beauty. In saying that, it can still send you to ridiculous law-breaking speeds in a jiff, and when you use it harder there's no doubt whatsoever that this is a superfast piece of machinery. It will loft its front wheel quite readily if you're generous with the throttle, so you always need to be at your best if you decide to ride it a bit harder. The great thing about the Fireblade though, is no matter who you are, or at what pace you're riding, it's always helping you out. Always on your side and constantly flattering your riding hugely, The Honda is a bike with few surprises and one that just gets on with its job of being brilliant and hugely effective. The original Blade may have rocked the biking world to its core back in 1992, but the current model is easily the best version yet. It might not have quite the same aggressive attitude as the original, and it isn't as stylish as that bike once was. But by being much better balanced overall, the new bike is a lot better for it. Think of the latest Fireblade as a very speedy gentleman's express and you'll have some idea what it feels like to ride. SPECIFICATIONS HONDA FIREBLADE C-ABS ENGINE Type: 999cc, liquid-cooled, sixteen-valve, dohc, in-line four Maximum power: 175bhp @ 12,000rpm Maximum torque: 84lb/ft @ 8,500rpm Transmission: 6-speed Final Drive: chain CHASSIS/COMPONENTS Frame: Alloy twin spar Suspension: Front: 43mm inverted telescopic forks, fully adjustable Rear: rising-rate monoshock, fully adjustable Brakes: Front: twin 320mm discs with four piston radial C-ABS calipers Rear: single 220mm disc with twin piston C-ABS caliper Tyres: Front: 120/70-17 Rear: 190/55-17 DIMENSIONS/CAPACITY Seat height: 820mm Wheelbase: 1410mm Claimed wet weight: 210kg Fuel capacity: 17.7 litres Price: ?10,721 Contact: Honda UK 0845 200 8000, www.honda.co.uk Performance: 5 Handling: 5 Practicality: 4 Value for money: 4 Mohammed McNaughton is a motorcycle journalist and enthusiast. His work and that by others can be found at Motorbike Insurance, {Classic Bike Insurance Motorbike Insurance For Women Banned Rider Insurance Experienced Riders Insurance Multi Bike Insurance Bike Insurance for New Riders BMW Motorbike Insurance}
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