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Honda's claims of 152hp for the previous model had proven wildly optimistic with true rear wheel figures on our dyno normally registering around 123. This was not far behind the figures we achieved with the ZX-9R (127hp), R1 (129hp) and GSX-R 1000 (131hp) but like the ZX-9R the Fireblade suffered from a lack of mid-range grunt for the fast boys to get off the turns as quick as the R1 or GSX-R.
For 2002 we see a steady path of evolution rather than revolution with Honda’s flag ship sports model. The previous CBR 929 Fireblade was a very polished package but there is no doubt the new 954 has made steps forward in nearly every area.
With a boost to 954cc by way of a 1mm increase in bore size Honda has aimed to regain some ground in the grunt department on the GSX-R and R1, by my seat of the pants it has. The improvements in mid-range delivery are significant and immediately obvious to anyone who has spent plenty of time with a 929. (I have covered around 23,000 kilometres on 929 Fireblades). The extra urge is really noticed on the track, throttle control now has to be a little bit finer on the exit of the turn if traction at the rear is to be maintained. However the top end delivery improvements are not as pronounced as the definite mid-range boost the 954 has gained over the 929.
Evotech Performance philosophy of designing and manufacturing precision aftermarket components for Honda motorcycles is clear to see with the CBR 954.
We have a tail tidy, crash protection, spindle bobbins, exhaust hanger and bar end weights.