Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/128141
2002 Honda CBR954RR By PAUL CARRUTHERS PHOTOS BY KEVIN WING ary Christopher, Honda's senior manager for motorcycle press, refers to the new CBR954RR as "more Baba magic" - the magician in this case being Tadao Baba, the senior chief engineer for the CBR954RR and all of the CBR900s and 929s that came before it, and the man who runs a tighter dietary program than Jenny Craig. And therein lies the magic - or most of it, anyway. Somehow the big Honda sportbike continues to get lighter, while also gaining displacement and horsepower. When the first CBR900RR was introduced for the model year 1993, it weighed in at 408 pounds - a phenomenally low weight at the time. Now, the 954 tips the scale at just about the same as your average NFL lineman - 370 pounds, nine pounds less than last year's 929 and 38 pounds less than the original. But it G 16 FEBRUARY 13. 2002' also has more. More power - up to 154 horsepower at 11,250 rpm (200 rpm higher than last year's redline), though it's the midrange punch that Honda claims is the impressive part of this year's 954. While less weight and more power is the holy grail of sportbikes, Honda also likes to make sure that their CBRs are not just for the racetrack. They talk of the bike being not just a "pro's" motorcycle, but a motorcycle for everybody - or at least everybody who is in the market for a large-displacement sportbike. Easy for them to say - considering how badly they got their butts kicked last year in racing circles by Suzuki's new GSXR1000 - but you get the feeling they mean it. Honda likely always will build comfortable motorcycles to ride, and they truly do attempt to find the perfect balance between bUilding a good street bike that is also a good race bike. Perhaps that's the true Baba magic. n e _ !IS cue •• We were treated to that magic at Las Vegas Motor Speedway - Honda's favorite place to take journalists when they introduce a new sportbike. Blame this on Freddie Spencer and his crew. The hospitality Spencer and his school provides is unmatched and the facility itself is top-notch. Perhaps the perfect venue for introductions close to Honda's home base in Torrance, California. In addition to the CBR954s, Honda also prOVided a few of last year's 929s - for comparison's sake. Another good idea. I opted to start my day on the old bike, and came away from that first bike thinking, "Damn, that old thing's not so bad." While last year's version wasn't a dog, the new one does look better. The bodywork now features a more angled look, with the front cowl coming to a point. Ditto for the rear. The lines between the two points flow nicely, and the Honda truly is an impressive-looking package. When comparing the two side by side, you also notice the new Faster, lighter. better..• the 2002 Honda CBR954RR. The new bike was recenUy introduced to members of the motorcycling press at Las Vegas Motor Speedway. rear fender on the 954 - a unit that follows the curve of the rear wheel. The bike also has a slightly different feel when you toss your leg over it. It's not a major difference, but you do notice the subtle changes: It feels a bit smaller and the seating position is farther forward (seat height is identical to the 929 at 32.3 inches - .6 of an inch taller than the CBR600 F4i), so you find yourself looking straight down the fork when you're under the bubble. The gas tank is 10mm lower than the 929 and 10mm shorter, getting the rider closer to the steering head. Honda keeps the volume of the tank at 4.8 gallons by expanding it downward between the frame rails. After riding the 929 and then jumping on the 954, you do notice that it has a lighter feel to it. It