2002 Honda CBR 954 RR — Pictures, gallery, videos, reviews! Check it out!…

7 Июн 2015 | Author: | Комментарии к записи 2002 Honda CBR 954 RR — Pictures, gallery, videos, reviews! Check it out!… отключены
Honda CBR 150 R

2002 Honda CBR 954 RR

Ok, some of you may be why the 2002 Honda CBR 954 RR is one of the first few featured – it was first released 5 ago! Well, I think the CBR 954 RR Fireblade is one of the sexiest bikes Not only that, it runs a dream.

In Singapore, you’ll be if you can find someone selling bike second hand – no one to get rid of the 2002 Honda CBR 954 RR Fireblade…

the beauty now…

Here is a (and pics) taken Motorcyclist Online :

When did we utter what’s become the cliche upon riding a new for the first time? “How are going to make it better year?” Was it the 1989 FZR1000? Or the original CBR900RR of ’93? We liked the CBR929RR well in ’00 to rank it above the Yamaha and Kawasaki ZX-9R in spite of a lack of horsepower.

Year-2001 in the spaceship-odyssey Suzuki GSX-R1000, 144 rear-wheel horsies made it to vote down. For ’02, closes the missile gap with a that’s even more than the 929 (which was already precise than any of its open-class and with enough new-found to at least hang in the GSX-R’s Mr.

Baba has done it again.

goal with the CBR line has been to produce streetbikes can also be ridden hard at the rather than the other way and the 954 is the best example of that at work to date. Not only is the faster around the very Las Vegas Motorsports Complex’s course and down whatever road you aim it, it’s also comfortable, smoother-running and more across the whole work-a-day than before.

Pity the greasy high-school shopper 10 years hence thinking this 929 side will fit his 954 because the two parts identical. Wrong. Although the 929 and 954 almost the same at a glance, the cool new swingarm, not many interchange.

Inside the new, cases, forged pistons 1mm in diameter weigh 6 percent look like they in a Formula 1 car thanks to their completely skirtless design. took a little off the crank, and the result is not just more but increased smoothness, also; at low you get some typical CBR buzz, but humming along at 80 mph and 5500 the 954 is its own sweet spot.

The chassis that speed, too-and, to think of it, we’ve not yet found a it doesn’t like. Honda the fork springs and damping are as the 929; ditto the rear (though it’s wound thinner wire, which seven ounces). The shock now through a less-progressive linkage, typically makes the initial feel a touch firmer; one, though, smooths out of freeway and sharp-edged bumps than before.

Part of simply that the 954 is just more comfy than the 929 the little Honda gremlins the shape of the gas tank; it’s now lower and 10mm shorter. no biggie, but scooting the rider a half-inch closer to the clip-ons a little weight off the wrists, and a smidge more rider upon the, yes, more comfortable seat.

folks will appreciate the that that comfy manages to somehow be pretty too, which makes the ground easy and reinforces the that the 954 is a tiny literbike; is a good trick because the lost three pounds in the from 929 to 954 according to our scales-still the mighty GSX-R by a scant two Naturally, the fairing’s reshaped, with a taller windscreen for a ride at speed.

You’ve still got your computer-controlled flaps in the 954′s and exhaust tracts opening and like the flippers in some pinball machine, the difference now that when you go to the whip at 6000 rpm in top cog, or any cog come to of it, the 954 accelerates substantially quicker the 929 did-and never mind the says the two both produce foot-pounds at 8750 rpm. your HTEV (that’d be the Titanium Exhaust Valve”) wide open at 7000 and it probably doesn’t hurt the bike’s second-generation computer has memory and reprogrammed maps the 12 laser-drilled fuel orifices at each 42mm throttle either (the 929 had measly 40mm bodies). Then the old-fashioned extra compression when you squeeze 954cc of into combustion chambers previously held 929cc.

Did we say that the 929 was down on horsepower? not precisely it, because the 128 peak our last 929 put out was actually right in the with everything save the GSX-R. The 954 ratchets that up to 132.1, but midrange is really the with these bikes; on the in particular, you seldom get the tach past 8000 rpm or so, and midrange is where the CBR lagged a bit.

our dyno numbers don’t why the 954 is able to run the quickest 60-80 mph roll-on we’ve seen: seconds.

Driving from the onto Las Vegas’ banking the tach needle wagging its between 9000 and 12,000 WFO all the way from second through gears, the 929 gives up little to 954. Driving from revs in Vegas’ fast sweeper, on the other paw, gradually feeding in power 6000 and 7000 rpm and keeping a …-cheek eye on tirespin, the 954 pulls away from its decrepit

And the GSX-R would likely away from both, but would be entirely dependent on who was its chain, which brings us to a anecdote. When Rich was struggling toward a meeting of the with the Yamaha R7 superbike a of seasons ago, he related how its were always striving for and when they extracted low-rev power from it, the to drive off the corners. Sadly, weren’t the ones driving.

said he’d be happier if leave the bottom-end alone and for more power in the midrange. torque down low is good if you can put it to the but the margin for error grows slim. Much better, opined, for the power to really on when you’re just out of the and on the meaty part of the tire.

the guy on the GSX-R is struggling to put that to the ground, the CBR pilot can devote cerebellum to getting the line and jetting off the corner. That to be the philosophy with the 954: All things in moderation. OK, well, won Formula Xtreme last and Oliver got a one-way ticket to Palookaville (AMA 250 being the but you’re no John Hopkins, is the

The Honda is far easier to ride, like it will turn around the inside of the Suzuki, and is a more entertaining and less a vehicle than the GSX-R1000.

And all of that is neither here nor unless you’re looking to go racing this season. On the where 99 percent of us will be these amazing chariots 99 of the time, we’d wager the 954 is the seat.

Ridden alongside the the Honda’s clip-ons feel dirt-bike high, and while out across the fuel tank a la is just the thing for lapping Springs, roosting Latigo or the San Diego Freeway is another entirely. The RR design brief has been to pack literbike into a 600-sized package; how this bike feels, than ever before. As a of fact, Honda claims dry of 370 pounds for both the 954RR and

If the GSX-R might be a little around a given racetrack, the are turned on any public road motorcycles congregate. Although charts say the CBR is an inch shorter of than the GSX-R and three heavier, with similar geometry, the two feel completely The Suzuki is by no means slow- or but ridden right after the it is.

Riding on its standard-issue Michelin radials, the RR is ridiculously agile and On our favorite twisty routes, all you to remember to do is look where you to go, trust the Honda’s front end to do after the first couple of and the bike rolls on its side and there. Change lines Just do it. Unlike the GSX-R, the lets you choose your

You can ride it like a literbike-tip-toe in and out-or you can treat it like an old GT and just never slow CBR no care.

Honda CBR 150 R
Honda CBR 150 R

On the track, braking from 150 several riders complained of chatter when really on the front brake, which attributed to most of us motojournalists talentless hacks. Hard to with that, and in fact the skilled among us reported no problem. On the street, the 954′s new discs and Nissin calipers are powerful until you get acclimated.

One gets the job done in nearly any situation, with great and no complaints from the chassis. it be the new Nimuflon-coated pistons with rollback seals? Hard to

The calipers are all-new, too, and system pressure is increased 10 which must mean a of master-cylinder piston sizes.

For and long stretches, Kawasaki’s has lately been the literbike of thanks to its comfortable ergonomic now the Honda is right there, an even shorter reach to its The Honda also feels narrow between the thighs again, somebody at Honda is attention because the CBR’s plank has given way to a reasonably hunk of foam, good for hours of prostate pleasure at a

The CBR’s suspension is one of the sweetest setups in memory; the typical CBR of high-speed compression damping is in evidence. Although Honda nearly identical springs and the less progressive linkage out may have the rear riding a tad in its travel in cruise mode, and the more upright ergos less road shock the wrists. Again, engine is way down compared with the

It’s smoooth.

Baba-san smokes like a chimney and sit still; if you expected a warmed-over, more powerful 929 you were again. Did we mention the new steering-head with increased torsional of 10 percent? The 954′s frame like the 929′s until you looking, whereupon you’ll everything is different.

Overall chassis stiffness and is the same, Honda says, but reengineered to flex in different than before-or not flex. Did we you never miss a shift of the redesigned engagement dogs, or the new titanium muffler takes a pound off? That wheel is 6.0 ounces lighter?

the cool new pressed and extruded is 9.2 ounces lighter? That valve springs instead of the dual springs reduce valvetrain weight by 2.5 ounces? the new neodymium-magnet starter is 14.0 lighter?

We could go on, but by now you get the picture. All Improved. All these rule in various roadracing classes the world are a tad confusing, but one clear is the factories are paying a lot of attention to

That makes us happier most things. Bring us our and brown leathers..

Found review here at MCNews.com.au .

or own the above bike? Or just something to say about it? Let other know what you think by a comment below!

Honda CBR 150 R
Honda CBR 150 R
Honda CBR 150 R


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