1996 Honda Cbr900rr

1996 HUNDA CBR900RR

On the dyno, the bike produced 117 peak horsepower at the rear wheel, 3 up from last year. More importantly, there's as much as 5 additional horsepower throughout the rev range. This, in addition to a claimed 3-percent reduction in drag and an 8-pound drop in dry weight, promised better real-world performance.

As with previous models, the 900RR’s short, 55.2-inch wheelbase made dragstrip launches an exercise in wheelie control. Even so, the bike sprinted through the quarter-mile in 10.54 seconds with a terminal speed of 131 mph; last year’s bike turned in a 10.67-second run at 131 mph. At our top-speed site, the ’96 model registered a blistering 161 mph, up 3 mph on its predecessor.

Such straight-line speeds are effortless thanks to rocksolid chassis stability. Add 600-class agility (no surprise, considering the 900RR weighs less than any frontline 600) and you’ve got one of the most exciting rides money can buy. From the outside, the frame looks the same as last year’s, but closer examination reveals an entirely new design. Internally, the extruded aluminum main spars have a triple-box cross section instead of the previous four-box design. Wall thickness was reduced slightly, while the beams themselves are one millimeter wider. Overall frame width was reduced half an inch.

Previously a hollow casting, the swingarm-pivot plate is now gravity die cast, and its backside bears an intricate web of reinforcement ribs. The aluminum swingarm received similar treatment in the form of modified main-spar extrusions and a revised cross-brace constructed of larger-diameter, box-section tubing.

Handling and chassis control also benefit from the use of all-new suspension internals, which offer greater response and a wider range of damping adjustability. As before, the 45mm cartridge fork and remote-reservoir-equipped rear shock are fully adjustable with tools provided in the underseat kit. Setting the damping rates near full-soft provides a compliant ride best suited to in-town use or moderate canyon riding. Firmer settings-about one turn out from max on both rebound and compression at both ends-deliver excellent control and feedback for high-performance road and track work.

The 900 has the distinction of being the first production motorcycle to wear Bridgestone’s all-new BT-56 radial. The 180/55-17 rear features a jointless monospiral casing said to offer superior shock absorption. Improved dryand wetweather traction is also claimed, as is shorter warm-up, better wear characteristics and reduced weight compared to the previous BT-50.

Back-to-back comparisons with a ’95-model CBR900RR at Willow Springs Raceway provided opportunity to experience the engine and chassis changes firsthand. Comer exits that had the year-old bike hinting at head wag simply didn’t rattle the new machine. Cornering clearance is also better; even at extreme lean angles, only the footpegs touched down-the leading edge of the right side-mounted muffler on the ’95 bike kissed the asphalt during agressive cornering.

Since race-compound Bridgestones were not yet available, we lapped on the street-biased, original-equipment rubber. Front-end feel is much improved, but racetrack cornering speeds caused some squirm, the result of the rear tire’s more pliable casing flexing under extreme cornering loads (this is not a problem on the street, where tire loads are far less than those achieved on the racetrack). Even so, the ’96 model lapped in 1:31.01, eclipsing its predecessor’s best, same-day time of 1:32.46.

Ergonomics are also improved, the most significant change being the revised gas-tank shape. Essentially, the top of the tank is lower and the side knee reliefs are deeper, giving the bike a more compact feel. For more natural hand placement and a slightly reduced reach, the clip-on handlebars were rotated 5 degrees rearward. For greater leg room, the seat was raised .4 inch, necessitating an equal rise in handlebar placement. Even with the changes, the 900RR remains a hard-edged race-replica. The saddle is nicely padded and roomy, but spend much time droning down the interstate, and arms, back, shoulders and wrists begin to ache.

Honda calls the 900’s new front fender revolutionary. The shape, it says, lightens handling effort and reduces front-end lift at higher speeds. Rider comfort is also affected because the fender is designed to direct incoming airflow up the face of the fork guards into the cockpit. This creates a high-pressure zone behind the windscreen, which helps deflect air flowing over the screen for reduced turbulence and helmet buffeting.

Such attention to detail is apparent throughout the bike. Fit and finish is first rate. Instruments and indicator lights are easily read, day or night. The controls and switchgear are laid out nicely and, functionally, are smooth as silk. Revised bodywork-only the upper cowl, windscreen and lower interior cowl inserts remain unchanged-benefits from gas-assist injection, which allows for thinner, lighter and more rigid panels. The fairing-mounted mirrors offer a clear rear view, and the fuel petcock is easy to reach while on the fly.

Considering the company it keeps-or beats on the performance charts-the CBR900RR is still a bargain, even at $9799. it’s not

rare, show-stopping exotic, but it doesn’t need to be.

Pound-for-pound, dollarfor-dollar, you won’t find a better big-bore sportbike.

HONDA CBR900RR

$9799

EDITORS' NOTES

I’VE BEEN TRYING TO SNEAK A CBR900 into my garage for some time now. Riding a stock Honda CBR600F2 for three years and racing it for a season, I got a good feel for its balanced competence. After more than 30,000 miles, I wanted to move up. A 750 wouldn’t do: Most were terribly uncomfortable and only marginally faster than my CBR. What I wanted was an extension

CBR. was an of the 600; an all-around, lightweight, no-holds-barred sportbike. It needed fully adjustable suspension and a motor fast enough in stock (read quiet) form to wow a jaded 600 rider.

I was set on a sweet used ’93 CBR900 when a Kawasaki ZX-9R wandered into my garage.

The Niner proved to be a big, fat, fast F2, comfortable and capable everywhere, but missing the 600’s flickability. After a brisk backroad jaunt on our 1996 testbike, I quickly came to the realization that the 900RR was the answer I was looking for all along. -Eric Putter, Associate Editor

WHILE THE ADULT IN ME WILL ADMIT THE old CBR900RR offered greater handling and speed capability than I care to taste on the street, the kid in me can’t resist the sweet allure of improved performance. The new CBR has just that: more steam and stability, slightly improved ergonomics and a solid-red color option that reminds my innerchild of a toy fire engine.

child of a toy fire engine.

So, how much better is the new CBR? Looking at the edge of the performance envelope, a 3-mph gain in top speed is no easy feat when you’re splitting wind at Openclass speeds. And its 131-mph terminal speed in the quartermile puts it four bikelengths ahead of its predecessor across the stripe. While the new bike’s improved chassis feedback and cornering clearance is more evident when pushed to the extreme, I can appreciate its compact feel and lighter handling ease at any pace.

So if your adult side is considering a new CBR900RR, I say go for it. Every grown boy needs a toy.

-Don Canet, Road Test Editor

FROM THE CURVACEOUS FRONT FENDER to the webbed swingarm-pivot plates, the ’96 CBR900RR is a meticulously engineered marvel for the masses. Indeed, what was already outstanding is now even more remarkable. It’s no surprise, then, that the bike is terrific fun on a racetrack, where brute acceleration, blink-of-the-eye steering inputs and high-stakes cornering

speeds are de rigueur. On city streets, though, the 900 begs restraint; no rational person will tap its performance limits on a county thoroughfare.

Which begs the question: Why would street riders consider a CBR900RR over a CBR600F3? Both bikes are, in my opinion, the best their respective classes offer, but the latter is $2100 less expensive and nearly as quick and as fast. Need more ammunition with which to form a conclusion? Try more inviting ergonomics and lower insurance premiums.

My stand on the new CBR900RR? I may be sold, but I’m not buying. -Matthew Miles, Managing Editor