Editors Fireblade 954 CBR900RR

Honda CBR954RR the much loved modern classic

Editors bike

With a young family at time of its launch, I didn’t think it wise, nor afford to own a CBR954RR, but I always wanted one.

So about 2 years ago, at time of writing, and now with my family grown (but not flown!), I began the search for a good condition, reasonably priced 954 FireBlade.

After a few months of searching I settled on a 2-owner, 2002 model in white/blue with 24k miles, fresh MOT and good service history. She was in an ‘un-loved’ state, but not awful, I could see potential. I knew that thanks to good old Honda build quality and a bit of elbow grease, I could get her back to great condition, without spending a fortune – hopefully.

Before doing any work at all, I wanted to see what she rode like as she stood. Not knowing the bike I took her on a gentle 20 mile test route. Initially I was disappointed, though the engine sounded sweet, it felt like there was no more power than an older 600, clutch was heavy and difficult to find neutral. Brakes were okay but under-whelming and I had to ‘force’ her to corner, virtually wrestling her off the first round-about, so after 5 miles I decided to cut-short and return home.

As soon as I got home I ordered myself a trusty Haynes manual!

First the chassis

Over a few weeks I did a full strip-down and while apart, a thorough clean and check-over. Good news was that all bearings and rear suspension components seemed in great shape. But I still stripped-out the rear suspension bottom links and wheels, checked, cleaned and re-greased.

She also has an Ohlins rear shock fitted, which all appeared in good order, but was wound up to max. So I cleaned, adjusted and reset to middle-settings, which would hopefully be better suited to road use.

Up front on closer inspection the front forks looked to have had recent new seals, but were not equally set up, so I set them to stock.

Then the brakes

The front and rear discs all visually good, not overly worn, pitted or any sign of warping. So then removed front calipers, first inspection, pads shot and had been fitted at some point without shim plates, calipers themselves were filthy and totally clogged-up. So gave them a thorough clean, I like to use ‘clutch/brake cleaner spray’ and a soft brass brush and old tooth brush – not the wife’s! They actually cleaned up great, while apart I also cleaned all pistons, seals and pins, then re-assembled and fitted new EBC pads with shim plates.

Rear brake caliper was in better order, with recent pads, so I just cleaned pistons, seals and pins, then re-assembled.

While I was about it, I changed the brake fluid too, the old was looking a bit orange in colour. Rear completed nicely, with good feel. I was just not happy with front, after several bleeds, lever feel still remained spongy, brake hoses are originals, but appeared in good order, so I settled on doing an inexpensive master cylinder rebuild, kits are about £30. Re-assembled, re-bled and bingo! nice firm feel front brake lever.

Next up was the engine.

I still like to warm the engine for 2-3 mins just to make the oil drain easier and fully.

As a 954 full engine service requires most of the top end to come apart to make things easier to access. So I thought I would warm her up first, before any dismantling, which I could then do while oil drained out.

But on trying to start engine, she was not happy, eventually sputtering into life, she sounded like she was only firing on 2 then 3 cylinders, I let her run for a bit, but did not settle. I was confident it wasn’t anything I had done, as I hadn’t touched the engine area to this point. So I syphoned fuel out of tank, there wasn’t loads, and popped a litre of fresh fuel back in. Tried restarting, but no change, still only running on 3 cylinders.

Time for a cuppa!

On return I decided to carry on with the oil change, engine was warm, so may as well. Drained bulk and replaced oil filter, leaving sump bung out to drain fully.

I removed seat, disconnected battery ground, lifted tank and secured.

First job is to remove air filter top cover – to find what I could only assume to be the original factory air filter caked in dirt/dust! So stripped all air box out along with all throttle venturies, there was little bit of oil at top, but nothing nasty.

Under the air box, inside the main frame you can just see the hard to reach plug leads, which are all individual coil packs. So, as I wanted to change coolant, I decided to drain and remove the radiator to make access easier, engine was now cool enough so went ahead and removed.

I could now see and reach the plug leads much easier, on removal each coil pack was filthy, but no sign of heat damage. Next I removed plugs, this is a long, tricky, tight, patience required operation, hence on removal of first plug, I could see this too was a very worn, 24k mile/20 year old original from factory (I guess people don’t like to change them!). I replaced with new NGK iridium plugs, cleaned coil packs and leads.

Next I re-assembled the venturies and air box, cleaning all as I went along, popped a new air filter in and wiped down. I have to say, everything has cleaning up and looking almost new thanks to Honda build quality.

Next I inspected and cleaned radiator, fins were dirty and quite clogged, but good blow-though with an air line and wash and all good, with daylight visible again through cooling fins! After re-stalling and checking hoses, I re-filled with new coolant.

Finally I replaced sump bung with new washer, refitted and filled engine oil with correct grade.

Time for another cuppa!

On return, I checked over my handy work, made sure all was in place correctly, with no leaks, initial levels correct and no extra bits left over.

OK, so reconnect the battery, turn on ignition, turn on kill switch, press starter and vroom! She started without hesitation and was running on all 4 cylinders!! I blipped the throttle and she now sounded quite different with instant response, getting excited now! Switch off and check and top-up levels – all good.

Dinner time

Next day I finished cleaning and putting all remaining bits back together, fairing etc. Along with a final re-check of all wheel and brake torque settings. I then checked lights, indicators and brake lights, while letting her run up to temperature, cooling fan kicking in nicely, ticking over perfectly… then she just cut out.

Time for another cuppa, and while boiling kettle, a light bulb…

Return to garage, with cuppa, …why not put some fuel in the Fireblade tank…all is good again, Doh!

It was then time I felt, for a road test, I took same route, and bloody hell she was like a totally different bike! Engine was now so strong, just wanting to pull and sounding awesome, even with stock can. Brakes much better, obviously still to bed in, but excellent even so. First couple of junctions and neutral can now be found easily, but clutch still heavy. On to twisties, feel was much better through corners, but still not what I was expecting, then a roundabout and I was still having to fight her a bit on turn in, so back to home for further checks.

Before going home, I thought I would just call on a mate for another opinion and more tea. He suggested tyres perhaps? Though appearing good condition with plenty of tread, pressures correct, the front tyre was a few years old. So good idea, certainly worth a try and money well spent anyway.

So popped to my local bike shop to order in a new Bridgestone for the front, and got chatting to Steve about my corner wrestling issue, he came out to check the tyre spec. and took a look around, changing tyre was a good idea as was actually 5 years old. He also suggested either removing or replacing the steering damper too, as it didn’t appear to have full adjustment or feel quite right. While chatting further he also suggested trying a new clutch cable.

Being only just after COVID restriction stuff, it was going to take a few days for new tyre to come in, so I thought I may as well order and fit a new steering damper and clutch cable.

The clutch cable arrived within a couple of days so I went ahead and replaced, the old one was almost at is max. adjustment and was a bit tight. With the new one fitted clutch feel was good, little bit of creep, which I sorted with further adjustment.

Next day, earlier than expected, tyre was in, so I dropped out wheel and took it to be fitted, later that day I fitted back in the bike and then took her out for a – gentle new tyre – test ride. …Totally transformed, cornering was now smooth as silk, still with a bit of resistance on the bigger turn off round about, but nothing like it had been, that afternoon I went on to do about 80 miles…in not too much time! Now a very happy biker 😉

2 days later the new steering damper arrived, so went ahead a fitted, dialled in a couple of clicks and out for a test. Now we were talking all remaining steering issues fixed! The 954 is now what I had been expecting, powerful, well balanced and so flickable. It is as docile and well behaved as a commuter in town and then an out and out super sport as soon as road allows, all credit to Honda.

There are still a few jobs I would like to do in the future, such as braided brake hoses and possibly another exhaust, but I love it just as she is, and not bad for 20 years old, in my opinion, hope you agree.