Parker’s used price range £870-4,725
Engine size 918cc
Power 128bhp
Top speed 160mph
Insurance group 17

The motorcycle that changed how sports motorcycles were built. The Honda CBR900RR FireBlade wiped the floor with its competitor motorcycles not by being more powerful (it wasn’t) but by being lighter. Rivals were all well over 200kg, the first Honda CBR900RR FireBlade was just 185kg which made it perform superbly. It’s still a wild ride and a surprisingly practical motorcycle too.

Engine: Proven technology made lightweight - very much the Honda CBR900RR FireBlade’s philosophy. It worked extremely well. The in-line four, 16 valve, liquid cooled engine in the Honda CBR900RR FireBlade grew from 893cc to 918cc by 1998 but it always set the motorcycle alight with plenty of power at any revs and a dab of character too.

Ride And Handling: The Honda CBR900RR was labeled dangerously fast steering when it was launched - but times have moved on and modern motorcycles are much more flighty. The 16 front wheel gives an unusual feel and somewhat limits tyre choice - a 17″ wheel from a Honda VFR750F-V goes straight in without needing new spacers. Brakes work well if in good condition.

Equipment: Like any minimalist sports motorcycle there’s few luxuries on the Honda CBR900RR Fireblade. But the Honda CBR900RR FireBlade has a couple of surprises up its sleeve. First it’s not uncomfortable or cramped - even pillion accommodation is good if a grab rail is added. Also there’s an excellent ‘boot’ luggage space under the rear seat.

Quality And Reliability: Despite making a motorcycle with revolutionary light weight, Honda didn’t cut corners in terms of quality. Honda CBR900RR FireBlades can easily run to 100,000 miles with routine maintenance. Problems with used motorcycle will be caused by neglect, crash damage or thieves so check thoroughly for all those when looking at a Honda CBR900RR FireBlade.

Value: The Honda CBR9000RR was the best motorcycle in its day and still a superb buy on the used market. Some rivals are cheaper but buy a clean, straight used Honda CBR900RR FireBlade and you can’t go wrong. Depreciation shouldn’t be massive and the early ’round eye’ 1992 and 1993 Honda CBR900RR FireBlades look like becoming collectors items.

Insurance: Insurance group: 17

Model History: 1992: Honda CBR900RR launched.
1994: Updated Honda CBR900RR FireBlade with fox eye faired in headlights, RR logo on the tail unit, electric speedo, minor gearbox mods and more.
1996: More updates including 918.5cc engine, dual slits on each side of tail unit, power up from 122bhp to 126, weight down from 185kg to 183.
1998: New plastics, power up to 128bhp, weight down to 180kg, more comfortable too.

This article was taken from: Motorcycle News

New price £7,499
Parker’s used price range £1,285-4,630
Engine size 955cc
Power 147bhp
Top speed 165mph
Insurance group 15

The Triumph Daytona 955i is an extremely rapid, sweet handling superbike. Unfortunately it was about four years too late in a fiercely competitive class. The R1, GSX-R1000 and FireBlade are lighter and faster. The Triumph Daytona 955i’s saving grace is its character from its gruff three-cylinder engine, distinctive understated looks and the fact few riders can use anything like all the performance any of these motorcycles offer.

Engine: Love the Triumph Daytona 955i’s syncopated rumble at tickover - and there’s no shortage of low down drive. As it builds more power comes rushing and rushing until almost too soon it’s time to change up a gear. The Triumph Daytona’s triple can never match the Japanese fours for top end power but it aces them on personality and sound. It’s motorcycling aural poetry with a race can.

Ride And Handling: Ride the Triumph Daytona 955i on the road and you’ll be hard pushed to fault it. Likewise on a race track. But try it back to back with the lighter, more powerful Japanese competition and the Triumph Daytona 955i feels slightly crude by comparison. Still a thrilling, rapid motorcycle and plenty stable enough for uneven uk roads. Brakes superb if in good condition.

Equipment: With the Triumph Daytona 955i there are few luxuries but that’s par for the course. Comfort’s not bad - much better than some of the more extreme motorcycles like Honda’s CBR1000RR and the early ZX-10R. You can tour quite well one-up on the Triumph Daytona 955i too. The headlights are ace, mirrors are pants. Loads of official extras include alarm, luggage rack, grab rail and a high-level silencer.

Quality And Reliability: Problems with the Triumph Daytona T595 and early T955s had been ironed out by the time the Daytona 955i was released. Triumph finish seems to be more durable than on Japanese motorcycles although when the crinkly black surfaces start to go, they deteriorate fast. Owners tend to be more mature than other big sports motorcycles too which is a plus.

Value: At the end of its life the Triumph Daytona 955i had a bargain new price. Used motorcycles hold their money pretty well but it’s often justified by excellent condition. The Triumph Daytona 955i is an insurance group lower than almost every other motorcycle in the class (two lower than some) which can make a huge difference. Triumph’s own insurance scheme can be reasonable too - reason alone to buy one if you’re deemed a high-risk.

Insurance: Insurance group: 15

Model History: 1997: Triumph Daytona T595 launched.
1998: Uprated camshafts.
1999: Replaced by Triumph Daytona 955i.
2001: Major update from previous 955i.
2004: Headlights, fairing, tail section and clocks re-styled.
2006: Single sided swing arm, minor engine mods and smoother gear change. Model discontinued at end of year.

Other Versions: Triumph Daytona 955i Centennial: 2001-2003. Single sided swing arm, green only, special badges.
Triumph Daytona 955i Special Edition: 2003-2004. All black paintwork, frame and wheels.

This article was taken from: Motorcycle News

New price £4,699
Parker’s used price range £1,765-3,490
Engine size 600cc
Power 90bhp
Top speed 141mph
Insurance group 12

After the (hugely popular) old Fazer 600 failed to meet new EU emissions laws in 2003, Yamaha came up with this new alternative and it slots perfectly into the modern market. The Yamaha FZ6 Fazer looks sharp, has a brilliant motor, excellent handling and offers huge versatility. Towns, twisties and long treks… it can do it all. A great all-rounder.

Engine: The new Yamaha FZ6 Fazer’s driven by a detuned R6 engine. Predictably, it offers plenty of powerful acceleration but has loads left at the top end: a little more detuning could boost the midrange a bit. The Yamaha FZ6 Fazer needs revving to hell and back to make it fully come to life but then since when was that a major disadvantage? Updated FZ62 version was introduced in 2007 with improved fuelling.

Ride And Handling: The Yamaha FZ6 Fazer’s handling is spot on due to a great new chassis, fat tyres, wide bars and good suspension (despite limited adjustment potential), giving the rider loads of feedback. The R6-derived brakes work well too. A heavy clutch, considerable play on the throttle and a need to work that (rather clunky) gearbox endlessly are a few, relatively minor, niggles. As is slightly snatchy fuel injection, although this was mostly sorted with the 2007 FZ62 version.

Equipment: Well, the Yamaha FZ6 Fazer certainly looks the part. Aggressive styling with R1-style lights sets it off. There’s an underseat exhaust (housing that all-important catalytic converter), the fairing works and a centrestand comes as standard. On the Yamaha FZ6 Fazer’s dash there’s a digital speedo, analogue rev counter plus a fuel gauge. The ergonomics seem to miraculously accommodate riders of all shapes and sizes in comfort.

Quality And Reliability: With that engine and those brakes having been tried and tested on the R6, there’s not much to worry about there. Meanwhile, the build quality of the new Yamaha FZ6 Fazer’s chassis and other bits and pieces look top notch when new, but slacking with the polish could mean unwanted, premature corrosion…

Value: Not bad at all. The Yamaha FZ6 Fazer’s well put together and performs in all sorts of situations. It’s old rival, the Suzuki Bandit, is left behind with its antique styling and carburettors, while their SV650 is probably the main threat (and it’s a lot cheaper). Honda’s CBF600S just doesn’t have half the entertainment value. The Yamaha FZ6 Fazer offers plenty of motorcycle for the money.

Model History: 1998: Yamaha FZS600 Fazer first launched, taking the engine from Yamaha’s Thundercat.
2000: Yamaha FZS600 gets a new seat and a bigger fuel tank.
2002: Then it got a new fairing, bigger tank, new instrument panel and a stainless steel exhaust. Discontinued in 2003.
2003: Yamaha FZ6 Fazer introduced after the demise of the original Fazer.
2004: Virtually identical, but unfaired, Yamaha FZ6 launched.
2005: Naked FZ6 plummets in price to compete with Suzuki Bandit.
2006: ABS version of the faired Fazer now available.
2007: Yamaha FZ62 Fazer launched with improved fuelling and detail modifications.

Other Versions: Yamaha FZ6: unfaired version of Fazer. Identical engine and chassis but slightly smaller and wider than the faired motorcycleand it weighs 6kg less. Oh, and its cheaper. Without that fairing, it’s better suited to town/short rides.

This article was taken from: Motorcycle News

Honda’s acclaimed CBR600RR has again been crowned the World Supersport champion for the seventh consecutive year.

The Ten Kate Honda team, with rider Andrew Pitt, again clinched the championship title at the French circuit of Magny-Cours last weekend. The 32-year-old Australian rider said, I’m overjoyed to win the title for Honda and to keep their amazing run of championships going.

The CBR600RR has also achieved glory in the UK as the machine has won nine of the last 17 British Supersport titles, most recently with British racing star, Cal Crutchlow, in 2006.

Today’s 2008 model of the CBR600RR is the latest in a 21 year history of CBR600s, stretching back to the first CBR600F which was launched in 1987. The number of CBR600s sold worldwide since 1987 is over half a million, making it one of the most successful sportsbikes ever and the most successful middleweight sportsbike in the world. In the UK today, there are almost 50,000 new and used CBR600s.

The secret behind the CBR’s ever-lasting appeal is that it means so much to so many riders, offering a mixture of fun, excitement, practicality and the utter dependability you only get with a Honda, as well as having superb handling suitable for riders of all abilities. The CBR600RR is also at the cutting-edge of development in safety for road riding with the 2009 CBR600RR featuring an electronically-controlled Combined ABS system as an optional extra - the first time an advanced braking system has ever featured on a super sports bike. The 2008 CBR600RR retails at £7,503 OTR with the 2009 model price to be announced in the near future.

For further information about Honda’s great range of scooters and motorcycles, visit honda.co.uk, or visit your local dealer. Honda motorcycle dealers can be located using the ‘Dealer Search’ facility within the motorcycles area of honda.co.uk, where you can also find all the latest news and information, offers, genuine parts and accessories and forthcoming events.

This article was taken form: easier.com

This first picture has emerged of Bimota’s new DB8 naked motorcycle based on the DB7 superbike.

The bike appears to follow the same principle as the Aprilia Tuono, with just streetfighter handlebars instead of clip-ons and a small nose fairing instead of full plastics separating the new motorcycle from the Ducati-1098 powered DB7.

It’s not clear whether the bike is exactly the same specification as the DB7 sportsbike - the frame, swingarm, suspension and brakes are the same, but you’ll have to wait until its release at the Milan Show in November to find out if the 1098 engine has lost any of its 160bhp.

This article was taken fm: Motorcycle News

New price £4,000
Engine size 500cc
Power 27.5bhp
Top speed 82mph
Insurance group 6

This new version of the Enfield Electra may look the same, and to be fair in alot of ways that count it is, but in fact it features an all new unit construction engine with fuel-injection, dragging it kicking and screaming into this century to meet Euro 3 emission laws. This is a motorcycle with alot of charisma- a throwback from a bygone era. It’s endearingly different to modern bikes, which can be a positive thing if you’re looking for something different. Warm to it’s character and you’ll have a massive grin on your face as you thud gently around the back lanes. But you can’t help getting the feeling that motorcycles have advanced for a reason, and maybe some things should stay in the past…

Engine: Royal Enfield have tried hard to meet new Euro 3 emission laws without ruining the feel of their classic 500cc single, and it’s worked. The all-new unit-construction lump is fuel-injected yet still feels like an Enfield, mostly because it still has the 84mm bore, 90mm stroke and heavy crank of the old Electra. It may be made in India but it’s a traditional British push-rod single. Rubber strips between fins are there to reduce engine noise, but sat on top of you’re still treated to a nice classic sound that should endear the bike to old-fashioned purists. It’s still a lazy little engine, but it accelerates slightly quicker than the old model and has a touch more top end too.

Ride And Handling: The brakes aren’t up to much, with a single disc on the front and a drum brake (how quaint) on the back, so it’s a good thing the engine’s only packing 27.5bhp. It’s relatively comfy, until you get up to speed and the vibes start to kick in. It’s definitely not a bike for long journeys or sustained top speed. Compared to the competition, like the Kawasaki W650 or the Triumph Bonneville, handling and suspension lack quality.

Equipment: One look at the pictures should tell you that there’s no on-board computer or digital tyre-pressure sensors here! The Enfiled aims to recreate biking from a simpler time. 2 wheels and an engine are about all you get for your money, but if you’re here reading this and considering one of these bikes, that probably forms a big part of the appeal.

Quality And Reliability: Reliability with Enfield’s is patchy at best, with poor electrics. They’re very easy to work on though and there’s nothing that can’t be put right with a little patience and a Haynes manual. Finish is poor and goes off quickly if not cared for. These bikes are built in India so if you’re used to Japanese standards of build quality, you could be in for a shock.

Value: Enfield claim 87mph for the Electra EFI, so with today’s fuel prices it could make alot fo sense as a cheap commuter. These bikes are so simple servicing can be done at home- in fact it’s probably a big part of the fun for alot of owners. The cost for a new one is very low and used bikes can be picked up at rock bottom prices.

Model History: 1949: The Bullet goes into production at the British Royal Enfield company.
2002: First electric start Bullet introduced.
2004: Bullet Electra X introduced along with conventional left foot gear shift/right foot brake set-up.
2008: Electra EFI model released with fuel-injected and all-new unit construction engine.

Other Versions: Bullet Trials: Alloy mudguards, wide bars, a solo seat, different sub-frame, alloy bash plate, enduro-style tyres and upswept exhaust.
Bullet Electra Sportsman: Rear sets, clip-ons add up to a saucy café racer style.
Bullet Classic: Has a chrome-sided tank and matching chrome mudguards. There’s a Classic Solo, too, with a single seat and luggage rack.

This article was taken from: Motorcycle News

New price £6,220
Engine size 675cc
Power 107bhp
Top speed 141mph
Insurance group 14

Triumph’s standard Street Triple mixes Speed Triple style with the tech of a Daytona 675 engine. It’s light, fast, fun, agile, stylish and cool… and it just got even better. The ‘R’ version comes with fully-adjustable suspension and fiercer radial four-pot Nissin front brakes, making it the perfect bike to tempt UK riders away from their sportsbikes. Triumph have been planning this uprated version since the launch of the standard Street Triple, so it’s no after thought. If you’re looking for a high-spec middleweight that blows the competition away, the Street Triple R is in a class of one.

Engine: The 675cc, 12-valve three-cylinder motor is unchanged from the standard Street Triple, with peak output staying at a healthy 107bhp at 11,700rpm. This is 16 ponies less than the Daytona 675, but offers more than enough power to keep most riders entertained. Torque remains the same as the standard model also at 51ftlb, which it makes at 9100rpm. The 675cc lump is a gem and stands up to any task, from town riding to back road thrashing. The problem is that it sounds so good at full throttle it could get you into trouble!

Ride And Handling: The standard Street Triple is a very nice handler, but the R version is even better. 41mm USD forks and piggy-back rear shock are from Kayaba and are both fully adjustable, so you can set the bike up to suit. Compared to the standard Street Triple the forks are shorter and the shock is longer and firmer, pitching you over the front more and giving a more aggressive riding position. It also results in a slightly taller seat height, up 5mm on the standard bike. Steering lock is slightly limited, but at only 167kg the bike is a lightweight and easy to manoeuver.

Equipment: The Street Triple R is a naked bike in the true sense of the word, so there’s not a lot of unnecessary clutter. It comes with Magura handlebars like its big brother the Speed Triple (although the shape is the same as the standard Street Triple). The instrument panel features analogue tacho, digital speedo and clock, lap timer and gear indicator, plus a series of gearchange warning lights.

Quality And Reliability: Some recent Triumphs, including the Daytona 675 have had questionable reliability and durability, which is why we haven’t given it a 5/5 rating, but overall none of this should put you off if you’re considering a Street Triple R. It has some nice touches and good quality parts as standard.

Value: At £6220 you’re paying a premium for the ‘R’ tag, since the already good Standard Street Triple is only £5399 and represents very good value for money. For the extra dosh you get full adjustable suspension, magura handlebars and a new seat cover. It is better, but is it nearly a grand better? If you like to venture on track occasionally and push the limits, then you’ll probably find it is. At nearly £1000 less than a Daytona 675 it sits neatly between the two bikes as a great compromise for those who want to have their cake and eat it.

Insurance: Insurance group: 14

Model History: 2007: Triumph Street Triple launched.
2008: Triumph Street Triple R launched.

Other Versions: Standard Triumph Street Triple, features more basic suspension and brakes, plus lacks Magura handlebars.

This article was taken from: Motorcycle News