In 1992, Honda raised the bar in the sport bike sector when it debuted the lightweight and powerful CBR900RR. Designed by Tadao Baba, the 900 was designed to offer the power of an open-class superbike in a svelte 600-sized package. The 893cc in-line four made 124hp, 65 ft-lbs of torque, and offered a top-speed of 160mph, all while tipping the scales at around 450 lbs wet. The RR set a new benchmark in the industry, and Honda enjoyed its years on top with the 900. But everything changed in 1998 when Yamaha released the first R1.
Honda fought back with an all-new model, the CBR929RR. The only pieces that were interchangeable from the outgoing model were the countershaft sprocket and clutch plates – everything else was completely novel. At the heart of the 929 was an all-new over square engine that made some major advancements over the first Fireblade. Thanks to a cleverly-designed high-flowing cylinder head and a bevy of trick lightweight internals, the 929 produced significantly more power than the 900 at higher RPM. The 929 also featured Honda’s PGM-FI (Programmable digital electronic fuel injection) and 40mm Keihin throttle bodies — with one injector per cylinder — developed with Honda specifically for the 929.
The package also included the firm’s HTEV (Honda Titanium Exhaust Valves), as well as a flapper valve in the airbox to bolster mid-range power. The liquid-cooled, four-stroke, DOHC, 929cc, four-cylinder engine put down 152 hp at 10,750 rpm and 76.1 ft-lbs of torque at 9,000 rpm — a major jump over the first double-R. Admittedly, the Honda was a little down on power compared to the Yamaha, however, the RR more than made up for it in the corners. While the original 900RR featured a front-end designed to look like an inverted unit, the 929 was equipped with an actual pair of upside-down forks; a 43mm HMAS (Honda Multi-Action System) set that was fully adjustable, just like the piggyback-reservoir-equipped monoshock. Stopping power came from dual 330mm discs pinched by four-pot Nissin calipers, and as Cycle World put it, they “refuse to fade”. Another major change on the 929 was its 17-inch front-wheel.
Similar to the 900RR, a major theme in the 929’s design was keeping weight to a minimum. Baba’s team did a remarkable job of finding places to shave off weight, such as the rear brake caliper which is 5.3oz lighter than the old model’s. Weighing in at around 430 lbs wet — a full 15 lbs less than the R1 — the 929RR was capable of hitting speeds of over 175 mph.
This example is VIN: JH2SC44081M106375.
The odometer shows 8,682 miles.
Maintenance:
Per the seller: “I changed the oil last year and replaced the battery this year. Other than that I haven’t touched the bike in over 10 years.”
Mechanical Issues:
The seller states the bike is devoid of any mechanical issues.
Modifications:
An extensive number of components on this CBR929RR have been chrome-plated and thoroughly polished. This includes the triple tree, brake fluid reservoir caps, wheels, calipers, swingarm, heel guards, exhaust, fork uppers and lowers, brake and clutch levers, frame, subframe, frame sliders, and passenger peg mounts, amongst a myriad of other chromed bits. The bike also features upgraded steel-braided lines. Between parts, service, and labor, these modifications came at a cost of over $6,000 (receipts shown in photo gallery).
Inside of the tank:
It is riding on Michelin Pilot tires from 2011 that have aged out.
The sale includes 1 ignition key.
Also included is the bike’s original owner’s manual and several other original factory pamphlets/booklets.
Cosmetic Blemishes: please see the album in the “Photos” tab for all known cosmetic blemishes. Here is a selection:
Currently located in Albertson, New York, this Honda is offered on a clean New York title. Have any CBR929RR stories or questions about this listing? Let us know in the “Comments” tab!
