Click here for an CycleVIN Motorcycle History Report on this 1993 Honda CBR900RR. The seller notes that there’s a mileage discrepancy with the 11-09-2010 entry and that “someone at the DMV obviously made a mistake.” Additional photos are available here for your perusal.
In the early 1990s, Honda turned the motorcycling world on its head when it released the CBR900RR Fireblade. The ‘Blade’s designer, Tadao Baba, primarily focused on keeping weight down above all else — a must considering his brief was to deliver a modern superbike with open-class power, weighing no more than your average 600 of the day. The “Fireblade” name is actually the result of a mistranslation of the word “lightning”, and it didn’t fit squarely into any of the existing major classes. Rather, Honda’s goal was to create the best possible road-going superbike, and the eventual result was the 900RR.
At the heart of the original Fireblade — which didn’t come to US shores until ’93 — was a 893cc in-line four which was essentially a stroked three-quarter liter mill with a 70mm bore. Though it wasn’t the most powerful engine of its day, the RR’s 124 hp, 65 ft-lbs of torque, and 160 mph top speed were nothing to scoff at, especially with its svelte weight. A number of measures were taken by Baba and his team to ensure the Fireblade would hit its target weight. This included using a highly-developed lightweight frame, 16” front wheel, conventional forks instead of heavier inverted units (though the 900RR’s front-end was designed to look like an upside down fork) and even the Swiss cheesed-nose.
In the end, Baba-san came through, delivering a 900 that tipped the scales at around 450lbs wet. It was less than 10 lbs heavier than the CBR600, and a whopping 100lbs lighter than most of the open-class competition of the day! In ’94, the groundbreaking model had its steel upper cowl stay replaced with an aluminum piece, while a magnesium cylinder head cover took the place of the outgoing model’s aluminum unit. 1994 also saw a slight bump in engine efficiency, amongst other changes.
During his time with the bike, he performed a restoration that combined NOS parts and period-correct modifications. The work included:
Every piece of plastic on the motorcycle was restored and repainted to original. The rear swingarm was serviced, with the bearings regreased. All the paint work was done by Marc Whitney (someone Iconic has used for several projects with great results). “The fuel tank was clean inside, but per Mark‘s instructions I sealed it anyway.”
Both wheels were sandblasted and powdercoated, given new wheel bearings, tires, valve stems, and were then balanced. There’s also stainless steel braided brake lines, as well as the front master cylinder and brake calipers from a CBR954RR. The front forks were completely disassembled, cleaned, fully rebuilt, and reassembled. The radiator was replaced with a NOS unit.
Carbon fiber gauge bezel, left and right inner fairings, and front fender. The hand grips and clutch lever are NOS. The upper fairing stays and gauge mount stay were sandblasted and powdercoated gloss black.
The main harness and other harnesses were all tested, cleaned, wrapped if necessary, and replaced in the factory location. The factory fuel pump was removed and bypassed. All of the brake master cylinders were rebuilt. New temperature sensor and wiring harness installed.
Per the seller, this bike “has been maintained and fully serviced amd in a private collection.” It was recently given a carb service – it’s ready to ride or show. The seller states that there are no cosmetic or mechanical issues, and this CBR is ready to go.