Please Note: This bike is being relisted due to an error on Iconic’s end. We originally had it listed as a 2001 model, however it is actually a 2000. We apologize for the error.
Additional photos are available here for your perusal.
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.
This example is VIN: JH2SC44A7YM012278. It came to Iconic as an import from a collection in Japan – the history is not known but it features an OEM livery in Japan that was not available here in the US.
In preparation for the listing, the seller had us replace the battery and the brake fluid. Olly did the work, he notes the following in his condition report:
Tire Years Front/ Rear: 2019
Tire Life – Front/ Rear: 50%
Tire Press Front/ Rear:36/38PSI
Brake Life – Front/ Rear : Worn
Hydraulic Fluid – Front/Rear: Ok, New
Engine Oil – Level: At 1/2 Mark; Quality: Dirty
Coolant – Level: At low mark in expansion tank, Quality: Aged
Low Beam: Ok
High Beam: Ok
Turn Signals: Ok
Tail Light: Ok
Brake Light: Ok, Front Brake Switch not working
Plate Light: Ok
Battery: 12.6V, New
Test Ride: Ok
-Front and Rear Brake Pads Worn
-Engine oil dirty, level low
-Coolant aged, recommend replacing
-Drive chain dirty, recommend service
Currently located at our facility in Santa Monica, California (please make an appointment for an inspection), this Honda is offered on a clean Oregon title. Please note that as an import, this bike lacks certain compliance and emissions stickers that the state of California would require to transfer a title. Have any CBR929RR stories or questions about this listing? Let us know in the “Comments” tab!