Honda CBR1000RR Fireblade (2008-2011) - Review & Buying Guide

Never the prettiest of Fireblade models, the 2008 ‘stubby nose’ Blade was nonetheless a very important generation to Honda. Launched in 2008, this bike formed the base for every Blade until it was completely revised in 2017. For a litre sportsbike, a lifespan of nine years is incredibly impressive – although in truth it is more a demonstration of how the sportsbike market was stagnating throughout the 2010s and how the focus of Honda’s attention, and its R&D budget, was diverted elsewhere. That all said and done, the 2008-2011 generation (it was updated in 2012 with new wheels and suspension) makes for a brilliant road sportsbike that has a turbine-smooth inline-four and assured handling. Not only that, there is even the option of C-ABS should you want it. A reliable bike, faults are few and far between and with early models now available for in the region of £4000, you are getting a lot of bike for you money that makes a genuine 160bhp at the rear wheel.

Pros & Cons

Honda CBR1000RR Fireblade (2008-2011) - Price

This generation of Blade sold very well, so the used market is full of examples and that makes prices quite competitive. You can pick up a fairly high-mileage example (over 30,000 miles) for around £4000, which isn’t too much of an issue as the engine is very reliable, however spending closer to £4500-£5000 nets you a sub-20,000 mile example, which is a better bet. There is no point hanging out for the slightly updated 2010-onwards model, it is virtually identical, and the top-end for a very tidy 2011 machine is £6999. Some sellers try and get a few more quid for a Repsol or HRC rep, but they were official Honda paint schemes so aren’t worth a premium. Other reps such as Padgetts, Castrol, TT Legends etc are probably bikes that have been repainted, so you need to ask the question why...

Honda CBR1000RR Fireblade (2008-2011) - Engine & Performance

The inline-four was all-new in 2008 and upped the Fireblade’s performance game to allow it to match its Japanese rivals – just before BMW arrived and raised the bar... A larger bore and shorter stroke than before to allow it to withstand higher revs, the engine features a separate sleeveless cylinder block with a Jet-flow Circulation Plating (the old model had a ceramic-composite coating) as well as a more compact design of head, lighter forged aluminium pistons and an assist and slipper clutch (the first time on a Blade). With a claimed 175bhp and 113.8Nm of torque, it certainly hit the mark but it was also very Honda-esque in its response and power delivery – which is both a good and bad thing...

If you like a sportsbike to deliver smooth and flowing power, the Blade is excellent. Feeling almost turbine-like in its drive, it’s a wonderfully relaxed motor to use and one that doesn’t leave you wondering where its bottom-end has gone (unlike the later Ninja ZX-10R...). However against the soulful crossplane R1, raw GSX-R and feisty Ninja, the Honda is left feeling a bit forgettable, which isn’t exactly ideal for a sportsbike. However is that being too harsh on the Blade? To be honest, yes, the Blade’s easy-going character generally made it the most enjoyable to ride on the road and while not as fast as its rivals on track, it was the best option to ride home on. And it is very reliable.

There are virtually no Honda horror stories and aside from the occasional sensor failing, you can be pretty confident in the Blade’s reliability. On any newer machine you need to check the exhaust valve (if connected) isn’t seized (new motors are surprisingly pricey but there are loads of used ones online for far cheaper) but stick to the service schedule (every 4000 miles, 16,000 miles for the valve-clearances) and all should be well.  By now it is well worth considering replacing or cleaning the fuel filter (located within the tank) but this is both cheap and easy to do and also dropping the coolant. In 2010 the Blade’s engine received a more rigid crank and the flywheel was increased in size to up its inertia by 6.87% - not that this matters to road users.

Honda CBR1000RR Fireblade (2008-2011) - Handling & Suspension (inc. Weight)

Much like its engine, the Honda’s chassis feels wonderfully refined. Sporty yet never over-the-top and aggressive, it’s a lovely bike to ride briskly on the UK’s roads and its suspension doesn’t get too upset by any kicks or undulations – helped by the HESD. It is no surprise this generation of Blade remained undefeated from 2008-2013 in the Senior TT where chassis stability is paramount to a fast lap. The brakes are also excellent and the C-ABS system, although not to everyone’s tastes and not great on track, works well on the road. But you need to be a bit wary in town...

If you apply constant pressure on the front brake lever it can fool the early-generation C-ABS system, leading to it lacking pressure and therefore braking performance. You need to release the brake pressure completely and then reapply it to gain any bite. It’s an odd quirk of the old C-ABS system which catches a few unwary owners out, especially when filtering or at low speed. It’s not a worry, more something to be aware of.

Unlike the engine, when buying used there are quite a few checks to run on the chassis. Starting with the HESD steering damper, there is a test procedure you can put it through to ensure it is functioning correctly (look online, it’s easy to find) which is worth completing as they can be pricey to replace. Always inspect the suspension linkages well as they will probably need a strip and grease by now if not done recently and also consider replacing the brake lines for braided ones if they are still the OE rubber units. If the bike has C-ABS, this is quite a job. The shock isn’t rebuildable, so ensure it still has some damping, and obviously look for any signs of crash damage. The finish is pretty good on the Blade but the exhaust is a weak point with corrosion on the collector box and the heat-shielding starting to look tatty quite quickly common annoyances. If an aftermarket can is fitted, check it isn’t melting the fairing as the pipe runs quite close.

Honda CBR1000RR Fireblade (2008-2011) - Comfort & Economy

The Blade is a sportsbike so you can’t expect too much in the way of comfort and pillions certainly won’t be as happy as they will be on an older Blade model as their seat is both smaller and perched higher up in the air and has less around it to grab onto. A taller screen helps rider comfort but pillions will just have to grin and bear it...

When it comes to economy, around the mid-40s mpg numbers is about average and you need to remember to reset the trip when you stop as there is only a fuel level warning light, not a gauge. Expect to see it light up at about 130-140 miles with 30-40 miles until you need to start pushing (the level indicator is activated when there is four litres left in the tank).

Honda CBR1000RR Fireblade (2008-2011) - Equipment

This generation of Blade is pretty minimal in equipment and lacks both a fuel gauge and a gear indicator. C-ABS was an option from 2009-onwards but you do need to be a bit wary of bikes with the system fitted. An electronically-controlled system that aims to reduce pitching, it requires its fluid to be changed every two years and this is a real hassle that is surprisingly costly at close to £450. Why so much? It takes four hours to do and requires a special sequence to ensure air isn’t trapped within the ABS modulator. Always check the clarity of the brake fluid, look for ABS fault codes or warning lights and ask when it was last changed – you really don’t want an ABS modulator failure as a new unit costs over £2000. Although you can just junk it and return the bike to ‘analogue’ braking...

When it comes to accessories, most owners fit an aftermarket exhaust end-can, which you need to check isn’t too noisy. Tail tidies are also popular as are taller screens, pillion seat covers, braided brake lines and stubby levers. Honda owners are often quite restrained when it comes to accessories, which is a good thing. Be a bit wary of items that require the wiring loom to be accessed such as alarms or some gear position indicators (most are plug-and-play) as these can create electrical gremlins...

Honda CBR1000RR Fireblade (2008-2011) - Rivals

This generation of Blade overlapped with the game-changing BMW S 1000 RR, however the BMW is more costly so really its main rivals are the inline-four Japanese models.

Yamaha YZF-R1 (2009-2014) | Price: £5500-£8999

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Power/Torque

182bhp/85lb-ft

Weight

206kg

Suzuki GSX-R1000 (2009-2011) | Price: £4500-£6000

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Power/Torque

182bhp/81lb-ft

Weight

203kg

Kawasaki Ninja ZX-10R (2008-2010) | Price: £3999-£5500

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Power/Torque

185bhp/83lb-ft

Weight

186kg

Honda CBR1000RR Fireblade (2008-2011) - Verdict

This generation of Fireblade is hard to argue against. Reliable and classy-feeling to ride, it may lack a few of the thrills offered by its rivals, as well as their tech, but its balance of performance and handling makes it an easier bike to live with day-to-day on the road. But don’t let this refined nature fool you into thinking it’s not a proper superbike – with over 160bhp at the rear wheel (and no traction control...) the Blade has an abundance of power and is still a seriously fast machine. Yes, the look is arguably a bit bland and some of the paint options dull, but that’s hardly a deal-breaker and some of the jazzier paint option make it appear much more contemporary. And if you are really that worried, buy the 2012-onwards bike, which has a sharper look.

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Honda CBR1000RR Fireblade (2008-2011) - Technical Specification

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