Honda CBR 1100XX Super Blackbird

There was little doubt about Honda's prime motivation in designing the CBR1100XX. The bike that was named the Super Blackbird, after the high-speed American spy-plane, was built to recapture the unofficial title of World's Fastest Motorcycle from Kawasaki's ZZ-R1100. The bid was successful, as the Super Blackbird's blend of powerful straight-four engine and aerodynamic bodywork sent it flying to 180mph (290km/h). Better still, in the process, Honda created a fine sports-touring superbike. If the Blackbird's main aim was outrageous speed, the way it went about it was anything but. Its 1137cc powerplant was a conventional liquid-cooled, DOHC 16-valve transverse four. Its only unusual feature - apart from its huge peak output of 162bhp at 10,000rpm - was the use of twin balancer shafts, which made the engine so smooth that it was able to aid chassis rigidity by being solidly mounted in the aluminium twin-spar frame.

Aerodynamics was a major part of the CBR's design. The bike's disappointingly ordinary looking bodywork was shaped to give minimum frontal area and an ultra-low drag coefficient. Much of the benefit came from the fairing's shark-like pointed nose, whose narrow width was aided by a piggyback headlight, with twin lenses set one above the other instead of side-by-side as normal.

If the Blackbird's look was dull, its performance certainly was not. The mighty motor was a real star, generating violent acceleration with a deceptively refined feel. The serious power arrived at about 5000rpm, sending the rev-counter needle flashing round the dial to the 10,800rpm redline. The CBR could not manage the 190mph (306km/h) that Honda implied it could, but it was close - and fast enough for most.

At low revs the Honda was typically docile, too, but the emphasis on top-end performance had resulted in mid-range torque being compromised slightly. Cracking open the throttle at 4000rpm in top gear revealed a rather lazy response, which momentarily hindered overtaking. Shifting down through the reasonably smooth six-speed gearbox was rarely necessary, even so.

Predictably the Blackbird was very much at home on fast, open main roads. Its straight-line stability was flawless, steering reasonably light, the overall feel sophisticated and very, very fast. The non-adjustable, 43mm front forks worked well, as did the single rear shock unit. Inevitably the 4911b (223kg) Blackbird was rather heavy and softly sprung for racetrack use, but even on a circuit it acquitted itself well.

Braking incorporated a revised version of Honda's Dual-CBS system, which linked front and rear discs, operating both when either the hand lever or foot pedal was used. The CBR stopped rapidly, and some riders were particularly glad of the linked system in the wet or when carrying a pillion. Others were less convinced. Lever feel was slightly vague, and braking power seemed to fade fractionally after strong initial bite.

Neat details included a clock and fuel gauge on the dashboard (there was no reserve tap), luggage hooks and a strong grab-rail, plus wide, clear mirrors that neatly incorporated the indicators. Less impressive was the low screen, which directed wind at a tall rider's head, generating some turbulence at normal cruising speeds.

Those criticisms did not prevent the Super Blackbird from being a success, boosted considerably by its status as the fastest thing on two wheels. Honda updated the bike in subsequent years, notably improving low-rev response with fuel-injection, and adding some bolder paint schemes. The arrival of Suzuki's Hayabusa meant that the XX was no longer the world's fastest. But for riders looking for mindblowing speed matched with refinement, stable handling and all-round ability, the Blackbird still had plenty to offer.