So what's changed? Everything. Baba Sans redesign philosophy was simple: Bigger displacement, sharper handling and lighter weight. He and Honda have once again gone through the 954 precisely the way that they did for the 929. Sure the frame is pretty much the same, but the look and feel is different. Different is good. That precision extends across the bike, starting with a redesigned steering head. It now has thicker castings for increased torsional rigidity combined with tapered steering head bearings. They have also modified the rear swingarm. It's still has a pivotless design and echoes a HRC race bike look. Honda have persisted with the "tuned flex" theory, in order to maintain dependable chassis feel. It's a groovy shade of black too, so you fashion victims out there won't feel left out.

Both front and rear suspension have been further refined with the front forks receiving a workover and the rear spring has been subjected to the Jenny Craig treatment too. The resulting effect is a more precise and positive feel when changing direction.

And oh how it changed direction. Las Vegas is a demanding track and the 954 thrived. On our arrival we were treated to a few sessions on the OEM Michelin pilot sports. The bike was predictable, even with my heavy-handed habits. Throttle control was a major factor on cold tarmac and the newfound power offered predictable slides without drama. Later in the day we were treated to some stickier Pilots. I did get a little throttle greedy on one right-hander that had me sideways hard enough to pop me up on the tank in a freestyle motocross move that I have yet to perfect. I wobble across the beautifully manicured lawns and back on to the track with only a cracked tooth to show for my mistake. I think on a lesser stable chassis I might of cracked a little more of myself and some of the 954's new plastics.

Jeff Haney was at hand to show us the right way round though. Being cranked over on 110 mph plus corners and having Haney pinch your toes as he goes by, has to be experienced to be believed. This is Haney's house and he treated us to some lurid backing in manoeuvres that would be the envy of even Nicky Hayden. The guy was an absolute genius laden menace on the track and certainly had the devil in him that day as he tormented us with his superior track skills.

A major standout on this latest rendition of the RR is the physical size of it. Honda claims a weight that's the same as the 600 F4i. The tank and seat has been redesigned, and you are now seated a little higher (10mm) and a little more forward too. The clip-ons, although under the top triple clamp, are now on risers similar to the older Ducati 900SS. The effect is that they bring the bars slightly above the top yoke. I'm forward, my weight seems biased to the front, yet the weight is not on my wrists. How they do that? Never mind Herr Siegfried und Roy, this was real "Baba magic."

The fairing offers the same aerodynamics as the 929, but is a little sharper all round. It's as though someone (Baba?) chiselled an F4i out of last years RR and this was the result. It's a fact that a typical middleweight 600 is easier to ride; they are not as intimidating as an open class machine. Because of the dimensions of this bike, I always felt like I was riding the bike, rather than the bike riding me. The CBR954RR really is a CBR600 F4i on steroids.

So where did all that weight go? As usual, Honda re-examined every single piece of the old bike and redesigned each of those parts to be the aforementioned better, lighter and stronger. The rear swinger is nearly a pound lighter, the starter motor, lost a pound too. The header is Titanium, as is the muffler. The wheels are a tad different, and you guessed it, lighter (by six ounces apiece.) Crashing fools (like me) are catered for in grand style, as the foot brackets are also stronger and just to show off... lighter as well.