Cycle News - Archive Issues - 2000's

RC5] rides on six-spoke, ]7 -inch rims (6-inch-wide rear, 3.5-inch-wide front). Wheelbase is 55.5 inches. But wait, there's more. VICTORY BEGINS WITHAV Kissing off the beloved V-four wasn't a decision taken lightly by Honda. After all, the company claimed multiple World and AMA Superbike titles with that configuration. But seeing the dominance that the Ducati folk have been enjoying under the V-twin-favoring rules packages that pervade both series, the question had to be asked: Why should the Italians have all the fun? Okay, so Honda didn't do it first. But they may have done it better. The DOHC eight-valve, 90-degree V-twin displaces 999cc and is fed through a unique ram-air unit that sucks air through an opening between the headlights and runs it straight through the hollow steering head and into a nine-liter airbox that uses dual paper-element filtration for increased airflow. Fuel distribution is handled via a high-pressure, programmed, fuelinjection system (PGM-FI) that uses two nozzles per cylinder. The FI unit works in conjunction with an electronic digital ignition with a CPU that offers precise fuel and ignition mapping for each cylinder to maximize throttle response and optimize power. To further improve intake efficiency, the cylinder heads feature 40mm and 34mm exhaust valves with a 24-degree included valve angle to provide for a short, direct path for the incoming charge. These are bolted onto jugs that feature ceramic- and graphite-impregnated aluminum-composite cylinder sleeves, housing cast-aluminum pistons that have been screen-printed with a solid LUB-Coat finish to minimize cylinder drag. The pistons tie into nutless, carburized connecting rods that feature bolts threaded straight into the rods to reduce weight. A smaller oil pump is designed to consume less horsepower at high engine speeds. The spent exhaust gases exit through a tuned stainless-steel exhaust system that features dual canisters. Stressing that it is a racebike, Honda recommends that only 92-octane (or better) fuel be used. Cooling chores are handled by dual side-mounted radiators, and this is one area where the street-going RC5] will depart from a race-kitted version. The RC race kit will feature a single centermounted radiator for increased flow under the high stress of racing. All told, the street-trim RC5] engine belts out a claimed 75 foot-pounds of torque at 8000 rpm, and Honda claims a peak horsepower rating of ]44 at 9000 rpm, just lOOO revs shy of the RC's ] 0,000 rpm redline. Power is transmitted through a close-ratio sixspeed gearbox that is managed by a seven-plate clutch. Hang on, there's more. LIKE YOUR STYLE The engine and chassis are dressed out in only the second-most aerodynamic body package that Honda has ever produced (behind the Euro-only NC30 400cc V-four), giving it a claimed top speed of ]70 mph. The RC5] offers a decidedly race-bred, swoopy look, slim through the center when viewed from above. Perhaps the most interesting aspect of the RC's look lies in the fairing, where the dual headlights give the bike the appearance of a Suzuka-style endurance racer. For the American version of the RC5] (the Euro edition is called the VTRlOOO SP-]), Honda stylists chose to go with a f1ashy-but-subtle red/black/silver paint scheme that is reminiscent of the colors that were displayed on the limited-edition, 50thanniversary VFR800 Interceptor. LET'SRIOE Due to its highly technical nature, Laguna Seca Raceway is no place for a poor-handling or unpredictable motorcycle. Several factors - such as the fact that half of the comers are blind, some of them get icy at the slightest hint of moisture, and the speeds are fairly high through most of those sections - mean that Laguna is capable of pretty much magnifying the shortcomings of any motorcycle, whether it be power delivery, brakes, or handling. It doesn't take many laps to realize, however, that the RC5] is a bike that lacks shortcomings. Thankfully, dry weather prevailed through our morning test sessions, and after a first ride that was mainly taken to get reacquainted with Laguna, we went about the business of logging laps on the RC51. For comparison purposes, Honda had brought along a stock RC45 and a pair of VTR]OOOs. After riding all three, we can tell you that Honda is right. There is no comparison between the RC5] and those other bikes. First off, while you sit a bit higher in the saddle on the RC5], you don't feel like you are on a tall bike. The seating position is aggressive, but after a while it feels like you could ride the RC5] all day without feeling cramped. The cockpit is so roomy and comfortable that you feel like are perched atop a CBR1100X>< Blackbird with high footpegs. Once underway, the RC's V-twin power is so deceptively smooth that there is an immediate temptation to whack the throttle hard in an effort to get the bike to accelerate from corner to corner. That's a mistake, as the RC's throttle response is so strong that we first found ourselves rushing toward the curves far more quickly than we had anticipated. Seat-of-the-pants feel dictates that the torque curve is so broad and flat that the RC offers an instanta- The RC51's twin-spar aluminum ' ...me (right) is heavier than the old VTR1000's. It incorpo...tes a ram-air duct that brings air in through the steering head (left) and directs it to the airbox. neous locomotive-like pull from anywhere in the powerband. The difficu Ity we had in adjusting was that with that kind of negative rap against the bike is that it does its job so flawlessly that it lacks character. Honda doesn't build characters, however. Honda builds winners, and it hires characters such as DuHamel and Hayden to earn championships. And here's the best part: This new V-twin engine program aside, the RC51 represents another radical departure in Honda's racing tradition. It is available to anyone who visits a Honda dealership and places an order for one. It only takes $9999 to own a Honda racing motorcycle that will make you feel like a champion on or off the track. To us, that makes the RC5] priceless. CN power, you might expect the RC to "get loose," especially when you grab a big handful off the corners. Instead, no matter how hard you twist the throttle, the engine is right there, putting the power to the ground with nary a slip. It's not so much a case of overwhelming horsepower or a serious hit that makes this Vtwin such a favorable powerplant, but rather just the opposite. The RC5] Vtwin contains perhaps the most forgiving racing engine that has ever been built. In the hands of the ham-fisted, it is a Godsend, and in the hands of the real racer, a scalpel. Said surgical skills carry over into the chassis and braking departments as well. Thankfully, before settling down, we were able to appreciate the fact that the RC is rock-solid, though this should not be confused with slow-handling. The chassis feel is, as promised, rigid, responding to the lightest steering input without returning a hint of twitchiness. It is razorlike in its precision. Whether you are in a straight line, dropping into a turn, mid-corner or exiting on the gas, the RC51 simply feels very fluid. The same can be said for the brakes, which are as strong as we have ever felt, but never hint at being grabby or sending negative feedback through the chassis. Even during our occasional (okay, more than occasional) hacks, we were able to dial in the whoah power without HONOARC51 SPECIFICATIONS Liquid-cooled. 90-degree V-twin DOHC. four valves per cylinder Bore x stroke. . . . . . . 100 x 63.6mm Displacement. . . . . . . . . . . . . 999cc Engine Compression ratio . . . . . . bodies. with four nozzles each. Ignition . .... Computer-controlled digital with 3D mapping Claimed horsepower 144@9000rpm Claimed torque. 75 ft.-Ibs. @8000 rpm Claimed top speed 170 mph Transmission . .. . Six-speed close ratio Frame . .. Twin-spar aluminum Pro~Frame Wheelbase 55.1 in. Rake/trail 24.5'/101mm Seat height. . . . ... 32.1 in. upsetting the RC. No matter what you do, you soon realize that this bike goes about the business of racing with such civility that there is no question it would make a fantastic streetbike. Impressive. Other quick notes: In simpleton Suspension Front . ... 43mm Showa inverted HMAS. adjustable for preload. compression and rebound: 4.7 inches of travel Rear . .. Single Showa HMAS. adjustable for preload. compressIon and rebound: 4.72 inches of travel terms, the transmission and clutch action are typical for the make. When was the last time that you heard anyone complain about a notchy-shifting Honda, anyway? There is other evi- Tires Front. . dence of the RC's harmony to be noticed as well, such as the fact that the fairing seems to offer excellent wind Rear. . . Brakes Front. protection despite being Yamaha R]like in i~s distinct lack of presence in your peripheral vision when peering uptrack. It's annoying, really, the competence of the Honda RC51. In fact, our only cue' e . . 10.8: 1 Carburetion ... EFI: dual 54mm throttle . 120170 ZR 17 Dunlop D207FR tubeless radial . . 190/50 ZR 17 Dunlop D207FR tubeless radial . Dual 320mm floating discs w/ four-piston calipers . ..... Single 220mm disc Rear. w/ single-piston caliper 441 Ibs. . 4.8 gal. .. _$9999 Claimed dry weight Fuel capacity. . Price.. .. .. . .. .. .. .. n e vv s MARCH 15, 2000 25

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