2005 Honda RC211V First Ride — Motorcycle USA

11 Фев 2015 | Author: | Комментарии к записи 2005 Honda RC211V First Ride — Motorcycle USA отключены
Honda RC212V
Honda RC212V

2005 Honda RC211V Ride

The truth is that the will annihilate the Yamaha in a line, through the corners and on the but it’s far friendlier to ride Expect power crazed in each of the six gears and the threat of ejected out of each corner.

is going global. About the we published Neale Bayly’s report on the YZR-M1 MotoGP we received a request from Motor Cycle News to publish a few of our articles in its print In exchange, we have access to of their articles. So, after a test on Valentino Rossi’s GP bike, we can now follow it up with a report on American Nicky awesome Honda RC211V.

heroics Valentino Rossi may there’s no disguising the generally fact that Honda’s is the most successful motorcycle in MotoGP racing. In 2002 the premier class switched screaming 500cc two-strokes to ear-splitting 990cc four-strokes, the began its domination by winning the first MotoGP race at Of the 65 MotoGP races there been since, the Honda has won a 40 of them.

But what’s it like to all 250-plus-horsepower of arguably the best motorcycle ever built?

To put it perspective we decided to compare the RCV we in Sepang to Honda’s humble but as successful road-going CBR1000RR. The looks almost identical to its brother, they’ve both got litre-sized four-… engines and both got. erm, two But is that where the similarities end?

We found out.


The FireBlade has all the ingredients to get the juices it’ll hit the ton in five seconds and 180 mph. With 148 horsepower through its rear Bridgestone, it has an amount of power for a road but is still as easy to get on with as a just hop aboard, get comfortable, the starter and you’re off, no

The RC211V is a little different. say that modern MotoGP have become cuddly, creatures, particularly the Honda. the TV commentators go on about how easy are to ride nowadays. Well, me, but that’s bollocks. The RC211V is one evil mother f**cker.

intimidating just to stand to and, don’t forget, it not makes 100 horsepower more a Blade but it’s around 60 kg lbs) lighter, too. All in enough to spit you off in a second if not careful; respect is due.

near it while it’s up on its with its clothes off and it even special. From the eye-watering of race fuel and hot race to the various exotic oils and dispensed from trick HRC-stickered containers.

Before the off

now Nicky Hayden’s number V-5 engine is being carefully by one of the HRC technicians (all in good incidentally, HRC aren’t the evil some would have you A brutal, ear-piercing bark from its beautifully-made open exhausts and bounces off Sepang’s pit buildings. I’m about to hop on and it strikes fear into my

In the saddle

Although the Blade and look similar, the MotoGP is much smaller and lighter. your … on the thinly seat and hands on low-set it feels more the size of a NC30 than a superbike. the bike between your and there’s absolutely no impression of like there is on a Blade, at 179kg is the heaviest of all the litre by a mile.

On the gas

Surprisingly it’s not so much in the gears that RC211V impresses. Obviously with 250 bhp (HRC engineers won’t the actual figure), tapping on the race-pattern gear lever and through first, second and things happen pretty quickly. The blurred scenery and churning g-forces it induces are and you need to rely on the seat to keep you from being off the back as arms struggle to on.

On the RC211V you struggle to get its power to you forwards instead of skywards.

when you hit the higher gears the bike is at its most impressive and where the Blade seems flat. Exiting one of Sepang’s fourth-gear corners, the RC211V to wheelie and spin its 16.5-inch Michelin all at the same time. It as hard out of this fourth-gear as the Blade does out of first-gear

Down Sepang’s two long and it’s the same story. through gears, changing up at (strangely the engine doesn’t as loud when you’re this fast — probably leaving the sound in wake), it’s still like a mad thing through and sixth; it just never up. The Blade at the same point the gears is fast but feels in comparison.

It’s this of brutal acceleration at high that’s what biking are made of; but a daily reality for lucky sod Hayden.

Every lightweight nut bolt and on the bike is there for a reason if it’s not vital to making it go, and handle, it doesn’t go on. It’s all to be mechanic-friendly too, HRC mechanics say a piece of cake to work on, not the old V-4 Superbikes or the upside-down V-4 raced by in the ’80s.

Despite two very engine configurations, the 998cc cylinder Blade and the 990cc V5 RCV have beautifully wide, and usable powerbands to play It makes each bike easy to ride; as impressive for a road bike as it is for a 200-plus-mph weapon.

In fact the RC211V’s response is even smoother and refined than the Blade’s is actually a bit jerky on the gas from a throttle) and immediately noticeable the you ride down Sepang’s Given the RCV’s power, a surprise that it’s not peaky, fire-breathing monster an old 500, it’s confidence enough to try a little celebration as we join the track.

Beneath mark, the point where the really starts to hit hard and the world go backwards, the 320-lb is still amazingly tractable, because it’s just so light. Even when through the gears the hard RCV still tries to pull arms off.

So, yes, the is easy to ride thanks to its power delivery and impeccable control, an incredible feat on a with such an excessive of power.

But that’s when you for a few laps under the watchful eye of If you were to ride it in anger on own and away from prying you’d need the skill and control of a GP god; otherwise 250 bhp at your right wrist be tasting hospital food you could say, ‘oh

On the brakes

The RC211V’s front are carbon compared to the Blade’s items. They’re lighter steel, so there’s less to get the MotoGP to flick into They’ll also stop a train on a sixpence, all with the of just two fingers; this is one of the impressive bits of the RCV riding

Braking hard from 190 mph into the final first-gear it’s all you can do to hang on and not leap over the screen. Knees to dig hard into the tank arms and chest all get a thorough corner after corner, lap lap — this is why MotoGP need to have serious body strength.

Although the take a good few corners to come up to temperature, you’ve got brakes; they just a bit wooden that’s all.

The brakes offer superb and loads of stopping power, and like the RC211V the Blade super stable when the are jammed on. But compared to the RCV’s, don’t come close.

A of 320mm carbon front with four-piston radially Brembo calipers and carbon provide eye-popping stopping

In the corners

Honda RC212V
Honda RC212V

Our standard FireBlade actually far off the RC211V when it to the electrifying business of flying a corner. It’s actually in this department to the MotoGP than it is anywhere else brakes, power and general

The Blade’s aluminum chassis looks the spitting image of the and both bikes even that same trademark feeling at maximum lean, Fit the Blade with some and race suspension to sharpen the and give more grip, and end up with something that’s not far off an Honestly.

With the RCV’s exactly as they were for at the final round at Valencia he finished second behind Melandri), the biggest surprise is how feeling there is through the It’s not set up as hard as a plank some race bikes out which translates lots of for both factory and numpty alike.

Despite this feeling the RCV is of course still stable going in, through and out of the And the steering? Oh my god, just aim for the grain of tarmac you desire and the RCV hit it time after time zero effort, making the -handling Blade feel a barge by comparison.

Just the Blade, the RC211V runs an steering damper. Both are exceedingly stable as a result, and both lock-up the steering doing third-gear wheelies.

the FireBlade the MotoGP bike has a of being very, very without really feeling it.

it’s all over

When got over the relief of not crashing of dollars worth of bike, the surprise when you get off the RC211V is you’re not a gibbering wreck.

the FireBlade the MotoGP bike has a of being very, very without really feeling it. only when you’ve had a to reflect on the ride that it hits home just how you’ve demolished that straight at Sepang.

Where you really appreciate how devastatingly good both the and the RC211V are, is when trying to keep up with They

The RCV is on a different planet to the when it comes to outright speed and sheer specialness, but you can they’re from the same pool; they look the and both display similar traits. Ride a FireBlade and you do get a bit of RC211V thrown in for free.

RC211V Specifications:

Engine: liquid-cooled, 990cc, 75.5-degree V-5

Chassis: Hand-built aluminium spar chassis and swingarm

Showa 45mm fully fork and fully adjustable Pro Link rear shock

2 x 320mm carbon front with four-piston radially Brembo calipers and carbon 220mm rear disc two-piston caliper

Again, to www.motorcyclenews.com and Michael Neeves for this kick-… report. dog.

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Honda RC212V
Honda RC212V
Honda RC212V
Honda RC212V
Honda RC212V
Honda RC212V
Honda RC212V
Honda RC212V
Honda RC212V


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