2014 Honda RCV1000R- First Look Review- Photos

9 Июн 2015 | Author: | Комментарии к записи 2014 Honda RCV1000R- First Look Review- Photos отключены
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2014 Honda RCV1000R – Look Up close and personal Honda’s new customer MotoGP

Remember the phrase, “Looks a million bucks”? That the new Honda RCV1000R MotoGP racer, which I was able to see the MotoGP race in Valencia, Current price is 1.2 million equivalent to $1.6 million.

I at the appointed hour to meet press-relations man Rhys Edwards and see the new but he had been put to the task of preparing proposal. After strategic we came together and strode off to the Team box (saying “garage” is so now). There it was, a cover.

First impression is of exceptional fit and finish, making me engineer Kudo in the ’90s, job it was to add the details that made racers look as if built by Lots of carbon fiber: but glassy-surfaced fairing, seatback, exhaust pipe’s heat This fairing has “nostril-style” air located at the chin position than the large single intake of the 2014 factory

There is the usual large LCD carrying the Marelli name, to information to the rider.

To be eligible to more than the 2014 fuel volume of 20 liters, bike must carry the spec Marelli electronics and its software (the RCV-R’s is said to hold 23 liters).

chassis beams shone, as did the half of the “tank,” which in modern Z-shaped fashion, and down under the front of the seat. Like the factory this is a V-4, presumably the same self-balancing 90-degree vee The two pipes of the rear cylinder rise diagonally on the right, with its own oxygen sensor, the fuel tank’s “foot” the left-hand two-thirds of the space the chassis uprights.

These join at the top, where the makes the usual Honda loop before taking the of a foot-long screened megaphone three-inch outlet.

Why separate oxygen sensors for cylinder? Today, each is treated as if it is a separate engine, its own ignition and fuel maps. If were just one sensor in collector, one cylinder could be and the other rich, both less than full but the sensor could report wrong.

The front pipes down and under the engine, and form a megaphone, also under the rider’s right Ducati began this of screening the outlets, said to pipe waves from transporting tire-thrown pebbles a pipe.

The eight-plate, six-spring dry is on the right and quite low. is because the overhanging rear-cylinder prevents the practice, now universal on of vertically stacking the gearbox resulting in a very high of both the clutch and shift (on many inlines, the operating rod the shift pedal points not forward).

Shift drum? the world moved on? No, the 700,000-euro lease cost of a seamless-shift is not for the privateer.

There is a conventional shifter on the shift link rod on the left. Its disappears under the engine a mass of nice-looking machined and other parts. The engine appears sand-cast.

Two things sand casting: First, castings can be heat-treated to high unlike traditional production castings, which blister leafy structures when hot. Second, yes, machines YZR-M1 crankcases billet, but modern casting produce parts so free of oxide inclusions that are said to have near-forged

The pressed-and-welded aluminum sheet has its bracing on the bottom to make for the downward extension of the fuel just above it. Its very side beams are like so others of this era in being 35mm thick. This allows lateral flexure of the when at high lean to provide grip-enhancing compliance.

The suspension unit “lives” in a hole through the arm, tire and swingarm pivot, by a rocker and linkage below. As the swingarm’s droop angle rather flat, but this was not yet set up for a rider.

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As on factory bikes, a steering head makes for alternative positions and angles for the pivot axis. Presumably the is true of the swingarm pivot, position determines rear behavior.

This bike has suspension and Nissin brakes and As with the factory bikes, lift is hydraulic. Seven-spoke wheels continue the theme of quality. Yum!

All these look good enough to

The supposed big difference between bike and a factory prototype is factory bikes all have valve springs in place of metal springs. In general, the extra moving, vibrating of metal springs, somewhat valve timings and reduced lift must be used to the valve train to follow the cam The result is somewhat less power (the lower lift acts as a partial and usually, a less-usable powerband longer the valve timing, the top-loaded the power curve

In early Valencia testing, Hayden ’s RCV1000R topped at 191 mph factory Hondas reached As setup matures, Hayden become better able to the thing off T14, and those may converge. But we are told, semi-officially, a factory bike makes 245 and the production job “only” 235.

implies a top speed difference of like three mph. factory engines have to race distance next on 20 liters of fuel; this is an run as much as it is a race series.

the question: Is this the future of GP as so many urge that it be? Will Honda, Yamaha, and stand down their expensive factory bikes one day and their precious reputations to factory lookalikes, such as in the hand of private teams?

There have been racers before now—Velocette’s AJS 7R, Manx Norton, and many of Yamaha TZs. Yet when of those makers seriously world championships, they did so factory specials, either in hands or in teams closely to the factory. There’s too much at for it to be any other way. And remember principle: The more rules are, the more cheating.

human nature.

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