Honda RC166 250/6 — Motorcyclist Magazine

12 Май 2015 | Author: | Комментарии к записи Honda RC166 250/6 — Motorcyclist Magazine отключены
Honda RC166 250

Think Small

“Mike the Hailwood is the rider most associated with the Honda He tamed the evil handling, rode it to consecutive world in ’66 and ’67.

“Mike the Bike” is the rider most closely with the Honda six. He

Grand Prix racing a revolution in the early 1960s. changed after MZ rider/engineer Degner defected from Germany in 1961, taking Kaaden’s two-… engine-tuning straight to Suzuki. Once the of the world learned how exhaust waves could be manipulated to huge horsepower, everyone developing two-… racing

Soichiro Honda was the exception. He had made a very public, commitment to quieter, cleaner-burning, efficient four-… engines. And Honda’s racing effort solely to advance production his race engineers were to find innovative ways to exploit four-… technology.

They had their work cut out for Every crankshaft rotation in a engine is a power …, pressure waves scavenging the Four-strokes only produce with every other rotation—one rotation is “wasted” spent gas.

The only way to produce equal power was to engine speed. But how to do that sacrificing reliability?

The solution was Smaller cylinders have a bore, permitting a shorter and higher engine speed risking rod-bearing failure. smaller valves provided the surface area as two, less valve spring

This was Honda’s formula for racing success: many cylinders, four-valve heads and engine speeds. It was a brilliant, theory, and Honda secured the 125cc, 250cc and 350cc championships and the 250cc and 350cc again in ’63.

Honda’s came together quickly. The sketches were finished in ’64. Six months later was riding this prototype.

six-cylinder came together The first sketches were in February ‘

By ’64 rivals catching up, especially in the 250cc where Yamaha two-strokes beat the four-cylinder Honda The engineer put in charge of revitalizing the platform was 24-year-old Soichiro Young Iri-san’s solution was more cylinders! The RC165 he powered by an inline-six with six and 24 valves, was an engineering masterpiece.

The six was no wider than the four it 14 inches across—and the finished was narrower than the Yamaha it competed against. The cylinder was cast as a part of the upper and each set of three cylinders a head for better sealing. Keihin 22mm round-slide used five tiny and air jets in place of a main and the inner carbs ran richer to with engine cooling.

output was over 60 bhp at a stratospheric rpm.

The top-secret RC165 mid-season at Monza, entered as a to suggest it was just an evolution of the machine. Honda even it to Italy with only exhaust pipes in place, to conceal its identity. No one paid to the new bike until Jim Redman it up for the first practice.

As soon as everyone heard the six-cylinder shriek, they it was something special!

With a top over 150 mph, Honda’s six outpaced Yamaha’s two-… but reliability was a problem. It handled too. The RC165 won its second the Japanese GP at Honda’s own Suzuka but by then Yamaha had already up the championship.

Real success come until 1966, Mike Hailwood returned to (after a four-year stint at MV) and the six’s unruly handling. his first ride on the RC165, asked mechanics to remove the rear shocks so he could them. Once in his hands, he threw the shocks into a pond and demanded they be with Girlings!

Hailwood also ordered the totally redesigned with tubing and the wheelbase lengthened 3.5 Additional cooling came via an extra finning and head

Refining the second-generation RC166 worthwhile. Hailwood blazed to at the first GP of the year in Barcelona and his pace throughout the season, the 1966 world championship 10 victories in 10 starts. He repeated in ’67, his domination nearly as

Hailwood might have three-for-three in ’68 had Honda not announced in of that year that it withdraw from GP racing to concentrate resources on Formula 1 racing.

Honda RC166 250
Honda RC166 250

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