Honda VTR1000 SP-1 — Cycle Torque Magazine

25 Май 2015 | Author: | Комментарии к записи Honda VTR1000 SP-1 — Cycle Torque Magazine отключены
Honda VTR 1000 SP-1


Test by Nigel Paterson. courtesy Honda.

V-twins are it’s at in motorcycling. Nearly cruiser is powered by a V-twin, and now a number of sports bikes too. It is an indication of the importance is placing on this market the firm is making its premier racer in this form, away from the V-fours have powered its hand-built specials since the late

It was back in the eighties Honda was to conquer the big bike market V-fours, and it launched a plethora of from 400cc to 1000cc. problems and price, aligned a fear of the complexity of these quickly … off the smaller while a lack of racing for the VF1000R … its chances of a classic. It was in the three-quarter litre Honda got it right.

By the time the VF750s were … off and the was available, Honda had a winner. fast and capable, the bike launched in 1985 has since many updates and the philosophy of the can still be found in the VFR800. But it was the HRC Racing Corporation) special really captured the imagination of both real and imagined, the world.

The VFR750R, or RC30 as it was known, won the first two Superbike Championships in the hands of American Fred Merkel, won numerous Superbike Championships (including Corser’s memorable 1993 on what was then a supposed machine) and many other and races around the world. It was by the RC45, or RVF750.

This bike promised but couldn’t deliver in quite the way as the RC30. For a start, it only one world title, that of Kocinski’s in 1997. Aaron and Colin Edwards also up many race victories on the but in the year now-four-time title Carl Fogarty was poached by he could only manage overall, and went back to at the conclusion of his contract.

Fogarty won the World Championship crown in of the following years on a Ducati Enter the VTR1000 SP-1.

this machine, Honda has (possibly a decision forced on the by the coming SWC rules, which companies to make a minimum of performance kits) to make the available to the public in large rather than just the minimum required for eligibility to the world championship (as it did with the

The VTR1000 SP-1 has been designed and built to win races. chassis has been designed and to take more horsepower the stock engine produces, and the components are either of race or are designed to be replaced easily. An factor in the development of the bike, to Honda, was to make the bike a racer for everyone from to world championship level.

In its about the bike Honda it hopes to see many more on the road than is the case RC45s.

Honda’s literature the new bike should be ‘…at a that both weekend racers and Superbike racing alike easily could and afford.’ For this to be true, will need to peg the bike the $20,000 mark. If it’s that it’s an expensive – under the $20K figure make it good value. The was also developed to be a reasonable for street use.

Honda hopes riders the bike suitable for ‘light (credit card an toothbrush?) and pillion passengers.

To make people don’t forget the of the machine, it will be available in one colour scheme – Winning The Exterior Honda’s designers spent many hours to get the optimum shape for the SP-1 to through the breeze with the effort, while keeping the position reasonable for street The firm claims the bike has a frontal area and low drag but figures aren’t quoted.

The feature a large black over the red colour base.

The fairing effectively hides the but the twin-beam alloy chassis is for all to admire. As is expected on a race-style the raised ducktail leaves for the rider to slide back but surprisingly there’s no pad. The seat is replaceable with a to further enhance the lines of the

The fairing is made with a new gas Injection construction process so it is and therefore lighter than of comparable size.

Honda the liquid-cooled, DOHC four per cylinder four … of the SP-1 produces over 134 (100kW), at 9000rpm. Maximum is reached 1000 revs peaking at 105Nm. The engine is different from the unit the VTR1000F, although they do similar heritage. The SP has a shorter and higher compression to allow higher rev speeds, which produce more power.

It isn’t stated whether the are bigger, but I would think so. The ride in aluminium ceramic sleeves – similar to those on the RVF750 – to reduce friction and cam drive is also different, a gear train rather chains. Similar to those on the RC45, the gears ride in adjacent the engine barrels.

are Honda’s spring-loaded scissor-action of gears, which reduce and minimise gear lash.

has developed a smaller, lighter oil thanks to being able to use force to help distribute the oil the crankshaft. In most engines the oil is down oilways in the case’s journals. The crank then on a thin film of oil within the The drawback is that the oil must be into the hollow from which is the opposite to the way it wants to under the centrifugal force of the crank.

In the SP-1 the oil is instead fed the very end of the crankshaft, down its axis. When the oil reaches the leading outward to the bearings and big centrifugal force helps the oil upward and outward toward the The result is less oil pressure so the oil pump can be smaller and lighter.

To reduce weight, the engine magnesium head covers, cover and left rear covers. Fuel Induction and Air is provided to the engine through a system from the centre of the below the headlights. The induction is … straight; Honda has the alloy steering head the intake port integrated the design. The steering stem has an ‘foil’ fitted so it doesn’t airflow to the airbox.

The intake tract is so straight with the air filter removed, the stacks can be see from the front of the The big carburettors on the 1000F have dumped in favour of fuel Large 54mm throttle with two injectors each are

The injectors themselves have a nozzle to inject a fine, spray of fuel into the straight intake port. The combines with the ignition to provide computer-controlled fuel and combustion. All of the electronics to control the and ignition lie in one ‘black box’.

Honda VTR 1000 SP-1

The plugs are iridium-tipped with electrodes which Honda provides a hotter spark longer life. High-octane fuel is specified for the VTR1000 with detonation likely if fuel is used. Honda’s system is also employed, to exhaust emissions by better of residual fuel.

The system an injection of air from the airbox the exhaust port of each at its exhaust …. Clutch and The clutch is conventional design, a multi-plate wet unit. However, it has a magnesium cover, enabling without oil spillage, which make race-track preparation The transmission is a close-ratio six speed

The transmission shift dogs been slightly dovetailed for engagement.

Despite the knowledge owners will replace the exhaust soon after the standard system is still a set of pipes. The highly polished steel system has a larger (10.6 litre, up 1.6 over the silencer for freer-flowing air. Frame The new VTR uses a twin-beam box section alloy frame the engine as a stressed member.

Unlike the VTR-F, Honda used its ‘Pivotless’ design, the output of the Superbike contender too many stresses on the swingarm point for the engineers to be happy that. Instead a large alloy section of the frame stiffness by having two large beams to hold the swingarm in

The same structure has cross to mount the rear shock and the frame near the swingarm point. The steering head earlier is also cast It features ball-bearing races, aluminium triple clamps and a steering stem of the same Suspension This is one of very few to feature inverted style

The company is at last happy the weight (early inverted were heavier than conventional forks) and reliability of the style units. They are adjustable 43mm cartridge with fully adjustable and rebound damping, as well as preload. Honda also they also offer maintenance.

The rear shock is a reservoir gas-charged unit is also fully adjustable. It is to the frame’s lower cross-member by a of aluminium arms.

The swingarm is a braced alloy unit of construction. Two extruded alloy are welded to a cast cross-member section. There are also braces welded to its upper for increased rigidity. Wheels, and Brakes The VTR1000 SP-1 has lightweight wheels.

The six-spoke front and seven rear are 3.5 and 6.0-inches wide carrying Metzeler or Dunlop in 120/70-17 and 190/50-17 sizes. is provided for by similar brakes to fitted to the VTR1000F and CBR900RR, calipers with sintered pads gripping floating discs. However, the SP-1 bolt-on aluminium caliper enabling easy replacement of the with racing units.

A disc and dual piston provide the rear braking.

For road use the SP-1 features a electronic instrument display horizontal multi-segment bar graph There’s a large LED speedo and … lights. The whole weighs just 360 grams and to the electrical system of the bike just one connector.

The headlights and are high-intensity multi-reflector units to excellent night time and bright visibility. Under the seat is a storage area for a lock and other items. also a set of ocky-strap hooks.

Honda VTR 1000 SP-1
Honda VTR 1000 SP-1
Honda VTR 1000 SP-1
Honda VTR 1000 SP-1


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