Honda VTR1000 RC51 SP2

Honda VTR1000 RC51 SP2
Manufacturer	Honda
Production	2002
Class	Cruiser
Engine	Four stroke, 90°V-twin cylinder, DOHC, 4 valves per cylinder
Compression ratio	10.8:1
Top Speed	271.3 km/h
Ignition	Computer-controlled digital transistorized
Transmission	6 Speed
Frame	Aluminum, twin spar
Suspension	Front: 43mm inverted cartridge-type fork with adjustable spring preload, and compression and rebound damping, Rear: Pro-Link with gas-charged integrated remote reservoir damper offering adjustable preload, and compression and rebound damping,
Brakes	Front: 2x 320mm discs 4 piston calipers Rear: Single 220mm disc 1 piston caliper
Front Tire	120/70 ZR17
Rear Tire	190/50 ZR17
Wheelbase	1420 mm / 55.9 in
Seat Height	813 mm / 32.0 in
Weight	194 kg / 430 lbs (dry),
Recommended Oil	Honda GN4 10W-40
Fuel Capacity	18 Liters / 3.8 US gal
Manuals	Service Manual

It could reach a top speed of 271.3 km/h.

Engine

The engine was a Liquid cooled cooled Four stroke, 90°V-twin cylinder, DOHC, 4 valves per cylinder. The engine featured a 10.8:1 compression ratio.

Chassis

It came with a 120/70 ZR17 front tire and a 190/50 ZR17 rear tire. Stopping was achieved via 2x 320mm discs 4 piston calipers in the front and a Single 220mm disc 1 piston caliper in the rear. The front suspension was a 43mm inverted cartridge-type fork with adjustable spring preload, and compression and rebound damping, while the rear was equipped with a Pro-Link with gas-charged integrated remote reservoir damper offering adjustable preload, and compression and rebound damping,. The VTR1000 RC51 SP2 was fitted with a 18 Liters / 3.8 US gal fuel tank. The bike weighed just 194 kg / 430 lbs. The wheelbase was 1420 mm / 55.9 in long.

Photos

Overview

Honda VTR 1000 RC51 SP2

New for 2002

Prodigious power is produced across a broad rpm band, peaking with 128 bhp at 10,000 rpm and 71 lb./ft. of torque at 8000 rpm in street-legal trim. Weight savings of 11 pounds have been achieved. Weight savings include: frame (9 oz.), swingarm (1.9 lb.), front fork (12 oz.), rear shock (7 oz.), front wheel (1.0 lb.), rear wheel (1.1 lb.). Larger, 62mm fuel injection throttle bodies inspired by HRC's championship works racers. The two fuel injectors for each cylinder now feature 12 laser-drilled jet holes in each injector tip for finer fuel atomization, resulting in more responsive throttle performance and faster, more efficient combustion for stronger power output.

Newly designed exhaust ports feature an HRC(r)-developed shape for improved exhaust scavenging and velocity, resulting in increased engine performance. Fuel injection and ignition mapping are refined for the larger throttle bodies and new exhaust ports to produce smooth and linear throttle response, responding even more precisely to fine throttle adjustments. New shot-peening process applied to piston wrist pins results in a harder, longer-wearing surface that's more resistant to scoring. Exhaust mufflers are lightened throughout and secured by lighter mounting bands. Twin side-mounted radiators each have electric cooling fans to improve engine cooling. Cone-shaped clutch spring plate quiets and smoothes clutch engagement. Newly designed forged side engine-hangers are lighter (9.2 oz.) and stronger than the cast pieces they replace. HRC-designed press-forged aluminum swingarm is lengthened 16mm to improve rear wheel power delivery and is more rigid than the previous design for optimum race track handling.

Rear subframe can be easily modified to reduce weight for racing application. Newly designed HRC-type integrated rear shock reservoir is repositioned for easy fitment of center-up high-performance competition exhaust. Brake fluid system pressure is increased 10 percent, resulting in even better braking feel and performance.

New five-spoke wheels feature aerodynamic forward-facing V-shaped spokes and next-generation Dunlop D208 tires. New windscreen shape, derived from Colin Edwards' championship World Superbike HRC racer, is 1.2 inches taller than the previous design. Lightweight aluminum upper fairing stay is nearly 7 ounces lighter than the previous steel design. Larger under-seat tool tray.

The black resin seat pan/rear fender located under the seat cowl has been completely redesigned to reposition the battery and electrical components farther forward for improved mass centralization.

Engine/Drivetrain

999cc DOHC eight-valve 90 V-twin engine is specially designed to withstand the rigors of Superbike competition.

Centrally mounted ram-air intake duct routes cool, pressurized air directly through the frame's steering head structure to the 9.0-liter airbox, improving intake efficiency while slimming the aerodynamic profile. The ram-air duct doubles as a front cowl stay, shaving 12 ounces off of a conventional mounting system.

Each cylinder head features large, 40mm intake and 34mm exhaust valves with a 24 degree included valve angle. This provides a short, direct path for the air/fuel charge entering the combustion chamber and results in high power output. Gear-driven camshafts utilize three-axis drive gears to maintain accurate valve timing and durability at sustained high engine speeds. Direct shim-under-bucket valve actuation system ensures high-rpm durability, and allows 16,000-mile valve maintenance intervals. Cast aluminum pistons are screen-printed with solid LUB-Coat finish to minimize friction between the piston and cylinder wall. Aluminum composite cylinder sleeves are high-pressure-formed from sintered aluminum powder impregnated with ceramic and graphite. The lightweight composite sleeves provide better wear resistance and superior heat dissipation compared to conventional sleeves. Nutless connecting rods feature bolts threaded directly into tapped holes in rods. Design is lighter than conventional bolt-and-nut combination. Carburized rods provide strength and durability under high loads. Crankshaft center lubrication system carries oil to main and connecting rod bearings through passages in the crankshaft as well as conventional journals, allowing lower main-gallery oil pressure and a smaller oil pump design, consuming less horsepower at high engine speeds. Iridium-tip spark plugs require less voltage and maintain ignition performance in demanding conditions.

At operating speed, side-mounted dual radiators utilize low pressure of airflow passing over outer surface of cowling to draw air through from the inside. Side positioning allows optimal placement of engine for a low center of gravity and superb handling and permits flow of air to reach cylinders and exhaust pipes for enhanced cooling efficiency. Air-cooled aluminum oil cooler.

Magnesium head cover, clutch cover and left-rear sprocket cover. All-stainless two-into-one-into-two exhaust system with two 5.3-liter canister-style mufflers with a buffed finish. Seven-plate clutch design is compact and tough, featuring durable friction plate material. Smooth-shifting close-ratio six-speed transmission features ratios carefully matched to the engine's powerband.

Chassis/Suspension Twin-spar extruded aluminum frame features a modified Pro Frame(r) design utilizing a swingarm pivot that incorporates both engine-crankcase- and frame-mounted pivot points. The frame sideplates extend underneath the swingarm and join to form a D-shape swingarm mounting enclosure. This combination provides an extremely rigid chassis while offering excellent road feel. Tapered and braced box-section swingarm provides exceptional lateral and torsional rigidity. 43mm inverted aluminum-slider Honda Multi-Action System(tm) (HMAS(tm)) cartridge fork with 5.1 inches of travel features spring preload, rebound and compression damping adjustability, and offers precise action and superb rigidity.

Pro-Link(r) rear suspension features 4.7 inches of travel and a high-quality 40mm HMAS shock with integrally cast damper reservoir. Spring preload, rebound and compression damping adjustability produces superior rear wheel control. Braking system features 320mm front discs floating on seven stainless steel pins with four-piston calipers, and a 220mm rear disc with a single-piston caliper for exceptional stopping power.

Additional Features Distinctive bodywork features a dual-headlight design with a centrally located ram-air duct, a narrow-profile fuel tank and a single-piece tail section. Unique bank-angle sensor shuts off fuel supply to PGM-FI system if the motorcycle tips over, but is unaffected by bumps and vibration during normal operation. High-output, 335-watt AC generator.

Dual headlights feature asymmetric low/high beam operation; computer-designed multi-reflectors and two 55W H7 bulbs behind clear plastic lenses provide a broad lighting pattern and superb illumination. Lightweight instrument display includes electronic LCD tachometer and speedometer, fuel indicator, odometer, tripmeter and temperature gauge. Handlebar switches and controls use internationally approved ISO graphic symbols. Transferable one-year, unlimited-mileage limited warranty. Ownership includes one-year complimentary Membership in the Honda Rider's Club of America(tm). Benefits include discounts, travel benefits, roadside assistance and much more. For HRCA(r) details, call 1-800-847-HRCA.

Honda's RC51 won the 2002 AMA Superbike championship as well as dethroning Ducati as World Superbike champion. The 2003 RC51 offers incredible superbike performance for enthusiasts seeking the most powerful, best handling V-twin sport bike.

Unique Features · Prodigious power is produced across a broad rpm band, peaking with 133 bhp at 10,000 rpm and 71 lb./ft.of torque at 8000 rpm in street-legal trim. · Large 62mm fuel injection throttle bodies inspired by HRC's championship works racers. · Two fuel injectors for each cylinder feature 12 laser-drilled jet holes in each injector tip for finer fuel atomization, resulting in more responsive throttle performance and faster, more efficient combustion for stronger power output. · Twin side-mounted radiators each have electric cooling fans to improve engine cooling. · Cone-shaped clutch spring plate quiets and smoothes clutch engagement. .

· HRC-designed press-forged aluminum swingarm. · HRC-designed integrated remote rear shock reservoir is positioned for easy fitment of center-up high-performance competition exhaust. · Five-spoke wheels feature aerodynamic forward-facing V-shaped spokes and next-generation Dunlop D208 tires. · Windscreen shape is derived from Colin Edwards' championship World Superbike HRC racer.

Engine/Drivetrain · 999cc DOHC eight-valve 90-degree V-twin engine is specially designed to withstand the rigors of superbike competition. · Centrally-mounted ram-air intake duct routes cool, pressurized air directly through the frame's steering head structure to the 9.0-litre airbox, improving intake efficiency while slimming the aerodynamic profile. The ram-air duct doubles as a front cowl stay, shaving 0.34 kg. off of a conventional mounting system. · Each cylinder head features large, 40mm intake and 34mm exhaust valves with a 24 degree included valve angle. This provides a short, direct path for the air/fuel charge entering the combustion chamber and results in high poweroutput. · Gear-driven camshafts utilize three-axis drive gears to maintain accurate valve timing and durability at sustained high engine speeds. · Innovative head gaskets minimize distortion caused by head bolt tightening, improving sealing performance and maintaining combustion pressure for consistent high poweroutput in competition conditions. · Direct shim-under-bucket valve actuation system ensures high-rpm durability, and allows 25,600-km valve maintenance intervals. · High-pressure programmed fuel injection (PGM-FI) delivers fuel at 50 psi to two injectors per cylinder, mounted opposite each other in huge 62mm throttle bodies. Fuel is delivered through 12 nozzle holes in each injector, producing a very fine spray and a highly combustible air/fuel charge for maximum combustion efficiency and poweroutput. · Cast aluminum pistons are screen-printed with solid LUB-Coat finish to minimize friction between the piston and cylinder wall. · Aluminum composite cylinder sleeves are high-pressure-formed from sintered aluminum powder impregnated with ceramic and graphite. The lightweight composite sleeves provide better wear resistance and superior heat dissipation compared to conventional sleeves.

· Nutless connecting rods feature bolts threaded directly into tapped holes in rods. Design is lighter than conventional bolt-and-nut combination. Carburized rods provide strength and durability under high loads. · Crankshaft center lubrication system carries oil to main and connecting rod bearings through passages in the crankshaft as well as conventional journals, allowing lower main-gallery oil pressure and a smaller oil pump design, consuming less horsepower at high engine speeds. · Electronic Control Unit (ECU) provides digital 3-D fuel injection and ignition maps for each cylinder, creating ideal fuel mixture and spark advance settings for maximum power and throttle response. · Iridium-tip spark plugs require less voltage and maintain ignition performance in demanding conditions. · At operating speed, side-mounted dual radiators utilize low pressure of airflow passing over outer surface of cowling to draw air through from the inside. Side positioning allows optimal placementof engine for a low center of gravity and superb handling and permits flow of air to reach cylinders and exhaust pipes for enhanced cooling efficiency. · Aluminum water pump housing. · Air-cooled aluminum oil cooler. · Magnesium head cover, clutch cover and left-rear sprocket cover. · All-stainless two-into-one-into-two exhaust system with two 5.3-litre canister-style mufflers with a buffed finish. · Seven-plate clutch design is compact and tough, featuring durable friction plate material. · Smooth-shifting close-ratio six-speed transmission features ratios carefully matched to the engine's powerband.

Chassis/Suspension · Twin-spar extruded aluminum frame features a modified Pro Frame(r) design utilizing a swingarm pivot that incorporates both engine-crankcase- and frame-mounted pivot points. The frame sideplates extend underneath the swingarm and join to form a D-shape swingarm mounting enclosure. This combination provides an extremely rigid chassis whileoffering excellent road feel. · Tapered and braced box-section swingarm provides exceptional lateral and torsional rigidity. · 43mm inverted aluminum-slider Honda Multi-Action System(tm) (HMAS(tm)) cartridge fork with 130mm of travel features spring preload, rebound and compression damping adjustability, and offers precise action and superb rigidity. · Pro-Link(r) rear suspension features 120mm of travel and a high-quality 40mm HMAS shock with integrally cast damper reservoir. Spring preload, rebound and compression damping adjustability produces superior rear wheel control. · Braking system features 320mm front discs floating on seven stainless steel pins with four-piston calipers, and a 220mm rear disc with a single-piston caliper for exceptional stopping power. Additional Features · Distinctive bodywork features a dual-headlight design with a centrally located ram-air duct, a narrow-profile fuel tank and a single-piece tail section. · Fuel tank designed with sculpted indents for knees, arms and handlebars.

· Unique bank-angle sensor shutsoff fuel supply to PGM-FI system if the motorcycle tips over, but is unaffected by bumps and vibration during normal operation. · High-output, 335-watt AC generator. · Electrically quiet regulator/rectifier eliminates interference with sophisticated PGM-FI and ignition circuitry. · Dual headlights feature asymmetric low/high beam operation; computer-designed multi-reflectors and two 55W H7 bulbs behind clear plastic lenses provide a broad lighting pattern and superb illumination. · Lightweight instrument display includes electronic LCD tachometer and speedometer, fuel indicator,odometer, tripmeter and temperature gauge. · Convenient ignition switch/fork lock for added security. · Lightweight, recyclable oil filter cartridge. · Transferable one-year, unlimited-mileage limited warranty.

Review

Whatever the multimillion-dollar factory riders want, it seems they get. And if any of those changes happen to benefit street riders, well fine--but it's almost an accident. So it is for 2002: A multitude of tweaks have arrived to make the '02 RC51 more competitive on the track, but the trickle-down effect is that the bike is now much improved for puck-wearing plebes.

For '02, Honda chose to tweak the engine a bit, put the entire bike on a part-by-part diet and significantly revise the suspension, chassis and swingarm. Down in the engine room, the throttle bodies have been supersized from 54mm to 62mm, and the two injectors feeding each combustion chamber now sport 12 laser-drilled jets, rather than the four little garden hoses of the previous bike, for a finer spray. The injection and ignition mapping were tweaked, also, resulting in throttle response that's as smooth and creamy as a nougat filling. (Don't tell Nicky; he's got a sweet tooth.) The new motor feels same-same in terms of power output; Honda claims a two-horsepower increase for 128 hp at the crank--but the low-rev snatchiness is nowhere to be found. 2002 Honda Rc51 Vtr1000 Gauge View

The engine is warmed over, but as Honda's Doug Toland said at the intro, "All of the 'magic' of this bike is in the chassis." The new Pro Frame looks similar to last year's and has the same amount of rigidity, but weighs 260 grams less and is more linear in its absorption of stress thanks in part to the new stamped engine hangers (previous units were cast). Also new is a steering-damper boss up by the steering head, but on the stock geometry you'd be hard pressed to make this bike shake its head on the street or track.

Even though the steering-head angle has been reduced one degree to 23.5 degrees--the steepest of any Honda--the RC51 feels planted at all speeds, even at 130 mph through Willow Springs' infamous Turn Eight. There you sit, tucked behind the splendid new windscreen that's 1.2 inches taller than last year's, sensing no instability from either end of the bike. Of course, the new swingarm (890 grams lighter) is 16mm longer and aids the stabilization effort. 2002 Honda Rc51 Vtr1000 Shock Comp View

Right above that sexy new swingarm is a revised shock (115 grams lighter). It's been repositioned to allow room for aftermarket exhaust systems, but also had its linkage ratio tweaked (4 percent softer on the bottom, 5 percent softer on top), even though spring rates are the same. Nine percent more compression damping has been added along with 11 percent more rebound. Up front similar tweaks have been applied. The fork (145 grams lighter) is now 9 percent softer on compression, up 16 percent on rebound, with the same spring rate. Fork travel has also been increased from 4.7 to 5.1 inches. These changes make the bike feel plush and controllable--a far cry from the wooden feel of the previous bike. The suspension is simply awesome now, soaking up midcorner ripples yet never getting out of line or doing anything untoward.

Steering effort is drastically reduced on the new bike. The RC51 is no 954 in terms of flickability, but the new bike turns in with an ease and precision that's head and shoulders above the old bike. Pick your line, shove the bar and you're there. The previous unit's brakes were fine, but the new four-piston jobbies are even better. The old brakes were extremely progressive--once activated you only had to move your finger a smidge to stop the bike. The new brakes are totally linear and require more lever travel, providing better feel, easier modulation and more feedback. 2002 Honda Rc51 Vtr1000 Side View

Speaking of feedback, the RC51 comes wrapped in a new flavor of Dunlop rubber named D208. The 208s are quite soft for a street tire, which allows them to heat up quickly and throw down GP-like grip. Feedback from both the front and rear was excellent, with excellent straight-line stability and precise steering at high and low speeds.

Our only complaint (and we think some folks at American Honda's marketing department will back us up on this) is that the bike looks exactly the same as last year's. Europe gets a bitchin' white/grey, but we get the same paint job as before. If you go out and buy the "new" model with all the killer updates, you want people to know, but it's literally impossible to tell the two bikes apart from a distance.

Paint job aside, the changes made to the RC51 for '02 signify a Paul Bunyan-size step forward. Oh, did we mention the '02 RC51 is the same price as last year?

Source

Make Model	Honda VTR 1000 RC51 SP2
Year	2002
Engine Type	Four stroke, 90°V-twin cylinder, DOHC, 4 valves per cylinder
Displacement	996 cc / 60.8 cu-in
Bore X Stroke	100 x 63.6 mm
Compression	10.8:1
Cooling System	Liquid cooled
Lubrication	Wet sump
Induction	Electronic fuel injection PGM-FI with two injectors per cylinder
Ignition	Computer-controlled digital transistorized
Starting	Electric
Max Power	136 hp / 100 kW @ 9500 rpm
Max Torque	10.7 kgf-m / 105 Nm @ 8000 rpm
Transmission	6 Speed
Final Drive	Chain
Frame	Aluminum, twin spar
Front Suspension	43mm inverted cartridge-type fork with adjustable spring preload, and compression and rebound damping,
Front Wheel Travel	130 mm / 5.1 in
Rear Suspension	Pro-Link with gas-charged integrated remote reservoir damper offering adjustable preload, and compression and rebound damping,
Rear Wheel Travel	120 mm / 4.7 in
Front Brakes	2x 320mm discs 4 piston calipers
Rear Brakes	Single 220mm disc 1 piston caliper
Front Tire	120/70 ZR17
Rear Tire	190/50 ZR17
Dimensions	Length 2040 mm / 80.3 in Width 725 mm / 28.5 in Height 1145 mm / 45.0 in
Wheelbase	1420 mm / 55.9 in
Seat Height	813 mm / 32.0 in
Ground Clearance	130 mm / 5.1 in
Dry Weight	194 kg / 430 lbs
Fuel Capacity	18 Liters / 3.8 US gal
Consumption Average	19.5 km/lit
Standing ¼ Mile	10.9 sec / 209 mph
Top Speed	271.3 km/h

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External Links

• http://www.motorcyclistonline.com/roadtests/2002rc51/