Honda RVF750RC 45
Manufacturer | Honda |
---|---|
Production | 1994-95 |
Engine | Four stroke 90°V-four cylinder, DOHC, 4 valve per cylinder. |
Compression ratio | 11.5:1 |
Top speed | 258.5 km/h / 160.6 mph |
Ignition type | Digital transistorized electric advance |
Sparkplug | NGK CR9EHVX-9 |
Transmission | 6 Speed |
Frame type | Diamond aluminum twin spar |
Suspension | Front: 41mm USD forks adjustable compression rebound and preload Rear: Pro-link adjustable compression rebound and preload |
Brakes | Front: 2x 310mm discs 4 piston calipers Rear: Single 220mm disc 2 piston caliper |
Front Tire | 130/60 ZR16 |
Rear Tire | 190/50 ZR17 |
Wheelbase | 1407 mm / 55.3 in |
Seat height | 770 mm / 30.3 in |
Weight | 189 Kg / 416.7 lbs (dry), 215 kg / 467.3 lbs (wet) |
Fuel capacity | 18.0 Liters / 4.0 gal |
Manuals | Service Manual |
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It could reach a top speed of 258.5 km/h / 160.6 mph.
Engine
The engine was a Liquid cooled cooled Four stroke 90°V-four cylinder, DOHC, 4 valve per cylinder.. The engine featured a 11.5:1 compression ratio.
Drive
Power was moderated via the Wet multi plate.
Chassis
It came with a 130/60 ZR16 front tire and a 190/50 ZR17 rear tire. Stopping was achieved via 2x 310mm discs 4 piston calipers in the front and a Single 220mm disc 2 piston caliper in the rear. The front suspension was a 41mm USD forks adjustable compression rebound and preload while the rear was equipped with a Pro-link adjustable compression rebound and preload. The RVF750RC 45 was fitted with a 18.0 Liters / 4.0 gal fuel tank. The bike weighed just 189 Kg / 416.7 lbs. The wheelbase was 1407 mm / 55.3 in long.
Photos
Overview
Honda RVF 750 RC45
Honda's RC30 was a tough act to follow. It had firmly
established itself as one of the all-time great race bikes, and was also a
favourite amongst discerning (and well-off) road riders. But by 1993 it had
reached the end of its development as far as the increasingly competitive
World Superbike Championship was concerned. Honda still had the exotic
works RVF750 race bikes - similar in basic design to the RC30, but
representing development work worth millions of dollars. But now the World
Endurance series and the Isle of Man TT were to be held under Superbike
rules, and the RVF would no longer be eligible.
Honda's answer was to
base a new road bike on the RVF, specifically built to win at World
Superbike level. Like the RC30, it would be a no-expense-spared, limited
production model, and race kits would be available from day one. It
was called the RVF750R, but it's known everywhere by its factory code name -
the RC45.
Superficially, it was clearly closely related to the RC30,
with its twin spar alloy frame, V-four engine, single-sided swing arm
- even a similar paint scheme. But not a single part is interchangeable
between the two. Superbike rules allow scope for changing engine
internals, suspension parts, exhausts and wheels, but they don't allow a
complete change of fuel system.
This was one of the main reasons the RC30 lost
its competitive edge - its carburettors were simply no longer up to the job.
With the RC45, Honda took the plunge and fitted an electronic fuel injection
system. In terms of pure peak power there's probably little advantage in an
injection system, but it simplifies the job of altering the fuelling
characteristics to suit different atmospheric conditions or engine set-ups.
Instead of dismantling a bank of carburettors to change the jets
(notoriously difficult with a complex engine layout like the RC's), all a
mechanic has to do is alter the settings on an easily-accessible control
box.
Racers and road riders alike queued up to place
their orders for the new bike - after all, the RC30 had been superb, so what
would its replacement be like? Some road riders, in particular, were
disappointed. On the road, the RC45 has no real advantage over the RC30.
This is partly because the RC30 had already set such high standards:
although the RC45 is faster, has better brakes and suspension and more
low-down power, there simply isn't anywhere that an average rider can
exploit its advantages. The RC45 operates on a plane of efficiency that
doesn't mesh very well with speed limits, blind corners and traffic
travelling 100 mph slower then the RC45 wants to go. On the race
track, too, the RC45 took a while to come good. It was quickly on the pace
and running near the front in Superbikes, and was often fastest through the
speed traps, but never seemed to translate that into a winning performance.
The Ducati 916 had a weight
advantage over the Honda which gave it better acceleration out of corners.
The ZXR750 Kawasaki had the benefit of several years' continuous
development. The Honda had a handling problem - lack of traction out of
corners. It was eventually traced to the rear suspension linkage,
which was quickly revised. Soon the RC45 started to notch up race success,
with victory in the prestigious Suzuka Eight Hour race and its first World
Superbike success in the hands of Aaron Slight at Albacete in Spain. The RC
had already proved its reliability with two victories at the Le Mans 24-hour
race, and had taken over from the factory RVF as king of the Mountain Course
at the Isle of Man. But, two seasons into its Superbike career, it still
can't match those damn Ducatis.
Source of review: Super Bikes by Mac McDiarmid
Road Test It was just another day in the humdrum life of a hike
tester: we were at Suzuka circuit, Japan and so far that afternoon I'd had a
go on Doohan's orgasmic NSR500, Lawson's Eight Hour RVF750 and Okada's
NSR250. Physically knackered and mentally fried alive, I was ready to crawl
back to the hotel for a hot hath and brain death session of Japanese kid's
TV when an HRC engineer rolled up the next door pit's shutter. Inside, a
hunch of technicians were warming up another two bikes while factory riders
I akeichi and Miyazaki Hexed and stretched their limbs, ready for battle.
These machines were HRC-kitted RC45 Superbikes filthy expensive race versions of an already filthy expensive road bike, and Takcichi and Miyazaki were helping Honda prepare to blitz Ducati and Kawasaki in the 94 World Snperbike series. I wasn't down for a ride and, in Japan, if it's not on the schedule, it doesn't happen. But this time it did.") on can ten raps," said the HRC man which, roughly translated, means: "You can do ten laps". Then he pointed to the tires and said, "Dunlops."
Dunlop slicks too, gooey and warmed by Miyazaki-San. All day if had been Michelin wets. Now, praise the Lord, it was dry. It felt like bunking oil' school after double economics: whuhaaay. let's go! The RC45 is fast, I50bhp fast, and it rides /-more like Lawson's K\ I racer than a tricked-up road bike, which is just the way Honda planned it. With kit suspension and geometry it (licks into turns and fell stiff and horny compared with the softy stock RC'45 I'd ridden a couple of days earlier.In a sense, the Superbike version is more important. Alter all, the RC45 only exists for onepurpose: to give Honda something to tune the fuck out of for this year's World Superbike series. INo
Make Model | Honda RVF 750 RC45 |
---|---|
Year | 1994-95 |
Engine Type | Four stroke 90°V-four cylinder, DOHC, 4 valve per cylinder. |
Displacement | 749 cc / 45.7 cu-in |
Bore X Stroke | 72 x 46 mm |
Cooling System | Liquid cooled |
Compression | 11.5:1 |
Induction | PGM-FI Programmed Fuel Injection. |
Ignition | Digital transistorized electric advance |
Spark Plug | NGK CR9EHVX-9 |
Starting | Electric |
Max Power | 119 hp / 87.6 kW @ 12000 rpm (109.2 hp @ 11900 rpm) |
Max Power Rear Tire | 109.2 hp @ 11900 rpm |
Max Torque | 75 Nm / 56 lb-ft @ 10000 rpm |
Clutch | Wet multi plate |
Transmission | 6 Speed |
Final Drive | Chain |
Frame | Diamond aluminum twin spar |
Front Suspension | 41mm USD forks adjustable compression rebound and preload |
Rear Suspension | Pro-link adjustable compression rebound and preload |
Front Brakes | 2x 310mm discs 4 piston calipers |
Rear Brakes | Single 220mm disc 2 piston caliper |
Front Wheel | 130/60 x 16 |
Rear Wheel | 180/67 x 17 |
Front Tire | 130/60 ZR16 |
Rear Tire | 190/50 ZR17 |
Rake | 24.5° |
Trail | 86.8 mm / 3.8 in |
Dimensions | Length 2110 mm / 83.0 in Width 710 mm / 27.9 in Height 1100 mm / 43.3 in |
Wheelbase | 1407 mm / 55.3 in |
Seat Height | 770 mm / 30.3 in |
Ground Clearance | 130 mm / 5.1 in |
Dry Weight | 189 Kg / 416.7 lbs |
Wet Weight | 215 kg / 467.3 lbs |
Fuel Capacity | 18.0 Liters / 4.0 gal |
Consumption Average | 15.1 km/lit |
Braking 60 - 0 / 100 - 0 | 11.8 m / 35.8 m |
Standing ¼ Mile | 11.0 sec / 198.0 km/h |
Top Speed | 258.5 km/h / 160.6 mph |
Road Test | Motosprint 1994 Tuttomoto 1994 |