Riding Legends: Honda’s RC45 and RC51

Honda’s RC51 and RC45 homologation specials were both successful on the racetrack. One was endurance racing and he had another one in superbikes. (Phil Steinhart/)

Grand Prix Bikes have always been considered the pinnacle of motorcycle racing technology and performance, race bike The ones based on production machines might actually be more exciting. These are race machines that look like bikes you can buy and ride on the road, and the gap in performance between showroom models and factory superbikes is much smaller than the gap between GP bikes and bikes you can buy. Ultimately, as good as a standard road bike is, so is a race bike, so it’s the manufacturer’s job to give the average rider a great bike.

Of course, like all racing rules, this one was bent as close to the breaking point as possible. One way he did that was by creating a special edition version of the bike, or a complete special model, to incorporate the performance the race teams needed. Suzuki There was a “RR” version of that GSX-R. Ducati had various SPS and R versions of its twin.When Yamaha When Honda Over-achieved by building a special model like OW01 When RC30.

Designed with a precision 750cc V-4 motor for the sole purpose of racing and winning, the RC30 can go straight from the showroom to the racetrack and be competitive in no time. The RC30 was a powerful weapon in road races, endurance races, and national championships. His first two years in the World Superbike Championship were good enough bikes for Honda to take the top honors. Fred Merkel in a hot seat.

However, Ducati soon began to take advantage of the 250cc displacement given to their twin bikes and dominated the championship in the years that followed. Honda needed an update.

The RC45 has won six World Endurance Championship titles. (Phil Steinhart/)

Now it’s the older of the two bikes here.exquisite RVF750R RC45 Built around a high-revving, short-stroke, fuel-injected V-4, it was designed to continue the RC30’s incredible racing success and wrest the world title back from the Italians. And best of all, if you’re prepared to pay an equally exquisite price tag, you can buy one from your local Honda dealer and ride it down the road.

The RC45 was successful at the Isle of Man TT, winning six World Endurance Championship titles, but was hampered by the World Superbike 750cc capacity limit for four-cylinder bikes. John Kosinski He won the WSB title in 1997, but was unable to break Ducati’s lead in the series. Eventually Honda found themselves stubbornly clinging to a rule-unfriendly engine configuration, shelved their V-4 pride and played their own game against Ducati.

of RC51 VTR1000R SP1 (known as RC51 in the US and SP1 elsewhere) won the title from Ducati in 2000, and the updated SP2 won the title again in 2002. Colin Edwards When Troy BaylissProving its claim, Honda’s official factory team put away all its toys and headed back to Japan. And the days of the HRC Racing Homologation Special are over, and the SP2 is the last in a line of incredibly special bikes.

In 2000, the RC51 ended Ducati’s domination of WSB. (Phil Steinhart/)

don’t hide, get on

Bikes like this were poster fodder for my generation in 2002, culminating in the classic season-long duel between Ducati’s Bayliss and Honda’s Edwards for the 2002 World Title. It’s not ugly by any means, but its entire shape is clearly driven by function, from the RC45’s large endurance race-friendly cantilevered swingarm to the large central air intake on the front of his SP. .

The RC45 definitely feels a little more special and is a reminder of what was once the pinnacle of Honda V-4 engine development. It’s brought to life by the same switchgears that fitted nearly every ’90s Honda, but its engine sound is unmistakable. drowned out by Despite its modestly modest 118 horsepower, this short-stroke motor revs up and down fast, exciting and ambitious. Bikes sold in the US were limited to around 100 horsepower for him, but this was easily fixed.

The US model of RC45 was limited to 100 horsepower. Most were quickly changed to his 118-horsepower European spec. (Phil Steinhart/)

The riding position feels quite alien compared to modern bikes, with the high bars around the fuel tank, which is bulkier than today’s standards, and the low seat. The first thing that struck me the most was the number of familiar features that made it such a premium bike when it came out. The handlebar grips, switches, footrests and indicators are all default Hondas, but there is no default for on-road feel. That engine is the most exciting part of the riding experience. It’s by no means fast by modern standards, but that means you can get the noise and feel as the revs climb to the redline and howl spectacularly along each straight.

Dash has come a long way in 20 years, but it still feels special to see the tacho needle kick in every time you crack the throttle on the RC45. (Phil Steinhart/)

Fun and direct, every time you crack or release the throttle, the rpm spikes up and down. The bike has the immediacy of a proper race bike. Gearshifts are precise and light, without the need for a quickshifter of course. The chassis is stable, planted and neutral, Honda does what Honda does best. Despite its age, the RC45 is a stunning chassis for road riding, and while it doesn’t slam into the apex like modern bikes, once the rider builds confidence and speeds it’s smooth and predictable. Bend. Like so many collectors his bike, this bike has spent a lot of its time as a decorative item. There’s nothing better than a set of 15+ year old tires to sharpen your reflexes. Nonetheless, the RC45 inspired confidence, a predictable platform for making the most of available grip.

The RC45 isn’t quite as responsive as modern superbikes, but it still packs a punch on the road. (Phil Steinhart/)

After the V-4’s addictive sound and feel, it’s easy to get overwhelmed by the RC51’s V-twin. In fact, it’s all too easy for some to dismiss the bike outright as not being truly his HRC Homologation Special. Back then, the Honda VTR1000 Firestorm could be had for less if riding a V-twin Honda road bike was your goal. But if only for being one of the most fun classic road-going his sportbikes money can buy, the RC51 deserves attention.

The RC51 doesn’t draw crowds in bike hangouts like the RC45, but it excels on public roads. (Phil Steinhart/)

Pull the cold start cable, push the big square starter button and the RC51 will start every time. You don’t have to hold your breath while your lazy starter motor battles compression, or wait for your 20-year-old engine management system to struggle with its antiquated starting protocol. There’s something you want about the reliability of different brands these days, but bikes like this are what Honda’s reputation has been built on. Rev counters have been around long enough to have an almost cheesy retro feel. It feels like There’s a modern analogy between the constant updates of social media and the difference between receiving a bullet point for the year in an old-fashioned Christmas card.

On the RC51, a digital rev counter dominates the simple, uncomplicated dash. (Phil Steinhart/)

Riding a wave of nostalgia, remember the squeak of your sportbike brakes? Thankfully, the braking performance doesn’t feel what he had 20 years ago. It’s probably 10 years old, but it’s still enough to put things back together for the turns.The RC51 isn’t going to be an exceptionally comfortable street bike, but it’s surprisingly good by sportbike standards. The bar angle feels a little tighter and the forward reach is a little longer. Tight turns around town require some finesse of the wrist to clear the tank, but that’s the only annoyance of riding this in traffic. The clutch is easy to handle and the fuel delivery on this particular bike is adequate. The RC51 is often criticized for its poor refueling, but to be fair, this is a problem that can be fixed with the refueling module, and many bikes already do this.

Look at this bike with a critical eye. That’s right, the clutch is heavy, the bars are low and the gears are tall.But look at it in a company of peers who are bikes like Aprilia RSV Mille Or Ducati’s 998, and the RC51 are absolute gems. If you’re looking to buy a classic V-twin sport bike to enjoy riding, Honda is a solid bet. This Honda has a really unique feel. It feels like it was made to work with you.All the big, easy surfaces are manoeuvrable while braking and hanging in corners. Total drama when you’re riding the RC51 there is no. It has useful revs throughout the rev range, the suspension is stiff enough to push fun things on rough roads without nudging the undercarriage, and the riding position is great for hours in canyons and highways About.

The RC45 may not be as capable as the RC51, but it has a mystique that a V-twin can’t match. (Phil Steinhart/)

Riding both of these bikes was as special as I hoped it would be, but for very different reasons. It justifies its place on the wall of the teenage bedroom. Many have spent far too much time as static displays, which, if not properly positioned, cause many fuel corrosion problems. But if you get the good stuff, keep your tires fresh, and keep running, you’ll have a bike that will make you smile the moment you walk out of the garage. The RC45 is a very special vehicle as a pure and attractive sport bike for the road.

The RC 51 is still an exhilarating ride. (Phil Steinhart/)

But for the ultimate classic superbike you can ride, RC51 Nothing beats SP1 and its successor, SP2. Ignore the boring spec sheets and go for a ride. A true Honda racing legacy, a stunning V-twin soundtrack and a chassis that turns hard pushes on twisty roads into an absolute pleasure. Buy retro leather and go find modern metal.

This is not an investment. It’s a motorcycle. take a ride

Riding a Homologation Special Classic is more satisfying than sitting in a collection. (Phil Steinhart/)

https://ift.tt/67CfSx8 Riding Legends: Honda’s RC45 and RC51

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