HONDA SP1

HONDA SP1

HONDA SP1    RED BODY PAINT

After spending many seasons struggling to keep up with Ducati in the World Superbike championship, whose rules gave twin-cylinder bikes a weight advantage, Honda finally abandoned its traditional V4 engine layout to develop a V-twin of its own. The VTR1000 SP-1, launched in 2000, proved doubly successful. American ace Colin Edwards rode a twin to the Superbike world title in its debut season, and Honda's roadgoing range was enhanced by the arrival of a superb sports machine.

Despite its powerful 999cc, 90-degree V-twin motor, high-quality chassis, race-derived styling and some neat technical features, the HONDA  SP1 was not a limited-edition machine intended solely as the basis for Honda's Superbike challenger. The model known as the RC51 in the United States was built in large numbers and priced closer to a normal sports machine than to its exotic V4 predecessor the RC45.

HONDA SP1

Honda's line-up already 

contained a big V-twin, but the HONDA  SP1 shared fewer than ten per cent of components with the VTR1000F Firestorm. Its motor differed in having higher compression ratio, gear instead of chain drive to its cams, and a close- ratio gearbox. In place of the Firestorm's carburettors the SP-1 used fuel-injection, fed by an innovative intake system whose central main duct ran from a fairing slot between the twin headlights, through the special aluminium steering head casting to the airbox, reducing the turbulence generated by normal intakes. Peak output was 136bhp at 9500rpm.

In contrast to the Firestorm's pivotless frame, the HONDA  SP1 had conventional twin aluminium main spars. The frame used the engine as a stressed member, and mounted its rear shock on a large aluminium lower cross-member. Front forks were upside-down 43mm units and, like the rear shock, were multi-adjustable.

Compact and eager to rev

The  HONDA SP1 was compact, its clip-ons low. footrests high, and seat thinly padded. The finish was basic by Honda standards, with unlacquered stickers, and wiring visible inside the tairing. Equally racy was the tall first gear, good for 70mph (113km/h).

But the motor's flexibility helped make the bike fast and easy to ride. And the engine loved to rev, rocketing towards the lO,OOOrpm redline with such enthusiasm that the rider's left foot had to flick rapidly through the gearbox, as the bike headed for a top speed of 165mph (266km/h).

HONDA SP1

The SP-1 was not particularly light, at 4311b (196kg), but it handled very well. Its rigid twin- spar frame combined with high-quality cycle parts to make for precise control. Suspension at both ends was firm, ideal for racetrack or smooth road (though harsh on a bumpy one). And the front brake set-up of large twin discs and four-piston Nissin calipers gave real bite plus just the right amount of feel.

There was no doubt that the HONDA SP1 had been designed primarily for the track, to recapture Honda's reputation for building the world's fastest four-stroke motorcycles. Edwards' title in the bike's tirst season was vindication of Honda's approach. Equally importantly, in designing the street-legal machine on which the racer was based. Honda had produced an outstanding roadster that blended the tirm s traditional sophistication and engineering quality with V-twin feel and character.