Rc51
RC51
Honda makes believers out of us
BRIAN CATTERSON
JOHN KOCINSKI ONCE SAID THAT IF YOU DON'T SCARE YOURSELF GOING into Turn 10 at Laguna Seca Raceway, you're not going fast enough. The downhill approach is mostly blind, so there is little indication of the camber that works in your favor past the apex of the corner. You have to learn to believe in yourself, and ignore what your instincts are telling you: "Slow down, man, you're going too fast!"
I should have listened. After taking a couple of easy laps to warm up the Honda’s tires, I began adding speed in preparation for what was sure to be a memorable session. As it turned out, it was, but for reasons I’d rather forget. Entering Turn 10,1 eased off the brakes, bent the bike into the comer and WHAM!, I was down, skidding across the pavement into the muddy mnoff area.
\ Damage assessment: one broken handlebar, one soiled set of leathers, one bmised ego.
Good thing I was on a VTR1000F Super Hawk, not an RC51.
American Honda’s press introduction for its new VTwin Superbike should have been the most anticipated media event of the year. After all, it would give journalists their first opportunity to sample the cutting-edge creation at the very track the World Superbike circus will visit this summer. Unfortunately, events beyond the company’s control conspired to steal its thunder.
First, solely on the strength of internet rumors and spy photos, dealers were deluged with deposits to the point that the RC51 was virtually sold out even before Steve Anderson’s W technical preview (CW,
December, 1999) hit the newsstands.
Then, to further complicate matters, Honda Canada held its intro a month prior to the U.S. affair, which meant I had in my briefcase a copy of OF s April, 2000, ] issue with “First i Ride: RC51” emblazoned across the cover. “Second Ride: RC51”just wouldn’t have the same ring to it.
Presumably, I could cover the American launch from a different angle, drawing upon my modest Battle of the Twins racing experience to ascertain whether Honda would in fact rival Ducati for this year’s
goingS Phillip Island ctive was pre ing Italoi,hile on staff, Cameron con poster proclaiming, "I lieve." As Pete terHorst introduced the attendees, I sensed a peculiar pres ence-or maybe it was just my old buddy Bubba Shobert, who
along with Spencer, Duhamel and Kurtis Roberts (Nicky Hayden was said to be "at school") personified the marque's 20 years of Superbike rac ing experience. When mild-mannered Press Manager Gary Christopher cited Ducati's success during his market overview, I heard the evil voice of Darth Vader intone, "You don't know the power of the Dark Side." And by the time CW-turned-Honda test rider Doug Toland had completed his tech-
nical briefing, the Borg were collectively chanting in my head, "Resistance is futile, you will be assimilated." Throughout the hour-long presentation, my eyes repeatedly were drawn from the video screen to the pair of RC5 1 s-one complete, one stripped-strategically positioned in the center of the room. While the styling pales in comparison to any-
Ty, the attention to detail is captivating. Case in L-air intake: Rather than route air through twin r side of a single, central headlamp, Honda's verly designed the RC5 1 with twin headlamps central duct that routes air straight through the The elaborate plastic duct pulls double duty as 1light and instrument support. I that it's disguised as a streetbike, the RC5 1 intent. Wherever possible, individual compo ce the racing connection. Witness the "HRC" ng Corporation) logos cast into the engine coy s-colored Showa suspension; the numberplates; -side-only low-beam, which recalls the single sed in the Suzuka 8-Hour. Jhile the RC5 1 `s twin-spar chassis is obviously different from the VTR's trellis job, its seemingly similar 90-degree V-Twin engine has little more in common. Explained Toland, "The only parts that are the same are the countershaft sprocket, the valve stem seals and the valve shims." The RC's 999cc mill features more oversquare cylinder dimensions (100.0 x 63.6mm, compared to the 996cc VTR's 98.0 x 66.0mm), gear cam drive instead of chain, and fuel injection instead of carburetors (its gaping throttle bodies measuring 54mm, compared to 48mm for the VTR's yen turis). Horsepower and torque are up, too, to a claimed 126 bhp at 9000 rpm and 75 foot-pounds at 8000 rpm. I found out just how different the RC5 1 is the next day at the racetrack. The first thing I noticed after throwing a leg over the bike is how tiny it feels. I was immediately remind ed of the NSR500 GP bike I'd once had an opportunity to ride, and that impression only grew stronger underway. But although the RC5 1 is small, there's plenty of room to move around. And despite the clip-ons and rearsets, the riding position is comfortable by sportbike standards, due in large part to the slim fuel tank and the short reach from the seat to
the bars (2 inches closer than on the VTR).
I was included in the first of three groups, and our initial session went swimmingly. Although the track was soaked from overnight rains, the bike’s communicative front end and tractable power delivery instilled confidence, and it took me just a few laps to work my way to the front of the pack. By the end of the 25-minute session a dry line had formed around the 2.2-mile, 11-tum road course, which boded well for our subsequent sessions.
Because I was the first rider to return to the pits, I was instantly accosted by the Japanese designers, who were anxious to know what I thought about the bike. Hard to tell, considering how wet it was, though I did note the throttle response was a tad abrupt in the lower gears and there was too much rebound damping for the conditions.
Concerned faces all around.
The track dried in time for our second session, most of which I unfortunately missed after going horizontal on the Super Hawk. With just seven RC51s to be shared by journalists from seemingly every motorcycle magazine, newspaper and website in the USA, we each had to take a turn on a VTR, and mine lasted less than three laps. As I struggled to right the bike in the mud, I swear it spoke to me. “I see you there, smug in your Italian leathers,” it taunted. “See what you get for doubting Honda!” I spent the next half-hour defiantly cleaning the muck off my gear with an HRC T-shirt.
During the noon lunch break, the technicians swapped RC51s’ stock D207 Dunlops for race-compound GP Stars and adjusted the suspension to suit. Despite ominous clouds, the track remained in good shape, so we all got in productive session.
With precious few dry laps under my belt thanks to the morning’s miscue, I cautiously worked my way up to speed. Yet even in my acutely paranoid state, I found it hard not to be impressed by the RC51. Though the muted exhaust note is uninspiring, the cam-drive gear whine and intense intake honk get your blood boiling at higher revs. Power delivery is deceptively smooth-that is to say, there aren’t any dips or spikes-but acceleration is incredible.
Try as I might, I could not get the rear tire to spin exiting comers; it just hooked up and launched me toward the next comer, the front tire skimming the pavement all the way. The broad powerband and close-ratio sixspeed transmission give you the luxury of choosing between two gears for some comers, which rarely happens with an inline-Four. And the abrupt throttle response that was so bothersome in the wet went largely unnoticed in the dry.
Between the quick-revving engine and the unwavering exhaust note, I found it fairly easy to get into the rev limiter. You need to keep a close eye on the LCD tach, which looks trick but is difficult to read unless you’re tucked in behind the windscreen. Top speed is said to be in the neighborhood of 170 mph (same as the CBR929RR, in spite of having 24 fewer horsepower), but there was no way to achieve such velocity at tight-and-twisty Laguna. I’d tell you the number displayed by the digital speedo going over the blind rise of Tum 1, but I was too busy scouring the horizon for reference points. Suffice to say, it’s fast!
The RC51’s chassis is on the same level as its engine. Its easy flickability belies its conservative steering geometry (24.5 degrees of rake and 4.0 inches of trail, in the interest of high-speed stability) and relative heft (a claimed 441 pounds dry, owing to the stout frame). In typical Honda fashion, the steering is light and neutral, which makes it
surprisingly easy to ground the “hero tabs” on the footpegs-then again, they’re about 2 inches long, to allow for a “soft” touch before something solid hits the deck.
When all was said and done, I only had two minor criticisms. The racing tires and accompanying suspension settings made the ride even stiffer than in the morning, which contributed to some headshake when setting the front end down from a wheelie cresting the rise approaching the Corkscrew. And the brakes could have better feel, even if they afford superb stopping power.
I was really looking forward to our fourth and last session-and then it started to rain. But rather than park the bikes, the technicians quickly fit racing rain tires and turned us loose.
I pulled on the waterproof Ducati jacket I had in my gearbag and was pleasantly surprised by what turned out to be the most enjoyable ses-
sion of the day. The heavily grooved Dunlops afforded so much grip that I could feel them working, like a set of knobbies in a rain-soaked sandwash. The off-road analogy was reinforced by the RC’s engine, which like an Open-class dirtbike let me run it a gear tall to avoid wheelspin. Traction was so good, in fact, that the rear
tire never once slipped, and the bike routinely wheelied off comers. Incredible! I spent the entire session following Toland and laughing inside my helmet.
During the previous night’s press conference, I’d dismissed mentions of Honda’s “Performance First” engineering ethos as mere PR flak. Ditto Duhamel’s, Spencer’s and
Toland’s raves about the RC51; they are, after all, on the payroll. But after riding the bike, I’m convinced it wasn’t just mouth boogie. Honda is dead-serious about winning the World Superbike Championship, and Ducati and the other Italian manufacturers are going to have a tough time competing-not just on the racetrack, but in the showroom, where the RC51 represents the best performance value in its class.
Believe me. □
