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Driving report Harris-Honda VTR SP-1
Made up
The English suspension specialist Harris had Honda’s superbike road offshoot VTR 1000 SP-1 not only a suspension upgrade, but also a garish optic tuning ?? intended as a toy for men who already have everything.
Chassis flop, engine top: The Normalo-SP-1 has little in common with Colin Edwards laurel-wreathed world champion bike, even if the 130 hp engine is impressive. The logical next step is to help the Nippon super sports car with fine suspension elements, light wheels, carbon fiber cladding and a snappy high-end braking system without affecting the engine itself. On winding, bumpy country roads, this is more promising than looking at a rarely usable plus in top performance, said Steve Harris in the interview.
That doesn’t mean that the Harris-SP-1 appears shy. Even at first glance, the twin, painted in the look of the in-house racing superbikes, looks like a hand-made one-off piece, far removed from the rather factual habitus of the original. Although the standard VTR 1000 SP-1 already looks sporty, it is easily topped by the Harris product, because the racing freaks from the island generously reached into the box of heart-warming precious parts. Spring elements from Ohlins, AP six-piston brake calipers, Marchesini rims or the carbon fiber cladding are just a few of the ingredients. If you study carefully you will find a wealth of delicious details that add up to a motorcycle for men who already have everything? that is the philosophy of Steve Harris. He imagines his clientele to be Ferrari enthusiasts, people who, in his opinion, have a lot of money and like beautiful things without squeezing their well-equipped, high-tech toys to the limit. That seems logical, after all, the fully upgraded Harris-SP-1 costs 65,000 marks – not exactly a bargain given the natural 999-cm3-V2.
But the prestigious piece keeps what the effect-seeking replica look promises: Under the Anglo-Japanese, even badly mended asphalt turns into a smartly slicked slope. Fine-looking spring elements that defuse severe bumps, but still provide enough information to the pilot’s popometer, ensure an almost intimate relationship with the road surface. In addition, the fully adjustable 48 mm Ohlins fork prevents abrupt diving during brute braking maneuvers with its rich damping reserve. The same applies to the fully adjustable rear shock absorber including height adjustment: Even when accelerating fully, the solo athlete’s hindquarters do not go to the diving station.
The urge to move forward is sweetened by the automatic switch with ignition interruption. When upshifting, the gas can stop completely, there is no need to grip the clutch, a brief twitch of the tip of your foot is sufficient. Only the minimally changed pitch of the full, rumbling V-Twin accentuates the gear changes, an interruption of the acceleration process is practically not noticeable. And this is even more vehement compared to the standard SP-1, among other things because of the hand-made exhaust system: manifolds with a 15 millimeter larger diameter and carbon rear silencer with a generous passage allow the V2 to pound cheerfully and should be used over the entire speed range for that or take care of other extra horses. Harris says the peak power is 130 HP on the rear wheel, i.e. around 140 HP on the clutch. Since the series injection program was retained, the more powerful engine continues to react softly and sensitively to the finest gas commands. The same applies to the elaborate braking system with AP six-piston brake calipers, which are sensitive to the floating 320 mm discs and can still provide extreme deceleration if necessary.
HArris fans with limited financial resources can upgrade the precious parts little by little ?? and save your budget by selling the original parts. The offer ranges from the tinted windshield for a good 160 marks to the fairing for 1400 marks to the two-in-two exhaust system for 2200 marks. So there is enough choice to gradually pave the way for even less well-heeled enthusiasts to become men’s drivers.
Technical data – Harris-Honda SP-1
Engine (Honda VTR 1000 SP-1): water-cooled two-cylinder four-stroke 90-degree V-engine, transverse crankshaft, two overhead, gear-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, electronic intake manifold injection, 54 mm, engine management. Bore x stroke 100 x 63.6 mm Displacement 999 cm3 Nominal output (rear wheel) 96 kW (130 PS) at 9700 rpm Power transmission: Hydraulically operated multi-disc oil bath clutch, six-speed gearbox with automatic gearshift, O-ring chain Chassis: Bridge frame made of aluminum profiles, load-bearing motor, Ohlins Upside-down fork, guide tube diameter 48 mm, adjustable spring base, rebound and compression damping, two-arm swing arm with upper pulls made of aluminum profiles, Ohlins central spring strut with lever system, adjustable spring base, rebound and compression damping, AP double disc brake at the front, six-piston calipers, floating brake discs, 320 mm, Harris disc brake at the rear, two-piston caliper, 220 mm. Tires 120/17 ZR 17; 190/50 ZR 17 Chassis data Steering head angle 65.7 degrees, caster 100 mm, wheelbase 1404 mm. Dimensions and weights Seat height 810 mm, dry weight 185 kg, tank capacity 18 liters. Price approx. 63,500 Marks Contact: Harris Performance, Telephone 0044 1992532500
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