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Driving report Honda RC 211 V and RC 211 V Evolution
Head to head in MotoGP
Two generations of the MotoGP Honda RC 211 V: Nicky Hayden’s (69) world champion motorcycle and Dani Pedrosa’s previous year’s model (26). Matthias Schroter, head of testing at PS ?? The Sport-Motorrad Magazin was allowed to drive both for MOTORRAD. A direct comparison. Above all, it allows one conclusion: Dani Pedrosa becomes world champion in 2007.
Happy ending in Valencia. Yamaha works rider Valentino Rossi involuntarily made Honda rider Nicky Hayden a champ. Forgive and forget the faux pas of the young Spaniard Dani Pedrosa, who had popped Hayden’s motorcycle in the previous race, dried the tears of anger of his teammate “Kentucky Kid”, who after this incident preferred to call Pedrosa “this guy”.
So this boy. Of which the entire guild is terrified. Rossi included. He punishes him with disregard. Not with words. But praises Hayden. Sees Casey Stoner and Shinya Nakano to be the toughest competitors for next year. May be anything. But this serious and introverted looking Dani Pedrosa, the counterpart to Valentino Rossi, the eternally funny exceptional talent, will probably put everyone in fear next year. In 2006 he was MotoGP Rookie of the Year and next year he is a candidate for the title. Mike Leitner, his chief technician, lays the scent: “We practically drove Max Biaggi’s material from 2005. First year in MotoGP class, new motorcycle, new tire brand ?? enough to learn for Dani. From the middle of the season we could have had the same material as Hayden. But we didn’t want to. «You have to let that melt in your mouth. Pedrosa won two wins, two second and four third places in his first season on a used RC 211 V from Mr Biaggi, who ultimately fell out of favor with the Honda Racing Corporation HRC because of eternal whining about that particular motorcycle.
The little Spaniard managed to fine-tune the motorcycle with the ultra-powerful V5 engine to his 250cc driving style. So front-heavy, very agile steering over the front wheel, yet stable in maximum lean angle, as Pedrosa loves enormous cornering speed. These praiseworthy qualities of the Pedrosa Honda are also accessible to a racing enthusiast, even though the physical prerequisites for the ride on last year’s cannonball are extremely poor. Dani, a modern jockey, measures just 1.59 meters and weighs just 49 kilograms. The author in full gear is double that. So the suspension setup fits well, the arrangement of the footrests ?? extremely high, extremely far back ??, the handlebars and the tight, Pedrosa seat, on the other hand, not at all. In order not to let the schadenfreude get too great for the inclined reader: Any normal person would have his or her hardship with this motorcycle. Around 250 PS strong, roughly as compact as a Yamaha YZF-R6 and equipped with a rear wheel that immediately mounts at the first attempt at ambitious braking and delivers subtle blows. Not an easy job. Much more stable, because it is harder and more neutrally balanced, life is much better on Hayden’s RC 211 V with the suffix “New Generation” or “Evolution”. It offers a slightly higher seating position and significantly deeper rests. Finally it is possible to brace yourself halfway into the pegs when accelerating so that the Honda is not completely defenseless.
2snap
Nicky Hayden after winning the 2006 title.
No, basically it is not an art to move the two different Hondas around the angular course in Valencia in a halfway honorable way. These motorcycles drive as nice and easy as you are used to from a Honda CBR 600 RR, for example. ‘So that you get breakfast rolls? No problem, «is how colleague Mini Koch used to describe the RC 211 V so aptly in previous years. Even if their infernal noise would quickly cause trouble with the neighbors.
Subjectively, Hayden‘s more compact, lighter and even more powerful Evo engine sounds a tad more brutal than Pedrosa’s 2005 engine. This can also be related to the fact that Hayden’s motorcycle accelerates more aggressively, more spontaneously than Pedrosa’s V5, which acts as soft as butter. »Rain map«, says Leitner, »Dani drives with the engine characteristics on wet slopes, but the full power is available.« How much exactly? He smiles and is silent. It should be over 250 hp at Hayden. According to insiders, the only real HRC factory driver received at least five expansion stages in the past season. And a longer swing arm. Not to forget the modified traction control: the throttle valves of the two rear cylinders of the Evo engine are operated by an electronic servomotor, the front cylinder bank directly via the throttle cable. According to the HRC, this should enable more precise control of the »wheelspin«, in German rear wheel slip. Nevertheless, Hayden struggled with traction problems and quickly wearing clutches for a long time.
For a normal mortal, this is not understandable. Hayden’s motorcycle doesn’t feel as extraterrestrially alive when turning as Pedrosa’s, but it looks extremely stable. The Michelin slicks build up gigantic grip, do not try to stand up and defend themselves against turning. Simply divine angling, aim at the line, and the Honda piously follows the idea of its deeply impressed driver. No, he has never ridden such a combination of handling, accuracy and lightness to date. Because even after applying the gas, the Honda does not rear up and does not want to be kept on course with force. It remains in the necessary incline and presses on incredibly tight lines to the next turning point. Dani’s carbon fiber brake discs speak again
something more spontaneous, which saves energy.
In contrast to normal racing motorcycles, including superbikes from the world championship, the stress for the inexperienced RC 211 V driver does not begin in no matter how wild of twisting curves. A very easy exercise compared to accelerating, no matter how short the straight line is. The arrival of both Hondas is shocking, breathtaking, indescribable. An anti-wheelie control prevents the back flip, but it still takes a lot of strength to somehow hold on and at the same time get behind as little as possible
of the minimalist windshield. Only after halfway down the start-finish straight in Valenica was the head free again for very elementary things: breathing. Deep and even.
Technical data – Honda RC 211 V Evolution
engine
Water-cooled 75.5 degree V5, bore x stroke: 76 x 43.6 mm (not confirmed),
989 cm3, four valves per cylinder, power: over 250 hp (183 kW), maximum
Torque: k. A., electronic engine management with slip control and
Anti-wheelie control, anti-hopping clutch, six-speed cassette gearbox with automatic gearshift, hydraulically operated multi-plate dry clutch.
landing gear
Light metal bridge frame, tank capacity 22 liters, weight 148 kg without fuel,
Magnesium forged wheels, size f / h 3.5 x 16.50 “and 6.25 x 16.50”, tire dimensions f / h 12 / 60-420 and 19 / 67-420, length 2050 mm, wheelbase 1440 mm, steering head angle and caster k. A., Front brake double disc (carbon fiber), four-piston-
Radial fixed calipers, rear single disc (steel), two-piston fixed caliper.
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