Driving report Honda VTR 1000 SP-2

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Driving report Honda VTR 1000 SP-2

Game 2

The first VTR 1000 SP had more success at the Superbike World Championship than it did in sales. With the second edition, Honda wants to win at both gaming tables.

Danger! This engine is the perfect low loader. It sounds like a teddy bear turned into a jet engine, pretending that it couldn’t grate a rubber sausage off the rear tire. Pulls steadily, quickly, but completely calmly until just before the eleven-thousanders. Doesn’t rumble around, doesn’t make a big impression. And tempts you to underestimate it.
Which causes a lot of tingling and excitement on the approach to the next bend. Because it is there so quickly, as if the 999 V2, while grumbling in a friendly manner, stole 150 meters straight. It is high time to pull the brake lever just as briskly as before on the throttle, to brake far into the bend in order to master the situation with a lot of “ojojojoj” and incline-saving hanging-off. Uff! There are motorcycles that sound so exciting that their riders often brake too early. The new VTR 1000 SP-2 does exactly the opposite. The right braking point is somewhere in between.
A clear look at the technical data, clear of psycho-acoustic phenomena, could have warned you. Because in the new Honda works the most powerful V2 with 135 hp, which is offered in the price range between 20,100 euros. For this sum there is a Ducati 998 S. And on paper it has only one horsepower more than the SP-2, which costs 14,590 euros. Although the predecessor SP-1 already shone with ample performance and impeccable manners, the engine of the new one was revised again. The engineers at Honda’s own racing motorcycle manufacturer HRC, who developed the VTR, have given it a new injection system with huge throttle valves measuring 62 millimeters and two finely atomized twelve-jet injection nozzles per inlet. In addition, the exhaust channels were shaped differently. This means that the engine has gained 3 HP at its peak, but according to HRC it has a little less power in the lower speed range. Well, that wasn’t noticeable during the presentation on the Almeria race track in southern Spain. Not even with intentionally low-speed driving.
Even the responsiveness of the powerful twin remains very well mannered, which is not a matter of course with such inlet cross-sections. The transition between fully closed and slightly opened throttle valves is quick, but not hectic and, above all, without sudden changes in load. That means something in Almeria. Because the route there is difficult to drive, has numerous curves made up of two or even three different radii, some of which still lead over hilltops. Enough opportunity and necessity to play the throttle in a full angle. A rough engine would completely blow the line.
All in all, the modifications to the engine have no disadvantages, but apart from a little more revving, they probably didn’t bring any serious advantages. However, if you upgrade the SP-2 to a superstock or even a superbike racing motorcycle with kit parts from HRC, you should benefit from the revision, especially the almost arm-thick inlet throat.
All the other important things – ergonomics, comfort and chassis – are similar. Similar, but not the same, because the seating position is just as good for everyday use as it is for the racetrack, or the new windshield offers good wind protection here and there. The changed coordination of the suspension elements also ensures a full driving experience on all roads, as the front and rear suspension are better synchronized than on the SP-1. The slight extension of the wheelbase due to a longer, lighter, yet stiffer swing arm may also play a role. Otherwise is this swing arm ?? a technical treat, by the way ?? Exemplary for many parts that are new to the SP-2, yes for the motorcycle as a whole: Their qualities can hardly be explored without racing adhesive tires and the appropriate driving use. Or is there a driver who, during a leisurely tour in the Black Forest, feels that an already stable frame has become even more stable, a solid swing arm even stiffer, and a powerful steering head bearing even larger in diameter? Not? Just. What’s more, he won’t even be able to appreciate and assess it with series tires on the racetrack.
For the time being, the SP-2 leaves it at that to convey an impression of absolute stability and chassis smoothness. Super easy handling is not her thing. You shouldn’t expect suspension comfort like on cloud nine from her. To do this, she completes the entire sporty exercise program – sharp changes in lean angle, whether in a 60 km / h chicane or over 140 things, full acceleration from a 180-degree right-hand curve, hard braking down from 255 to almost 80 km / h – completely unmoved. It even sweeps over hilltops with full use of its many horsepower, without being provoked to more than one or two harmless stirring movements in the steering. Even if the driver deliberately sits far back during this exercise, the rashes remain harmless.
Ultimately, the only thing that bothers you is the fact that the fork dips too quickly when braking. However, as already indicated, this is not due to the SP-2’s springs being too soft, but to insufficient progression. On the other hand, a little more oil in the fork, i.e. a smaller air cushion, can do a lot. If it has to be for filing the last half second.
W.To make the special position of the SP-2 as a hiker between the race track and the country road particularly clear, Honda is offering the first 2000 buyers in Europe the so-called “customer package” as a triple package. The icing on the cake of the “customer package” is certainly the ticket to all Superbike races of the 2002 season, it also contains an original set of stickers from the racing machines and a video about the 2001 season. The order card for the discounted purchase of a Castrol Honda team jacket is also very important . Not because it’s for everyone to run around as an advertising pillar for Honda. But it would be easier to sneak into Honda hospitality when attending a superbike race. The guys there cook really well. And the inevitable excess weight on the way home is easily borne by the SP-2. This is an official MOTORRAD test result. The hospitality was also in Almeria.

Technical data – Honda VTR 1000 SP-2

HONDA VTR 1000 SP-2 data engine: 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, Ø 62 mm, engine management, secondary air system, E-starter, three-phase alternator 329 W, battery 12 V / 10 Ah. Bore x stroke 100 x 63.6 mm, displacement 999 cm³, compression ratio 10.8: 1, rated output 99 kW (135 PS) at 10,000 rpm, max. Torque 102 Nm (10.4 kpm) at 8000 rpm Power transmission: primary drive via gears, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 40:16. Fork, sliding tube diameter 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm with upper pulls made of aluminum profiles, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, four-piston calipers, floating brake discs, Ø 320 mm, disc brake at the rear, Ø 220 mm, single-piston caliper, cast aluminum wheels 3.50 x 17; 6.00 x 17 tires 120/70 ZR 17; 190/50 ZR 17 Chassis data: wheelbase 1420 mm, steering head angle 66.7 degrees, caster 95 mm, suspension travel f / h 130/120 mm. Dimensions and weights L / W / H 2040/725/1145 mm Seat height 820 mm Weight dry 194 kg Tank capacity / reserve 18 / 2.5 liter warranty two years with unlimited mileageColors white / blackPrice including VAT 14,590 euros

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