Honda RC51 Proved its Performance Potential By Winning The 2000 World Superbike

As the homologation approval period for its limited production RC 45 came to an end in 99, Honda surprised everyone with the announcement that it would introduce a new liter displacement V-twin superbike in its upcoming 2000 model line up alongside the then-new inline four CBR 929 RR. With four cylinder machines still limited to 750cc in superbike racing, the declaration was an obvious sign that Honda had decided the replacement for the multi cylinder route was displacement, however that meant taking on Ducati at its own twin-cylinder game. Naturally the Honda Racing Corporation, the racing arm of Honda of Japan, played a major role in the design of the new twin. The bike was designated the VTR 1000 SP1 everywhere in the world except the United States, where it was known as the RC51. In its very first year the Honda RC 51 proved its performance potential by winning the 2000 World Superbike title with Colin Edwards aboard. Meanwhile in the AMA Superbike series, a young Nicky Hayden just missed out on the title to Suzuki’s Mat Mladin by a slim five points. Edwards grabbed another world title in 02, and Hayden picked up a win in the Daytona 200 on his way to the 02 AMA Superbike championship. Meanwhile the RC 51 was an instant hit with sportbike fans, Its booming exhaust note was its own sound, distinctly different from the Ducati twins, and decidedly unlike any other Japanese production bike. The twin’s HRC heritage could be seen throughout its design and was proudly displayed on the engine cases, And not only did Honda put this works racing replica machine in showrooms, they offered it at an extremely affordable $9999. Compared to the limited production $27,000 RC 45, this Honda was a bargain. The RC51 was snatched up across the country, Although import quantities couldn’t quite be considered production level, it’s rumored that about 2000 were brought into the U.S. in the first year. The aforementioned HRC influence is also evident in the RC 51 engine’s architecture, As with the RC 45 V-four before it, the 90 degree V-twin used gear driven camshafts, an arrangement providing more precise cam timing and better horsepower, but one that’s also very expensive to produce. With such a large bore, big valves could be used, and Honda obliged with 40 milimeters intakes and 34 milimeters exhausts, for comparison the Ducati 996 had 36 milimeters intakes and 30 milimeters exhausts. Even the engine fueling system was racing-spec, the Honda PGM-FI used a pair of 54mm throttle bodies, while at the time of its introduction its twin-cylinder competition used smaller units. Honda also went with 2 injectors per cylinder, all the others had a single injector per jug. Running a big V-twin involves certain long term reliability concerns, as the cases undergo tremendous stress at five figure RPM levels, so the RC51 was restricted to a relatively low 10,000-rpm redline, with a rev limiter stopping the party shortly thereafter at 10,200rpm. In addition to the restrictive stock mufflers, the artificial rpm limitation kept the showroom-stock bike down to about 118 horsepower at the rear tire.
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[@user-zb5oo6so2i]

Beautiful legendary machine

[@Audfile]

Wish they still built these. More V's, more twins, enough inline 4's. Character >>> horsepower.

[@GC-xy2ec]

Meh...it's a Honda..old man's bike 😅

[@FawazKc-hu1xu]

You definitely 12yo

[@GC-xy2ec]

Old man riding honda😂

[@dredgewalker]

Riding an old man's bike requires more skill and balls than todays bikes.

[@Audfile]

​@GC-xy2ec you couldnt handle that bike. Also, that bike is BEAUTIFUL. Enjoy your ratted out rained on R6. You're not insulting anyone, pretty bad at trolling, honestly. We all just think you were dropped on your head at some point. Probably on your bike.