Honda VTR1000 SP-2
Based on feedback from the V-twin VTR Honda racers, the 2003 SP-2 incorporates
many detailed refinements drawing upon the intimate trackside knowledge
of Honda Racing engineers. The SP-2 is born from the championship success
of the VTR1000 SP-1 which won the 2000 World Superbike Championship, the
Le Mans 24 hour endurance race, the Suzuka 8 hour and the TT formula 1 in
its debut season.
Honda VTR1000 SP-2 Engine
Honda VTR1000 SP-2 Transmission
Honda VTR1000 SP-2 Dimension & Weight
Honda VTR1000 SP-2 Wheels, Suspension, Brakes
Honda VTR1000 SP-2 Design Concepts
In setting out to develop the 2nd Generation successor to the SP-1,
its development team first consulted closely with the racing engineers
at HRC. They singled-out all the major points where improvements could
be (and had been) made, and then searched for ways to apply these changes
to the production machine in a way that would not only improve upon its
established sporting potential, but also make such a dramatic leap in
performance that the version could be more viably championed in racing
events at near-Superbike levels of performance, without draining the bank
accounts of those wanting to race it. Also, while calls for 'greater excitement'
were carefully considered in the configuration, the team carefully side-stepped
the sort of all-out performance that might leave the majority of riders
behind with a feeling of it being even harder to enjoy. So improvements
to its long-term riding comfort and ease of use were also top priorities.
A tall order, to be sure, but if anybody could do it, Honda could, and
has.
While the SP's external looks haven't changed that much, its actual feeling
of rigidity and responsive control has been radically upgraded. Its most
noticeable changes can be seen in its swingarm and the frame's stronger
engine hanger forgings, which are all virtually the same as that featured
on the Works machines. Not so easily seen, though the results can certainly
be felt, is the work that was also concentrated on the SP's fuel injection
settings in order to realise smoother, stronger and more responsive power
output.
Incorporating detailed refinements based on feedback from the real HRC
racers, the SP-2 should probably not be compared with its predecessor,
but instead directly compared with HRC's Superbike racers. As always,
the main idea behind the SP 1-and SP-2-is to extend the greatest riding
enjoyment to the widest possible range of riders. Thus, the SP-2 doesn't
require the highest levels of riding skill to take advantage of its excellent
balance of performance. Its ride is exciting and aggressive, but not too
narrowly focused, so it provides far greater riding satisfaction over
the long run. In fact, the SP-2 feels so good on a winding road that it
makes up for long hours of city traffic just getting to those roads to
enjoy it.
Honda VTR1000 SP-2 Features
An image of power
The VTR1000 SP-2 delivers an exhilarating racing-class image with looks
to drool over. Its aggressive racing-class response translates equally
well to top performance both on the track and on the road.
Mind blowing torque
The SP-2's power plant, a 999cm3 DOHC 8-valve V-twin engine delivers a
sizeable 4PS increase in maximum power output and a stronger, more breathtaking
surge of acceleration. Newly designed exhaust ports feature a Works-derived
shape for faster exhaust velocity and combustion chamber evacuation.
Superbike handling
Precise control is assured via the SP-2's diamond-configuration twin-spar
aluminium frame, which houses a 'combined Pivot' for the swingarm, which
itself attaches to the engine for race-ride handling you expect.
New style swingarm
If there's anything that really sets the SP-2 apart from its predecessor,
it is without a doubt its all-new press-forged aluminium swingarm which
delivers aggressively responsive racing-class performance.
Real stopping power
Wide-diameter, 320mm dual floating front discs stopped by responsive 4-piston
callipers provide the necessary bite.
The VTR1000 SP-2's front calliper mounts incorporate removable stays
that accept a wide range of replacement callipers. Similarly, HRC's familiar,
five-spoke, U-section cast alloy wheels accept a wide choice of racing
slicks and road-legal rubber.
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