About the only thing the RC51...
About the only thing the RC51 shared with the VTR1000F Super Hawk was the side-mount radiator design. Everything else was brand new from the ground up, designed mostly at HRC and Honda R&D.
The frame was built to withstand the rigors of Superbike racing so its construction was quite beefy and stiff right from the factory, though it was a bit heavy. With 24.5 degrees of rake and 100.5mm (3.96 inches) of trail, the steering geometry was obviously aimed at stability over agility when combined with the short 55.5-inch wheelbase. Honda claimed a dry weight of 432 pounds, but after filling it up with gas, it was more like 489 pounds, making it quite a bit heavier than you'd envision a sportbike to be. Nonetheless, it was competitive with the Aprilia RSV and the Ducati 996, its primary competition at the time (although it was about 50 pounds heavier than Honda's CBR929RR). The 999cc engine was rather thirsty, and its low 28-mpg average meant that even the 4.8-gallon fuel tank only guaranteed a 140-mile range at the most. Throttle response was not quite up to Honda standards on the 2000-01 models, with an abrupt response off closed throttle that would upset handling midcorner.
Readily apparent in these...
Readily apparent in these two shots of the RC51's dash from the original version (left) and the SP2 version (above) is the taller windscreen found on the latter model, developed from experience with Colin Edwards' World Superbike campaigns. LCD bar graph tachometer is very difficult to discern at a glance, in daylight or nighttime. The SP2 Showa fork had spring preload adjusters with no lines to signify setting, so you had to remember how many turns you were set at.
In '02, Honda released a new SP2 model that featured a host of upgrades, most of them directly from the race kit for the SP1 model. It made about five more horsepower, much of that due to the larger 62mm throttle bodies and redesigned cylinder head porting. Remapped fuel injection curves and finer 12-jet injectors helped eliminate the previous throttle response problem. Other major changes included sharper steering geometry, with the rake pulled back to 23.5 degrees and trail shortened to 94.6mm (3.7 inches), and each side radiator equipped with its own fan to address the overheating issues that plagued the SP1. The new swingarm was basically the SP1 race kit model, stretching the wheelbase by 16mm while adding rigidity and cutting weight in the process. The SP2 model had a taller (1.2 inches) windscreen developed from Colin Edwards' World Superbike mount, as well as redesigned mufflers for less weight. All told, the SP2 dropped about eight pounds in the process
Those who spent time on both the SP1 and SP2 report that the differences were noticeable, with the sharper handling and better fueling the most apparent. While the Honda may not have been the sexiest bike ever produced, it does exude a certain purposeful look. Without trying too hard it looks like a race bike should.
The $9999 retail price only lasted one year and by the time the 2001 models were released, the price had already bumped up to $10,999. In 2004 the price increased to $11,599 and then to $11,999 in 2006. In looking at the current NADA retail prices, one might notice that the RC has done better than the Honda one-liter CBRs. Currently the original SP1 models are showing a retail of $4500 moving up to $5260 for the '02 SP2. The last year of production (2006) shows a current retail of $8825.
 Because World Superbike regulations...  Because World Superbike regulations required the use of stock EFI throttle bodies, the SP2 version was fitted with these huge 62mm units as standard equipment. Together with different cylinder head porting and revised fuel/ignition mapping, the larger throttle bodies gained about five horsepower over the original RC51, while also smoothing out its throttle response. |  The SP2 received a lighter...  The SP2 received a lighter aluminum subframe that dropped a little over a pound, along with a repositioned rear shock reservoir to allow more room for racing exhausts. |  The SP2 version's new swingarm...  The SP2 version's new swingarm is basically the racing kit piece from the SP1 model. Formed from mostly stamped aluminum sheet, it weighs almost two pounds less than the old unit, and is also 16mm longer while adding rigidity in the process. |
Since the annual production of this bike was fairly low, it did not attract the typical aftermarket supplier's attention when it came to go-fast goodies. This is where Dan Kyle of Kyle Racing (www.kyleusa.com) stepped into the RC51 aftermarket parts arena in a big way. Kyle has been around motorcycles and motorcycle racing since 1973 (those of you long-time motorcycle racing fans may recall Kyle being heavily involved with both Two Brothers Racing and Erion Racing in the AMA Superbike series), and was quick to see this need, establishing himself as a major supplier for the new Honda superbike.
Dan admits that the "RC51 may not be the fastest bike around the track, but the owner usually finishes the day with the biggest smile." We asked Dan about the popular modifications for the Honda and he stated that one of the first parts normally added to the bike is an aftermarket exhaust and a Power Commander. On the SP1, the fuel injection needed some help to smooth out the throttle response and the PC went a long way toward correcting that issue.