[RC51-swampy]

Silly question perhaps but I have browsed elsewhere and figured that you guys may know the answer...

Who was the chief designer of the RC-51?

Also do you know where there is a write-up about the design concept and/or development?

[CBR400RR]

Originally Posted by RC51-swampy

Silly question perhaps but I have browsed elsewhere and figured that you guys may know the answer...

Who was the chief designer of the RC-51?

Also do you know where there is a write-up about the design concept and/or development?

Here you go.

2002
VTR1000 SP-2
PRESS INFORMATION
Introduction
Honda’s dynamic VTR1000 SP-1 (also known as the RC51) debuted on the world sports bike scene in 2000 accompanied by a dynamic assault on both the World and AMA Superbike titles by its HRC-tuned racing version. That season witnessed the SP-1 running with the leaders its first year in production and finishing the season with a crowning victory in the hands of 2000 World Superbike champion Colin Edwards. Out on the roads, the SP-1 also received a warm reception and countless accolades from both riders and the motorcycling press for being a dynamic production motorcycle with real world circuit potential as a Super Sport riding machine that could be fully homologated for BOTT and World Superbike competition. HRC has, of course, been extremely successful with the race-focused
modifications it has made to the SP-1, and after winning the 2000 World Superbike championship its first year out, this machine is also currently performing well in the 2001 WSB series as of the date of this new model introduction. However, the full range of intensive modifications made by HRC to the SP-1 over the course of its first racing season adds up to a package of performance that is almost completely out of the financial range of all but the most heavily sponsored racing teams, never mind week-end racers. And the vast difference in technology and performance that eventually resulted between the two versions can’t help but make the production bike look a bit like a ‘sheep in wolf’s clothing,’ even though its street performance rates among the top production motorcycles around. On the other hand, it turns out that very few SP-1 owners actually modify their bikes with the race kits that HRC has made available. Most owners instead seem to have a more down-to-earth assessment of their own needs and desires, and prefer a motorcycle that’s easier to live with over the long run, with more in the way of long-term creature comforts rather than hard-edged
performance. Interestingly, among the most widely voiced desires from actual owners concerned better wind protection, better riding comfort, and better fuel economy, with concerns about its racing prowess rating much farther down on
the list than initially expected. Still, for those with a burning desire to explore the SP-1’s outer limits of performance, performing the extensive modifications to its frame, swingarm and other critical components in order to further increase its competitive edge would not only be difficult for most individuals, but also prohibitively expensive, so a way needed to be found to bring the SP-1’s full racing potential and most advanced technology within the reach of those riders who want to race, and provide easy access to a race-ready motorcycle at a reasonable price. Thus, with all these desires in mind, the VTR1000 SP-1’s development team set out to create a new generation of its successful V-twin Super Sport. One that can satisfy the desires for greater performance potential by bringing it more in line with the achievements of the Works Superbike racers, while simultaneously improving upon its day-to-day riding comforts. The dynamic result of these efforts is a new standard of V-twin Super Sport performance, and one that will retain its charms for many years to come. Introducing the new VTR1000 SP-2. The new successor to the World Superbike crown… and a pretty nice motorcycle any way you look at it.
Development Concept
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 new 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 new version could be more viably championed in racing events at near-Superbike levels of performance… and all without draining the
bank accounts of those wanting to race it. Also, while calls for greater ‘excitement’ were carefully considered in the new 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 new swingarm and the frame’s stronger new 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 realize smoother, stronger and more responsive power output. Incorporating detailed refinements based on feedback from the real HRC racers, the new 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 new SP-2—is to extend the greatest riding
enjoyment to the widest possible range of riders. Thus, the new 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 new 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.
Styling
Fundamentally unchanged from the dynamic look of the SP-1, the SP-2’s striking bodywork features only two significant changes. First is a new windscreen that copies the shape of Colin Edwards’ championship World
Superbike Works racer. Approximately 30mm taller than the SP-1’s shield, it provides a wider range of coverage at high (or racing) speeds, as well as an impressive high-performance look. The next notable change is a new set of more compact and angular front and rear indicators, which now fall in line with the other high-performance Super Sports in the Honda stable to provide a uniform mark of sharp distinction.
Coloring Concept
The new VTR1000 SP-2 will grab attention on the roads and circuits of Europe in a striking new white and black variation that unmistakably takes its cue from the distinctive look of the 2001 world champion Castrol-Honda
World Superbike Works machines. The design includes the eye-catching grey lines of a giant Honda Wing mark dominating its sides, which feature a gradated pattern that grows darker toward the bold ends of their stripes. The
black seat and tail cowl, featuring large, contrasting white ‘number display’ patches, is balanced by a black lower body pan with a dark red ‘VTR’ line slashing provocatively between the two.
Colors
_ Ross White (with Black)
2002 VTR1000 SP-2 – E8
Engine
The new SP-2’s powerful 998cm3 DOHC 8-valve V-twin engine has received only minor upgrades from its high-performance SP-1 base model, as the main thrust of its 2nd Generation development concentrated on improvements to
handling and frame rigidity in order to boost the credibility of the SP’s racing pedigree. Still, even though the engine underwent only minor modification, the resulting improvements in its performance and operating ease can be
easily felt by anyone familiar with the SP-1, not only racers or professional riders. And its enhanced response and riding ease translate directly from road to track and back again. The SP-1’s 54mm fuel injection throttle bodies have been upgraded with larger new 62mm stacks, the same units used on HRC’s championship Works racers. New 12-jet twin injectors also replace the 4-jet units used in the SP-1 to produce finer fuel atomization that results in smoother, more responsive throttle performance and faster, more efficient combustion for stronger power output. On the exhaust side, newly designed exhaust ports now feature a Works derived shape for faster exhaust velocity and combustion chamber evacuation, which plays a major part in the new engine’s increased power output. The exhaust system was also modified with a new taper in the tubes feeding into the silencers to realize smoother, more enhanced drivability. The SP’s large,
canister-style silencers have also been lightened with thinner-wall stainless steel plate, and even their mounting bands were replaced with lighter weight pieces. Other detailed engine improvements include a new shot-peening process
applied to the piston wrist pins, which results in a longer-wearing surface that’s more resistant to scoring.
All these modifications to the SP’s engine performance add up to a sizeable 4PS increase in maximum power output and a stronger, more breathtaking surge of acceleration.
Chassis
The SP-1’s basic chassis design and construction were intended from the start to provide competition-level performance, and therefore a high level of handling and cornering control on par with the best road-going sports bikes.
However, subsequent improvements carried out by HRC in its pursuit of the Superbike crown soon left the production model quite a ways behind in terms of cutting-edge technology and peak handling performance, and the cost of
bringing the machine up to comparable levels of competitive performance would prove to be prohibitive to the average weekend racer on a typically tight budget. Honda’s solution? To incorporate as many of HRC’s latest developments as possible in the 2nd Generation SP-2 while still managing to keep its costs well within the reach of the average sport bike rider. Improving upon the SP-1’s already excellent balance of rigidity required several major modifications which, taken all together—and in some cases individually—would be far too expensive to be performed by anybody but the factory or a fully equipped professional race shop. Starting at the front, the frame’s forged aluminum steering head stem and upper bearings were increased in diameter for a wider bearing surface area that assures more precise control. As for the construction of the SP’s diamond-configuration twin-spar aluminum frame, its front engine hangers were changed from cast to press forged pieces and extended downward in length for a more solid grip on the engine and a greatly enhanced overall balance of rigidity. The frame’s forged rear engine hangers are also newly designed, and these combined changes
alone added up to a 740g reduction in frame weight coupled with more assured, race-ready handling.
The frame’s upper rear cross-member, which joins together the upper pivot plates, features specially modified wall thicknesses for both lighter weight and enhanced rigidity. Attached at this point, the box-section tubing of the seat rail
was also redesigned and reduced in wall thickness for another 500g reduction in weight.
New Press-Forged Aluminum Swingarm
If there’s anything that really sets the new SP-2 apart from its predecessor, it is without a doubt its all-new press-forged aluminum swingarm. Designed entirely by HRC for its Works Superbike racing effort, this new swingarm delivers aggressively responsive racing-class performance that translates equally well to top performance on the open road, and especially back road twisties. Featuring a simply monstrous-looking, multi-angled press-forged pivot section and right-side arm, and a hefty Yagura-braced extruded box section spar on the left, this new design is not only stronger and more resistant to the torsional stresses of intensive road and track riding—especially acute if the machine is mounted with racing slicks—it is also, amazingly, 700g lighter than the ‘smaller’ unit it replaces. This new swingarm is also now mounted to the frame with a new, smaller-diameter swingarm pivot bolt (reduced from 25mm to 20mm), which slips into a close-fitting steel sleeve to provide greater combined rigidity while achieving a 190g reduction in weight

[RC51-swampy]

thanks man

[CBR400RR]

Here is some more information.
Honda Meets Woody Woodpecker

By Dirck Edge
This is a Honda press release regarding a unique sponsorship agreement between Honda's U.S. motocross and road race teams and Universal Studios. This agreement, in MD's opinion, is perhaps the best evidence yet of the growing acceptance of motorcycle racing in the U.S. as a mainstream, family-oriented sport. We hope this is the beginning of a trend.
UNIVERSAL STUDIOS CONSUMER PRODUCTS GROUP TEAMS-UP WITH HONDA MOTORCYCLE RACING TEAMS FOR SPONSORSHIP AND REPRESENTATION AGREEMENT
Agreement will highlight Universal Studios' Woody Woodpecker as Honda's Official Team Mascot and also feature Jurassic Park 3 in 2001.
Torrance, Calif. December 8, 2000 -- American Honda Motor Co. Inc.'s Motorcycle Division today announced a unique Honda Racing Team sponsorship and exclusive representation agreement with Universal Studios Consumer Products Group (USCPG).
The companies have formed an innovative motor sports relationship. The multi-year partnership creates a sponsorship that will feature Universal Studios' character Woody Woodpecker as Team Mascot for both the Honda Motocross Racing Team and the Honda Road Racing Team. Universal Studios will become the primary racing team sponsor for two motocross and two road racing events in 2001 and 2002. Additionally, Universal Studios will represent the merchandising and promotional rights to Honda Racing Team's motocross riders, Sebastien Tortelli, Ezra Lusk, Ryan Hughes and road race riders, Nicky Hayden and Miguel Duhamel.
Feature-length Universal Studios films will be showcased with special designs on the bodywork and uniform of one Honda Racing Team bike and rider for each of the selected races. Although the specific races have not been determined, Jurassic Park III, the third chapter of one of the most successful film franchises in Universal Studios’ history, scheduled for release on July 18, 2001, will be featured on the 2001 Honda Racing Teams. The development and implementation of the global merchandising program for The Jurassic Park franchise has to date resulted in over $2.5 billion in retail sales and over $250 million in promotional media support.
"We are very pleased to bring Universal Studios into the Honda racing family," said Ray Blank, vice president of Honda's Motorcycle Division. "As leaders in our respective industries, Honda Racing and Universal Studios will see 'Performance First' reach new heights in the coming years."
The selection of the feisty red-headed Woody Woodpecker as official Team Mascot is a perfect compliment to the Honda Racing Teams featuring the Red Riders. During the 2001 and 2002 racing seasons, Woody Woodpecker will be featured in AMA sanctioned (American Motorcyclist Association) Honda factory racing efforts in Super cross, national motocross, and national road racing competition. A special Woody Woodpecker/Honda Racing Team logo has been developed and will be featured on the CR250R, CBR600F4i and RC51 racing bikes, the racer's uniforms, the Racing Team trucks and promotional materials.
"Cross-licensing between entertainment and motor sports has been a very successful combination for Universal," said Elliot Lederman, vice president, licensing and sports, Universal Studios Consumer Products Group. "Universal has had successful programs with NASCAR Champions Jeff Gordon and Bobby Labonte, NHRA Funny Car Champion, John Force and Formula One Champions, WilliamsF1. We are very proud to have the opportunity to sponsor and represent Honda, the winningest team in motorcycle history."

[skwyd]

do you know if the designer was right handed or left?

[slickwill]

Originally Posted by skwyd

do you know if the designer was right handed or left?

No but I did give Woody a place on my bike. Gained 3.3hp the moment I stuck him on there.

[skwyd]

did it get any lighter with the bernoulli-esque caracteristics he provides?