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Old 08-13-2008, 04:37 PM
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Default Superbike Planet: RVF's, those flying V-4's

I know some will be more interested in others to read about V-4's but here you go...

Soup ::Vee-Fource: Spencer Remembers The Bikes That Time Forgot :: 08-12-2008


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Old 08-13-2008, 11:06 PM
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great post! thank you sir
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Old 08-13-2008, 11:14 PM
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Joey Dunlop loved the RVF's too.

He was really disappointed when he was given the RC30 as a replacement.

"It's jost a fokken rord-boik!"
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Old 08-13-2008, 11:48 PM
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True... the 1992 RVF targeted the NSR500 on weight and acceleration...
but it only produced 145RWHP not 160HP... the absolute limit HRC found
that a carburated 750 was able to achieve was 150HP... that's why the
RC45 had to be Fuel Injected... it's 47mm throttle bodies were able to
generate 184 RWHP in full race trim and HRC know to the second just
how long it would last too...


Quote Alan Cathcart on the 1992 RVF Works Racer...


"It weighs eight kilos more than Mick Doohan's NSR500, produces close
on 145 bhp and picks up revs like a GP two stroke."

"It's none other than the RVF750 full works bike which Mick Doohan and
Wayne Gardner took to victory in the 1991 Suzuka Eight Hour, and which
Freddie Spencer teamed with Ryuji Tsurata to bring home fourth in last
year's race, after a dazzling performance in practice. Not one of the
'customer' RVFs leased to HRC's favoured privateer teams, therefore,
like the bikes sent here to Britain in the recent past, but a real
piece of Honda history - a four-stroke GP racer that should surpass
anything in the Superbike pad-dock for sophistication and performance.
It will be interesting to compare lap times at Brands Hatch or, even
better, at the British round of the World Superbike series at
Donington in October, by which time Hislop and the Honda Britain Team
will have had the chance to become fully familiar with this fearsome
bit of four-stroke tackle! Having had the privilege of sampling each
version of the RVF annually,since its debut in 850cc from back in
1983(when it took Wayne Gardner to the British IT F1 title), means I
had the chance to ride the bike that's now found its way to Britain
after it had scored its Suzuka success in OK! colors less than two
years ago. Doing so revealed not only how potent, but also how
surprisingly tractable the bike was for the simple reason that my test
took place on a sodden Suzuka track, mirroring the conditions
persisting for most of the race in which Mick en' Wayne took it to
victory, and in doing so, achieved Honda's principal four-stroke
racing target of the year. ultra accelerative,blindingly fast - but
also controllable and responsive to a degree that seemed improbable,
given the output wrested from the distantly street-derived engine.
Qualities which lend them-selves ideally to Isle of Man conditions-
without detracting from the RVF's evident capabilities on short
circuits, as evidenced by its success in the Japanese F1 series'
sprint-length races. In short, an all-rounder perhaps inclined
slightly towards the longer events, whereas its 1992 successor- which
also won the Eight Hour, this time with Gardner teamed with Daryl
Beattie, and which I also rode last year - was consciously slanted
more towards GP-type riding styles and circuits."

"HRC boss Yoichi Oguma confirmed: "Lately, Honda riders always
complained about RVF feeling," said Osuma san, ''but of course (they)
only race a four-stroke just once a year, in Suzuka Eight Hour. So,
even though they began their careers racing four-stroke bikes
developed from street machines, now they are used to 500cc GP bikes.
So, it's natural they ask us to make them an RVF racer that feels like
an NSR. For some years, we tried to produce a compromise machine, but
this year (1992) we gave into their wishes, and made a 750cc
four-stroke GP bike, just as they asked!" Or rather, just as Mick
Doohan asked. Beforehand Honda had consciously been tailoring their
RVF750 development to suit Wayne Gardner's four-stroke-inherited
tactics, but by last season he'd been supplanted at the top of the
Honda totem pole by Mick Doohan. That convinced HRC to change the
bike's design to Mick's quite different style. So in 1992, the year
that Honda's Big-Bang NSR500 brought 170 bhp- plus GP-winning
performance within the mastery of the common man, thanks to its
user-friendly power delivery, the four-stroke RVF went clean in the
opposite direction. It's hard to convey in print just how dramatically
responsive the RVF is in every way to ride. It's a nervous, taut,
highly strung stallion of a motorcycle that at anything above the fast
3,000 rpm idle is just raring to go, barely restrained in its
eagerness to be out there savouring the thrill of the chase. Endurance
racers - even factory bikes like the world title-winning Kawasaki -
have traditionally been long-legged mounts built to go the distance;
the Honda is a sprinter with the vital ingredient of stamina. The
ultra-trick, mega expensive, magnesium- body 40mm Keihin flat-slide
carbs are part of the equation, and are certainly largely responsible
for that arm-wrenching throttle response and the light-switch power
delivery which makes pulling wheelies in any of the bottom three gears
child's play. The RC30's big handicap, as I discovered for myself when
I raced a good kitted one in the Superbike support race at the Dutch
GP last season, is its lack of acceleration out of turns Yet Honda
have persuaded the same basic engine, in RVF form, to explode out of
corners with the venom of a 500cc GP bike."

"It is a remarkable feat. Stack the 'over 145 bhp at 14,000 rpm - just
before the rev limiter chimes in at 14,200 revs - against the 140 bhp
you might be very lucky to see on the last of the HRC-kitted RC30
Superbikes, or the 145bhp delivered by both works Moving Kawasakis and
BYRD Yamahas in the 1993 WSC, and you start to wonder why Honda opted
not to keep the RC30 up to the mark in Superbike terms, if necessary
by Honda engine that seems to homologating power-up parts work fine
and releases an extra like those trick carbs or the like. Perhaps they
quibbled at the at the cost; after all, the sophisticated 4 stroke
technology and leading edge engineering that have transformed the RC30
no-hoper into the RVF world beater didn't come cheap. But, more
likely,they decided to concentrate on developing the bike with the
objective of winning the single most important race in Honda's
corporate calendar, while at the same time employing it as a rolling
test bed for ride on the RC30's successor, aka the RC45."

In conclusion... the RC45 is the closes thing to a 4 stroke Gp Honda you
can own...

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Old 08-14-2008, 01:14 AM
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Quote:
Originally Posted by Red Enough View Post
Joey Dunlop loved the RVF's too.

He was really disappointed when he was given the RC30 as a replacement.

"It's jost a fokken rord-boik!"

that is why his c30 is hanging from the rafter in a IMO bar
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I've never bought parts from you mrgrn. I never will.
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Old 08-14-2008, 02:14 AM
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Quote:
Originally Posted by Busy Little Shop View Post
In conclusion... the RC45 is the closes thing to a 4 stroke Gp Honda you
can own...
I'm glad you put the qualifier word "Honda" in that sentence. Wise move.
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Old 08-14-2008, 05:39 AM
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Quote:
Originally Posted by mrgrn View Post
that is why his c30 is hanging from the rafter in a IMO bar

Joeys RC30 and RC45's were given to him by Honda Britain.

HRC don't give ANYTHING away let alone works RVF's.

Last time I visited his pub it was in Northern Ireland...
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