2010 Honda Interceptor VFR1200F

Honda Interceptor VFR1200F

Drawing from a longstanding legacy of innovation within Honda's V-4 lineup, the 2010 VFR1200F embodies the new generation of V-4 technology and unsurpassed rider benefits, setting the stage for Honda's next 50 years. Honda's V-4 heritage and VFR tradition is fully realized in the VFR1200F. It has been re-created in astonishingly innovative form through the fusion of advanced technology imported from the MotoGP world and other cutting-edge environments. Net result: a futuristic sport motorcycle created for the sheer joy of riding, custom tailored for experienced hands who ride hard, ride long, ride far and ride often.

The 2010 VFR1200F embodies the next generation of new motorcycle technology, resulting in unsurpassed rider benefits for those in search of a sporting motorcycle that truly transcends common bounds. Honda's V-4 heritage has been re-invented in astonishingly innovative form through the fusion of advanced technology to craft a futuristic sport motorcycle created for the sheer joy of riding, custom tailored for experienced hands who ride hard, ride long, ride far and ride often.

Just a few of the incredible features and benefits found in the VFR1200F include Honda MotoGP engine technology and architecture; a light and compact 1237cc liquid-cooled 76-degree V-4 that pumps out amazing levels of power; Throttle By Wire for next-generation throttle response; lightweight and compact Unicam® valvetrain allows for significantly smaller cylinder heads; optional Dual Clutch Automatic Transmission with manual mode and automatic mode with two D/S modes and paddle-style shifters; Honda slipper clutch in the manual-shift VFR1200F; GP technology layer-concept aero fairing for unrivaled air management and futuristic style; next-generation shaft drive system with offset pivot point and sliding constant-velocity joint for a new level of shaft-drive performance and control.
The VFR1200F will be available at Honda dealers in Spring of 2010

The Dawn of a New Era

Style. Innovation – The perfect fusion of beauty and function. The integration of sophisticated design and Honda-renowned engineering. These are the qualities that are deeply embedded in the all-new VFR1200F. This is a motorcycle like no other. A machine that can be many things to many riders. From the distinctive X-shape headlight to the flowing lines of the unified aerodynamic surfaces, the VFR1200F surpasses everything before it. So special, it’s in a class of one. The ultimate road-sport machine. The ultimate Honda.

Beauty is nothing without intelligence – When you climb onboard the new VFR1200F, you will immediately sense something very striking. It seems to have been created specifically for each rider. You find yourself sitting more in it than on it: the result of ground-breaking, ergonomic design and intelligent engineering. The uniquely sculpted shape of the dual-layer fairing embraces you while efficiently guiding the flow of air around you: increasing stability and keeping both you and the engine cool. Ease open the throttle and you experience a seemless blend of power and poise. Effortless harmony between rider and machine, mile after mile.
Power to move you – A Honda V4 engine moves you in so many ways. The tangible aura of power. The raw, compelling note that only a V4 can produce. The VFR has a completely new power plant. Inspired by the track, perfected for the road. The enticing pulse at idle, giving way to an invigorating unmistakeable growl from the uniquely designed muffler at full throttle. The acres of responsive torque and useable power to take you effortlessly away from the crowd, or smoothly through the graceful curves of a mountain road. A rush of pure adrenaline, or the serenity of a day’s relaxed cruising. A revolutionary cylinder layout and UNICAM configuration makes the engine broader at the front, narrower at the rear, to give the bike a slimmer waist and you a narrower seat. Perfect mass centralisation with superlative feedback, control and comfort. The VFR’s V4 engine has it all.
Instinctive, effortless control – Everything about the new VFR1200F has been designed to put you in control. It responds like an extension of your own instincts, creating an invigorating blend of precise riding feel and effortless handling. To achieve this, we created a completely new low-maintenance shaft-drive system that any experienced biker would swear feels just like a chain-drive. A unique new ‘throttle-by-wire’ system enhances rider connectivity. Throttle feedback is instant and decisive, for razor-sharp acceleration, superb manoeuvrability and enhanced fuel economy. Onboard, the ergonomic hand controls and intuitive instrument panel are function and elegance personified. Instinctive and effortless control: the defining character of the VFR1200F riding experience.
Exhilarating freedom of choice – Show the VFR1200F a pulse-quickening mountain road and you will quickly discover the soul of a performance thoroughbred. Take it on a long and leisurely ride with a passenger and you will experience refined road manners and relaxing comfort. Versatility that is more
than rewarding, it is simply awe-inspiring.
'Ma' and 'Tsuya' – Two Japanese values that find their perfect expression in the all-new Honda VFR1200F. 'Ma' describes the space around an object that reveals a new perspective: the unique connection between the visible and the invisible. Each component of the VFR1200F has been meticulously considered and works in complete harmony with every other component. 'Tsuya' describes the lustre of an object: its visual charm, how it captivates the eye. How the lines, curves and
angles of a design come to life. Ultra-modern materials and an unprecedented, mirror-like finish make the VFR1200F the embodiment of 'Tsuya'.


Features/Benefits

- Honda MotoGP V-4 engine technology and architecture bring cutting-edge performance to the VFR1200F.
- Unique cylinder layout with rear two cylinders located innermost on the crankshaft and front cylinders located outboard narrows the rider interface aboard the VFR1200F.
- Throttle By Wire for next-generation throttle response.
- Optional Dual Clutch Automatic Transmission with manual mode and automatic mode with two D/S modes and paddle-style shifters offers unparalleled freedom through innovative technology.
- Next-generation shaft drive system with offset pivot point and sliding constant-velocity joint for a new level of shaft-drive performance and control.
- Transferable one-year, unlimited-mileage limited warranty; extended coverage available with a Honda Protection Plan.

Engine/Drivetrain
- Light and compact 1237cc liquid-cooled 76-degree V-4 pumps out amazing levels of power with a distinctive V-4 feel and sound.
- Symmetrically Coupled Phase-shift Crankshaft uses 28-degree crankpin offset to eliminate primary engine vibration.
- Asymmetrical exhaust lengths between front and rear cylinders boost power production and enhance power feel.
- Lightweight and compact Unicam® valvetrain allows for significantly smaller cylinder heads.
- Honda slipper clutch in manual-shift model allows unencumbered sport riding.

Chassis/Suspension
- GP technology layer-concept aero fairing for unrivaled air management.
- Honda Pro Arm® single-sided swingarm with single gas-charged shock delivers cutting-edge rear suspension action; features handy remote spring preload adjuster, rebound damping adjustability and 5.1 inches of travel.
- Stout, sport-oriented 43mm inverted cartridge fork with spring preload adjustability and 4.7 inches of travel.
- New controls with smoother and more precise tactile feel enhance the riding experience.
- New-technology seat construction permits a higher level of seat shaping and forming details.
- Saddlebag mounts come standard on both versions of the VFR1200F.

VFR1200F Genuine Accessories

While VFR1200F marks a new beginning for Honda, Honda Genuine Accessories have also taken a new approach to the range for VFR1200F.

The integrated design, look & feel of the Accessory range will satisfy even the most demanding of customers without neglecting the traditional Honda values of safety, engineering quality & warranty policy.
As such, we are bringing to market a complete range of Accessories offering quality, value for money & the opportunity for our dealers to enhance their revenue at point of sale.
SECURITY
When you secure your bike, you will not settle for anything less than full protection. Both can be obtained from our Genuine U-Lock and the Alarm system.
PROTECTION

A fashionable indoor cover and an all weather protection outdoor cover gives all the possibilities to take care of the bike while storing. In addition, the hugger protects the rear of the bike from dirt while riding.
LUGGAGE

Spacious panniers and a sporty design top box – with optional top box pad which fits on a bespoke aluminium rear carrier – can transform the bike into a transcontinental sportstourer. The tailer-made tank and inner bags make sure the customer can handle his luggage with ease and in style. The Honda moving system ensures minimal influence on the handling of the bike.
COMFORT

Improved comfort and wind protection (Touring - screen extension), reliable navigation, a handy mainstand and ultra slim heated grips with integrated control. All additional features which will satisfy even the most demanding customer. With the narrow seat the advantages of a classic low seat are retained but the actual riding position is very similar to the standard riding position.

 Honda Interceptor VFR1200F - USA Specifications
MSRP: $TBA USD

Model: VFR1200F / VFR1200F with Dual Clutch Automatic Transmission
Engine Type: 1237cc liquid-cooled 76° V-4
Bore and Stroke: 81mm x 60mm
Compression ratio: 12.0:1
Valve Train: SOHC; four valves per cylinder
Induction: PGM-FI with automatic enrichment circuit, 44mm throttle bodies and 12-hole injectors
Ignition: Digital transistorized with electronic advance
Transmission: Six-speed (VFR1200F) / Six-speed automatic with two modes and manual mode (VFR1200F with Dual Clutch Automatic Transmission)
Final Drive: Shaft
Suspension
Front: 43mm cartridge fork with spring preload adjustability; 4.7 inches travel
Rear: Pro Arm single-side swingarm with Pro-Link® single gas-charged shock with remote spring preload adjustability and rebound damping adjustability; 5.1 inches travel
Brakes
Front: Dual full-floating 320mm discs with CBS six-piston calipers with ABS
Rear: Single 276mm disc with CBS two-piston caliper with ABS
Tires
Front: 120/70 ZR17 radial
Rear: 190/55 ZR17 radial
Wheelbase: 60.8 inches (1545mm)
Rake (Caster angle): 25°30'
Trail: 101.0mm (4.0 inches)
Seat Height: 32.1 inches (815mm)
Fuel Capacity: 4.9 gallons
Color: Candy Red
Curb Weight*: 591 pounds (VFR1200F) / 613 pounds (VFR1200F with Dual Clutch Automatic Transmission)
*Includes all standard equipment, required fluids and full tank of fuel--ready to ride.
Meets current CARB and EPA standards.
Specifications subject to change.

Honda Interceptor VFR1200F - Canada Specifications
MSRP: $TBA CDN

See model VFR1200FA


 Honda Interceptor VFR1200F - World Specifications

VFR1200F
Engine: Liquid-cooled 4-stroke UNICAM 76° V4
Capacity: 1,237 cm³
Max power: 127 kW / 10,000 min-1 (95/1/EC)
Max torque: 129 Nm / 8,750 min-1 (95/1/EC)
Fuel capacity: 18.5 litres
Seat height: 815 mm
Kerb weight: 267 kg

Colours: Candy Prominence Red
Seal Silver Metallic Pearl Sunbeam White

All specifications are provisional and subject to change without notice. The above mentioned
technical data are general data (ED-type). Please speak to your Honda dealer for local information

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Honda Gold Wing

Honda Gold Wing (or Goldwing) is a Honda touring motorcycle. It was introduced October 1974, and went on to become a popular model in North America, Western Europe and Australia. Over the course of its history, it has had numerous modifications to its design. In 1975 it had a 999 cc (61.0 cu in) flat-four engine and in 2001 it had a 1,832 cc (111.8 cu in) flat-six. In 2010, the model had an adjustable windshield, a trunk, a seatback for pillion rider, satellite navigation, an audio system, anti-lock braking, cruise control, electrically assisted reverse gear, and an optional airbag,none of which were present when it was introduced.
Over one million Gold Wings were made at the Marysville Motorcycle Plant in Marysville, Ohio from 1979 until 2009, when motorcycle production there was halted. Honda says that before the plant closed, sufficient 2010 model year Goldwings were produced to meet demand until production resumes in Kumamoto Prefecture, Japan in 2011, when 2012 model year motorcycles will be produced using tooling transported from the old plant. The 2011 model year was not produced.

GL1000

1978 Honda GL1000

1978 GL1000 from above shows the opposed cylinders

GL1000 engine closeup

The Gold Wing made its debut at the Intermot motorcycle show in October 1974 as the GL1000. It had a flat-four 999 cc (61.0 cu in) engine, and had a dry weight of 267 kg (590 lb). 13,000 units were sold in the United States in 1975.
Although the GL1000 was listed as a touring motorcycle, it was sold without fairings. Soon, a market developed offering fairings and luggage accessories, including the Windjammer series by Vetter Fairing Company. With only minor differences for different markets, the model remained virtually unchanged during the 1975 to 1977 production run. In 1978 many changes were introduced, including changes to the faux tank shape, instruments on the top of the faux tank, seat, camshafts, carburetors, exhaust system, Comstar wheels, and removal of the kickstart.
During the final run of the GL1000 in 1979, Honda included their own saddlebags and trunk, but still did not offer a fairing. Honda sold more than 97,000 units of the GL1000 in the United States between 1975 and 1979

GL1100

GL1000 with Windjammer fairings on the Bonneville Salt Flats

Released in 1979 as a 1980 model, the GL1100 was made until 1983. For the most part, this was the same bike as the GL1000, but with some improvements. The engine was the same, but it was bored to a larger 1,085 cc (66.2 cu in) displacement, and electronic ignition replaced the older point system. The suspension was changed to an air adjustable system. Many parts were interchangeable between the 1000 and 1100 models.
The base bike was now called the "GL1100 Standard." In 1980 Honda also introduced the "Interstate" version of the Goldwing with standard touring accessories like a trunk, saddlebags, and a fairing.
In 1981, production of the Gold Wing was moved from Japan to the Marysville Motorcycle Plant in Ohio, which allowed Honda to market the machine as being made in America.
In 1982, the "Aspencade" was introduced, an Interstate model with more options. AM/FM Radio and two-tone paint was standard on the Aspencade (these were options on the Interstate) while floorboards, chrome and CB Radio were options on both models.
In 1983, Honda made a few substantial changes for the final year of the GL1100. This includes an LCD dashboard, anti-dive forks, linked front and rear brakes, and higher gear ratios in the transmission to improve fuel economy. The size of the trunk was also increased, and the seat and footpegs for the passenger were moved to provide greater comfort.

GL1200

Honda Gold Wing GL 1200

Released in 1984. The 1,182 cc (72.1 cu in) engine was all-new. The frame was larger and stiffened for a smoother ride. In the Interstate and Aspencade models the fairing was integrated into the main body, eliminating the appearance that they were added on.
1984 was the last year of the "Standard" model, whose sales had declined in favor of the Interstate and Aspencade models. This led to the decline of aftermarket manufacturers like Vetter.
In 1985, the GL1200LTD was introduced. This was a limited model GL1200 Aspencade, with more technology. Standard on the LTD was electronic fuel injection, auto leveling rear suspension, driver-passenger intercom system, cruise control, a Panasonic stereo with Dolby noise reduction, rear seat stereo speakers, an improved seat, a more elaborate paint scheme and an exclusive color (two tone gold), additional marker lights and cornering lights, a more sophisticated instrument panel, and a sophisticated trip computer. It also had an increased alternator capacity, allowing even more electronics to be added to the bike.
In 1986, the LTD was replaced with the SE-i. This model had an even larger 500 watt alternator, as well as all other LTD features, and was also available only in an exclusive color to the SE-i, a white and beige two tone.
In 1987, the SE-i was dropped, but some of the features were moved to the Aspencade model including the intercoms, cruise control, and the upgraded stereo. A simplified version of the trip computer was carried over as well. Fuel injection was not continued.

GL1500

GL1500 Gold Wing

1988 brought the most changes seen to the Gold Wing series since its inception. The biggest difference was that the flat-four engine was replaced with a 1,520 cc (93 cu in) flat-six engine. Although it was still fueled by carburetors, Honda introduced solid state digital ignition. This both increased power and reduced noise. Honda also enclosed the entire motorcycle in plastic, giving it a seamless appearance.
One major innovation was the addition of a "reverse gear", which was actually a creative use of the electric starter motor linked to the transmission. Because of the size and weight, it was felt that some people would have problems backing it up.
Between 1988 and 1990, only one model was available. From 1990 Honda introduced the SE, which had additions such as two-tone paint, and a trunk spoiler.
Other models included were the Interstate (1991–1996) this was a basic version with no rear adjustable foot rests, a very basic radio, no intercom and other changes to make it a more basic large bike. The Aspencade (1991–2000) was essentially the same as the SE, however it did not have the CB, the rear upper spoiler or two-tone paint work, and other minor differences. Most of the missing features of the Aspencade were sold under Honda's Hondaline brand.

GL1800 GOLD WING

The 2001 GL1800 was the first new model in 13 years. The engine was for this model increased to 1,832 cc (111.8 cu in), and fuel injected. At the same time, the weight of the bike decreased from that of the GL1500. This was done by making the frame out of high-strength aluminium. This was an extruded frame, and was composed of only 31 individual parts (almost half the number of the previous frame).
ABS braking was an option, added because of the increased power of the new engine, from 74 kW (99 bhp) to 87 kW (117 bhp).
The 2006 model had an optional airbag. Other 2006 options were an in-dash GPS with audio information provided through the speakers and headset cables, and a rider comfort package including seat heaters controlled from the dash, heated handlebar grips, and engine-air vents (able to be opened and closed by a lever on the left side dash) located in front of the driver's foot pegs.
The 2010 model year was the last to be produced in the United States. The 2011 model year was not produced. The 2012 model year motorcycles are being manufactured in Japan.

Valkyrie CRUISER

In 1997, Honda brought back an incarnation of the "Standard Gold Wing," renamed the Valkyrie in the US, and called F6C in the rest of the world. It had a higher performance engine, based on the GL1500, in a cruiser-style frame. The Valkyrie Tourer version had a windshield and saddlebags. A more touring-oriented version was introduced in 1999 as the Valkyrie Interstate with a full fairing, saddlebags and trunk.
These models were dropped due to slow sales, leaving the standard Valkyrie, which was discontinued after the 2003 model year. In 2004, Honda released a "Limited Edition" model, the Valkyrie Rune, complete with 1,832 cc (111.8 cu in) engine and unique styling.
The Valkyrie engine is based on the Gold Wing engine, but has solid lifters instead of hydraulic lifters, six carburetors instead of the Gold Wing's two, more aggressive camshafts, a free flowing exhaust, and altered ignition timing to increase performance.

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Honda RC212V

 Honda RC212V is a road racing motorcycle developed to race in the 800 cc (49 cu in) MotoGP series. Officially introduced on 30 October 2006 as the RC211V replacement in the MotoGP series, it was developed by Honda Racing Corporation (HRC) throughout 2006 and began officially racing in the 2007 season.
The model name designates the following:

• RC= Honda's traditional racing prefix for 4-stroke bikes
• 212= second works bike of the 21st century
• V= V engine

The RC212V features an 800 cc (49 cu in) liquid-cooled four-stroke DOHC 4-valve V4 to power the all new chassis built with mass centralization and handling as top priority.

2007

Dani Pedrosa testing the RC212V.

Dani Pedrosa and Nicky Hayden rode the factory-backed versions, while the customer machines were ridden by Marco Melandri, Toni Elías, Carlos Checa, and Shinya Nakano. A perennial issue with Honda's GP motorcycle is which team and rider receives the best parts and whether performance differences are due to the rider not the machine. Before the racing season started in 2007, Melandri was quoted as saying, "In the past few tests I've seen a big progression with Pedrosa's bike, but we're still waiting for new parts from Honda."
After a few rounds, Honda riders did not achieve the results expected, leading HRC chief Satoru Horiike to admit that they made a mistake in the motorcycle's development. Melandri decided to ride with the Ducati team in 2008and Pedrosa's dissatisfaction led to rumors that he was leaving Honda.Towards the end of 2007, however, there were signs of improvement, with the Repsol Honda team taking the last five pole positions of the season and Pedrosa winning the last round at Valencia.

2008

Nicky Hayden testing the RC212V.

For 2008, HRC planned to use pneumatic valve springs and an all-new chassis. The mass centralization of the 2007 model was thought to have gone too far, and instead the 2008 model is more open, reducing heat and improving balance. The factory team riders are Pedrosa (through 2009) and Hayden (through 2008). Satellite team riders are Nakano, Andrea Dovizioso, Randy de Puniet and Alex de Angelis.

Nicky Hayden testing the RC212V.

The 2008 pneumatic valve version has only been available to the Repsol Honda team, and in pre-season testing it has been highly problematic. The original intent of running an all-new engine and chassis was shelved when the engine did not perform to expectations. Pedrosa and Hayden then tested a 2007 engine in a 2008 chassis, and after still being near the bottom of testing timesheets, the Repsol Honda team used the 2007 version in the first round’s practice for comparison purposes.For the race, Pedrosa chose a revised 2008 chassis while Hayden chose the 2007. The pneumatic engine was race-debuted by Hayden at the Donington round, and he was charged with developing the new engine for the rest of the season (Pedrosa deciding to continue using the conventional valve engine). An electronic problem at the subsequent Assen round caused Hayden to run out of fuel just before the line, allowing Colin Edwards to come around him and take the remaining podium position.
At the 13th round it was announced that Pedrosa would switch to Bridgestone tires for the remainder of the season, and he also planned to start racing the pneumatic valved engine in the 14th round at Indianapolis.
Unlike the other Honda teams, de Puniet's Team LCR used Öhlins suspension instead of Showa.

2009

Nicky Hayden testing the RC212V.

For 2009, the factory team riders were Pedrosa and Dovizioso, and the satellite team riders were Elías, De Angelis, de Puniet and Yuki Takahashi; Elías was given a factory spec machine. The 2009 model was largely the same as the 2008.All 6 of the RC212Vs used pneumatic valve engines.
After two rounds the Repsol Honda riders had only achieved a single podium. Vice president of HRC, Shuhei Nakamoto, said "If Dani does not win the world championship it is Honda’s responsibility, not Dani’s," while Pedrosa said "I’ve spoken to (Nakamoto) but I’ve spoken to many people like him, but it seems like it’s three years of the same story. What I really need is to see is some things coming, not always just hearing, talking, or a meeting. I’d like to have something where I can say okay, thank you, this is good."

Cockpit of the RC212V.

Before Round 6 at Catalunya, Dovizioso expressed frustration that Pedrosa would be given priority in the post-race test, feeling that the Spaniard's poor physical condition would not lead to a productive evaluation. In the race, Dovizioso finished in 4th place and Pedrosa in 6th, and Pedrosa announced he would skip the test to rest. Using the new chassis, Dovizioso was top rider of the test.
In practice at Round 7 at Assen Pedrosa remarked that the new chassis was an improvement in braking and stability, but both Pedrosa and Dovizioso crashed in the race at the same turn. At the following round at Laguna Seca, Pedrosa won the race, while Dovizioso crashed out.
In post-race testing at Brno, the Repsol team tested Öhlins suspension components, which until then had been using Showa. For the San Marino round, Dovizioso will use Öhlins and Pedrosa will use Showa suspension.
The 2009 season ended with three wins for the Repsol Honda team—two for Pedrosa and one for Dovizioso—and a 2nd place in the constructor championship for Honda. At post-race testing at Valencia, Pedrosa tested Öhlins suspension exclusively, and the factory team tried a new chassis and swingarm. Pedrosa and Dovizioso had the 3rd and 6th fastest times over the three-day test.

2010

For 2010, the factory team riders are Pedrosa and Dovizioso, and the satellite team riders are Hiroshi Aoyama, de Puniet, Melandri and Marco Simoncelli. All riders are using Öhlins suspension components this year. The electronic systems were given an update, and the bike is shorter with a higher center of gravity. Also, Honda hired Andre Zugna and Cristian Battaglia, formerly Yamaha race engineers, and Carlo Luzzi, formerly Jorge Lorenzo’s telemetry technician at Yamaha.
According to one analysis of pre-season tests at Sepang and Qatar, Dovizioso’s average placing in the tests was third, while Pedrosa’s was ninth. Pedrosa complained of problems with the suspension and chassis, and at the first race of the season in Qatar, Dovizioso finished third, while Pedrosa finished in seventh place. Pedrosa experienced speed wobbles down the front straight, and Honda determined that they had committed a mistake in the design of the chassis, and that by trying to make the bike easier to ride, they made it too flexible.
By the following round at Jerez, Pedrosa had a new chassis and finished the race in second place and Dovizioso finished in sixth; in the test after the race, Pedrosa finished fastest and Dovizioso fifth, using a new swingarm that Pedrosa used in the race, and also a new chassis. Pedrosa later said and Honda confirmed that a fuel sensor problem slowed down the RC212V in the final laps and may have cost him the victory at Jerez.
At the third round at Le Mans, Dovizioso finished the race in third and Pedrosa in fifth, the latter getting passed in the last lap by Dovizioso and Hayden and later reporting problems with the rear brake. Melandri had switched back to Showa suspension and finished in sixth place. At the fourth round at Mugello, Pedrosa won the race, Dovizioso finished third and Melandri finished fifth. Pedrosa used a 2009 model rear shock. During first practice at the 14th round at Motegi, the throttle cable stuck and caused Pedrosa to crash and break his collarbone, causing him to miss the race and putting him out of contention for the championship. At the 16th round in Australia, Dovizioso's steering damper had a problem, forcing him to retire from the race. The season ended with Honda placing second in the MotoGP constructor championship with 342 points, 62 points behind first-place Yamaha and 56 points ahead of third-place Ducati.

2011

For 2011 the factory supported riders are Dovizioso, Pedrosa and Casey Stoner. Honda riders dominated pre-season testing.Frame geometry and rigidity are the same as the previous year, making the 2011 bike an evolution of the 2010 version. One of the improvements to the 2011 machine is a "seamless transmission". Stoner and Dovizioso chose to use the 2011 chassis, while Pedrosa decided to stay with the more flexible 2010 version.
After the third round at Estoril, Dovizioso began to use a new clutch designed to reduce hopping under braking.
Honda won the manufacturer's championship with 13 wins between Stoner's ten and Pedrosa's three, and never finished lower than second in race results. The factory RC212V was retired at the end of the season to make way for the 2012 RC213V, though leased models will still be raced by satellite teams.

Specifications

		2007	2008	2009	2010	2011
Overall length		2,050 mm (80.7 in)	2,060 mm (81.1 in)		2,052 mm (80.8 in)
Overall width		645 mm (25.4 in)
Overall height		1,125 mm (44.3 in)			1,110 mm (43.7 in)
Wheelbase		1,440 mm (56.7 in)	1,450 mm (57.1 in)		1,435 mm (56.5 in)
Road Clearance		125 mm (4.9 in)			115 mm (4.5 in)
Weight		over 148 kg (326 lb)			over 150 kg (331 lb)
Engine Type		Liquid-cooled, Four-stroke, DOHC 4 Valve, V-4
Displacement		800 cc (49 cu in)
Max Power		Over 210 PS (154 kW; 207 hp)			Over 155 kW (208 hp)
Frame Type		Aluminum Twin-tube
Tire Size
	Front	16 in (41 cm)		16.5 in (42 cm)
	Tires	Michelin	Michelin, Bridgestone	Bridgestone
	Rear	16.5 in (42 cm)
Suspension
	Front	Telescopic fork
	Suspension		Showa SPL	Showa SPL, Öhlins	Öhlins
	Rear	New Unit Pro-link	Pro-link
Fuel Capacity		21 L (4.6 imp gal; 5.5 US gal)

is a road racing motorcycle developed to race in the 800 cc (49 cu in) MotoGP series. Officially introduced on 30 October 2006 as the RC211V replacement in the MotoGP series, it was developed by Honda Racing Corporation (HRC) throughout 2006 and began officially racing in the 2007 season.
The model name designates the following:

• RC= Honda's traditional racing prefix for 4-stroke bikes
• 212= second works bike of the 21st century
• V= V engine

The RC212V features an 800 cc (49 cu in) liquid-cooled four-stroke DOHC 4-valve V4 to power the all new chassis built with mass centralization and handling as top priority.

2007

Dani Pedrosa testing the RC212V.

Dani Pedrosa and Nicky Hayden rode the factory-backed versions, while the customer machines were ridden by Marco Melandri, Toni Elías, Carlos Checa, and Shinya Nakano. A perennial issue with Honda's GP motorcycle is which team and rider receives the best parts and whether performance differences are due to the rider not the machine. Before the racing season started in 2007, Melandri was quoted as saying, "In the past few tests I've seen a big progression with Pedrosa's bike, but we're still waiting for new parts from Honda."
After a few rounds, Honda riders did not achieve the results expected, leading HRC chief Satoru Horiike to admit that they made a mistake in the motorcycle's development.Melandri decided to ride with the Ducati team in 2008 and Pedrosa's dissatisfaction led to rumors that he was leaving Honda.Towards the end of 2007, however, there were signs of improvement, with the Repsol Honda team taking the last five pole positions of the season and Pedrosa winning the last round at Valencia.

2008

Nicky Hayden testing the RC212V.

For 2008, HRC planned to use pneumatic valve springs and an all-new chassis.The mass centralization of the 2007 model was thought to have gone too far, and instead the 2008 model is more open, reducing heat and improving balance.The factory team riders are Pedrosa (through 2009) and Hayden (through 2008). Satellite team riders are Nakano, Andrea Dovizioso,Randy de Puniet and Alex de Angelis.

Nicky Hayden testing the RC212V.

The 2008 pneumatic valve version has only been available to the Repsol Honda team, and in pre-season testing it has been highly problematic. The original intent of running an all-new engine and chassis was shelved when the engine did not perform to expectations. Pedrosa and Hayden then tested a 2007 engine in a 2008 chassis, and after still being near the bottom of testing timesheets, the Repsol Honda team used the 2007 version in the first round’s practice for comparison purposes.For the race, Pedrosa chose a revised 2008 chassis while Hayden chose the 2007. The pneumatic engine was race-debuted by Hayden at the Donington round, and he was charged with developing the new engine for the rest of the season (Pedrosa deciding to continue using the conventional valve engine). An electronic problem at the subsequent Assen round caused Hayden to run out of fuel just before the line, allowing Colin Edwards to come around him and take the remaining podium position.
At the 13th round it was announced that Pedrosa would switch to Bridgestone tires for the remainder of the season, and he also planned to start racing the pneumatic valved engine in the 14th round at Indianapolis.
Unlike the other Honda teams, de Puniet's Team LCR used Öhlins suspension instead of Showa.

2009

Nicky Hayden testing the RC212V.

For 2009, the factory team riders were Pedrosa and Dovizioso, and the satellite team riders were Elías, De Angelis, de Puniet and Yuki Takahashi; Elías was given a factory spec machine.The 2009 model was largely the same as the 2008. All 6 of the RC212Vs used pneumatic valve engines.
After two rounds the Repsol Honda riders had only achieved a single podium. Vice president of HRC, Shuhei Nakamoto, said "If Dani does not win the world championship it is Honda’s responsibility, not Dani’s,"while Pedrosa said "I’ve spoken to (Nakamoto) but I’ve spoken to many people like him, but it seems like it’s three years of the same story. What I really need is to see is some things coming, not always just hearing, talking, or a meeting. I’d like to have something where I can say okay, thank you, this is good."

Cockpit of the RC212V.

Before Round 6 at Catalunya, Dovizioso expressed frustration that Pedrosa would be given priority in the post-race test, feeling that the Spaniard's poor physical condition would not lead to a productive evaluation.^[26] In the race, Dovizioso finished in 4th place and Pedrosa in 6th, and Pedrosa announced he would skip the test to rest. Using the new chassis, Dovizioso was top rider of the test.
In practice at Round 7 at Assen Pedrosa remarked that the new chassis was an improvement in braking and stability, but both Pedrosa and Dovizioso crashed in the race at the same turn. At the following round at Laguna Seca, Pedrosa won the race, while Dovizioso crashed out.
In post-race testing at Brno, the Repsol team tested Öhlins suspension components, which until then had been using Showa. For the San Marino round, Dovizioso will use Öhlins and Pedrosa will use Showa suspension.
The 2009 season ended with three wins for the Repsol Honda team—two for Pedrosa and one for Dovizioso—and a 2nd place in the constructor championship for Honda. At post-race testing at Valencia, Pedrosa tested Öhlins suspension exclusively, and the factory team tried a new chassis and swingarm. Pedrosa and Dovizioso had the 3rd and 6th fastest times over the three-day test.

2010

For 2010, the factory team riders are Pedrosa and Dovizioso, and the satellite team riders are Hiroshi Aoyama, de Puniet, Melandri and Marco Simoncelli. All riders are using Öhlins suspension components this year. The electronic systems were given an update, and the bike is shorter with a higher center of gravity. Also, Honda hired Andre Zugna and Cristian Battaglia, formerly Yamaha race engineers, and Carlo Luzzi, formerly Jorge Lorenzo’s telemetry technician at Yamaha
According to one analysis of pre-season tests at Sepang and Qatar, Dovizioso’s average placing in the tests was third, while Pedrosa’s was ninth. Pedrosa complained of problems with the suspension and chassis and at the first race of the season in Qatar, Dovizioso finished third, while Pedrosa finished in seventh place. Pedrosa experienced speed wobbles down the front straight, and Honda determined that they had committed a mistake in the design of the chassis, and that by trying to make the bike easier to ride, they made it too flexible.
By the following round at Jerez, Pedrosa had a new chassis and finished the race in second place and Dovizioso finished in sixth; in the test after the race, Pedrosa finished fastest and Dovizioso fifth, using a new swingarm that Pedrosa used in the race, and also a new chassis. Pedrosa later said and Honda confirmed that a fuel sensor problem slowed down the RC212V in the final laps and may have cost him the victory at Jerez.
At the third round at Le Mans, Dovizioso finished the race in third and Pedrosa in fifth, the latter getting passed in the last lap by Dovizioso and Hayden and later reporting problems with the rear brake.Melandri had switched back to Showa suspension and finished in sixth place. At the fourth round at Mugello, Pedrosa won the race, Dovizioso finished third and Melandri finished fifth. Pedrosa used a 2009 model rear shock. During first practice at the 14th round at Motegi, the throttle cable stuck and caused Pedrosa to crash and break his collarbone, causing him to miss the race and putting him out of contention for the championship. At the 16th round in Australia, Dovizioso's steering damper had a problem, forcing him to retire from the race. The season ended with Honda placing second in the MotoGP constructor championship with 342 points, 62 points behind first-place Yamaha and 56 points ahead of third-place Ducati.

2011

For 2011 the factory supported riders are Dovizioso, Pedrosa and Casey Stoner. Honda riders dominated pre-season testing. Frame geometry and rigidity are the same as the previous year, making the 2011 bike an evolution of the 2010 version. One of the improvements to the 2011 machine is a "seamless transmission". Stoner and Dovizioso chose to use the 2011 chassis, while Pedrosa decided to stay with the more flexible 2010 version.
After the third round at Estoril, Dovizioso began to use a new clutch designed to reduce hopping under braking.
Honda won the manufacturer's championship with 13 wins between Stoner's ten and Pedrosa's three, and never finished lower than second in race results. The factory RC212V was retired at the end of the season to make way for the 2012 RC213V, though leased models will still be raced by satellite teams.

Specifications

		2007	2008	2009	2010	2011
Overall length		2,050 mm (80.7 in)	2,060 mm (81.1 in)		2,052 mm (80.8 in)
Overall width		645 mm (25.4 in)
Overall height		1,125 mm (44.3 in)			1,110 mm (43.7 in)
Wheelbase		1,440 mm (56.7 in)	1,450 mm (57.1 in)		1,435 mm (56.5 in)
Road Clearance		125 mm (4.9 in)			115 mm (4.5 in)
Weight		over 148 kg (326 lb)			over 150 kg (331 lb)
Engine Type		Liquid-cooled, Four-stroke, DOHC 4 Valve, V-4
Displacement		800 cc (49 cu in)
Max Power		Over 210 PS (154 kW; 207 hp)			Over 155 kW (208 hp)
Frame Type		Aluminum Twin-tube
Tire Size
	Front	16 in (41 cm)		16.5 in (42 cm)
	Tires	Michelin	Michelin, Bridgestone	Bridgestone
	Rear	16.5 in (42 cm)
Suspension
	Front	Telescopic fork
	Suspension		Showa SPL	Showa SPL, Öhlins	Öhlins
	Rear	New Unit Pro-link	Pro-link
Fuel Capacity		21 L (4.6 imp gal; 5.5 US gal)

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Honda RC211V

Developed in 2001 by HRC (Honda Racing Corporation) to replace the Honda NSR500 because regulations for the World Championship motorcycle road racing 500 cc (30.5 cu in) class were changed drastically for the 2002 season. Two-stroke engines were as before limited to 500 cc (30.5 cu in) and 4 cylinders, but four-stroke engines were allowed to grow up to 990 cc (60 cu in) and from three to six cylinders. The name of the class was modified to MotoGP, and is limited to race prototypes only.
The model name designates the following:

• RC = Honda's traditional racing prefix for 4-stroke bikes
• 211 = first works bike of the 21st century
• V = V engine

2002

In 2002, the debut year of the RC211V, Honda and Valentino Rossi dominated by winning the constructor's championship by more than 100 points over their nearest rival. The bike underwent small modifications over the season, but it did not as yet have traction control so much as a handlebar-mounted power management system with 3 settings for different needs during a race.

Factory riders: Valentino Rossi, Tohru Ukawa

Satellite riders (in the latter part of the season): Alex Barros, Daijiro Kato

2003

Among other changes in 2003, power was increased from about 200 to 240 bhp. Traction control was also added.

Factory riders: Valentino Rossi, Nicky Hayden, Daijiro Kato, Sete Gibernau

Satellite riders: Max Biaggi, Tohru Ukawa, Makoto Tamada, Ryuichi Kiyonari

2004

For 2004, a new, inverted rear suspension link was added, and a new exhaust was introduced at the Sachsenring round.The RC211V riders were unable to keep Rossi (now on a Yamaha YZR-M1) from winning his fourth premier-class championship, and no clear candidate appeared to take over Rossi's role of lead development rider for Honda.

Factory riders: Alex Barros, Nicky Hayden, Sete Gibernau

Satellite riders: Max Biaggi, Colin Edwards, Makoto Tamada

2005

2005 would be the first time in 4 years Honda lost the constructor's championship in the premier class. The RC211V chassis underwent frequent revision and rewelding, with reversions to the 2003 design. After the race at Brno, Honda tested a new bike which both Hayden and Biaggi said was an improvement, and was thereafter known as the "Brno bike".

Factory riders: Max Biaggi, Nicky Hayden, Sete Gibernau

Satellite riders: Alex Barros, Makoto Tamada, Marco Melandri, Troy Bayliss

2006

In 2006, the RC211V came in three flavors: the "Brno bike" to be ridden by Hayden, a 2006 bike with a special chassis for Pedrosa, and a 2006 bike to be ridden by Melandri, Elías, Stoner and Tamada; Melandri and Stoner eventually got the special Pedrosa chassis Hayden's RC211V was modified to put the crankshaft higher, the clutch and gearbox lower, and to lengthen the swing arm; the goal was to centralize mass and improve stability. After the Jerez round, Hayden was the fastest Honda rider in testing. At the British GP, HRC gave Hayden a new chassis, but Hayden complained that he didn't have enough time to test it. Hayden had started the year with the same clutch as Pedrosa, but four rounds later it was shelved in favor of a clutch Hayden had used in previous years; at the Brno round, he had a problem with the clutch that contributed to a 9th-place finish. Honda and Hayden had difficulty finding a clutch that would allow a good launch at the start but also work well throughout the race. Hayden eventually won the rider championship and Honda reclaimed the constructor's championship.

Factory riders: Nicky Hayden, Dani Pedrosa

Satellite riders: Makoto Tamada, Marco Melandri, Toni Elías, Casey Stoner

The RC211V was retired when rules dictated a switch to 800 cc (49 cu in) capacity; Honda's bike for 2007 was the RC212V.

Successes

In 5 seasons of MotoGP racing the Honda RC211V won 48 races out of 82 (58.5%) contested. It also won 3 rider world championships (Rossi 2002, 2003 and Hayden 2006) and 4 constructor titles (2002, 2003, 2004, 2006).

Specifications

V-5 MotoGP engine

Specifications as per manufacturer:

	2003	2004	2005	2006
Length	2,050 mm (80.7 in)
Width	600 mm (23.6 in)		645 mm (25.4 in)
Height	1,130 mm (44.5 in)
Wheelbase	1,440 mm (56.7 in)
Road Clearance	130 mm (5.1 in)
Weight	around 145 kg (320 lb)	around 148 kg (326 lb)
Engine Type	water-cooled, four-stroke, DOHC 4 Valve, V-5
Displacement	990 cc (60 cu in)
Max Power	200 PS (147 kW; 197 hp)	240 PS (177 kW; 237 hp)
Frame Type	Twin-tube
Front Wheel	17 in (43 cm)	16.5 in (42 cm)
Rear Wheel	16.5 in (42 cm)
Front Suspension	Telescopic
Rear Suspension	Unit Pro-link	New Unit Pro-link
Fuel Capacity	24 L (5.3 imp gal; 6.3 US gal)		22 L (4.8 imp gal; 5.8 US gal)

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