HONDA VTR 1000 SP-2

Wanna big, WSB winning twin-but don't fancy a Ducati? If so, then you're only bet is Honda's SP2, an often overlooked slice of superbike exotica

As a bike manufacturer. Honda has a soild reputation. It supplies the market with good quality, reliable. hard to fault machinery that's very popular but also a bit dull and life-less. Occasionally, though, it makes something more niche that really stands out something more in the Pete Doheny mould. with much more attitude and character (though without the regular breakdowns), Its VTR 1000 SP-2 is one such example

It was Ducati that actually inspired Hamamatsu's men to come up with the SP. Early in the decade to win a WS8 title you had to have a V- twin. Ducati had proved that by completely dominating the class with that engine configuration, so Honda dropped its RC45 V4 750 and had a stab at glory with a new 1000cc V-twin.

The first version, the SP- 1, caused a bit stir in when it came out in 2000 because it was so different to how Hondas normally left the factor V. Built in more limited numbers it wasn't the bike for the masses with a more uncompromising design and relatively high price tag. But it actually had some real personality and appeal as well as snatchy fueIling. HRC made a better one for WSB racing and it won the championship in its very first season.

Two years on and the S P- 2 was introduced, and that's the bike we're testing here. There's no doubt the SP-2 is a looker. Sturdy, functional and compact. it's every inch an excIusive race inspired sportsbike. With its pair of world titles (Mr. Edwards won another on the SP-2 in 2002) the SP has a classy, desirable reputation. And because it didn't actual sell that well at all, it has the kind of rarity value so untypical of a Honda.

Get on it and you're reminded of its sporty intent. Seat pegs and bar positions, though not set to give an extreme riding position, are much more focused than they are on something like a Fireblade.

It"s not bad enough to rule out a long run, but its no tourer in the way a lot of current sports bikes can still be. The unhindered gas flow they allow gives a fair impression of an old WWII bomber, nicely offset by the more up to date whining from the gear driven cams, within the engine cases, And the way the volurne of that ear-bashing booming can be raised and lowered so quickly indicates the lightness of the Honda's engine internals and precision of its fuelling.

Head off to your favourite backroad and that special feeling increases. Both fork and shock are there to deal with the business of going fast and supporting each end of the bike under the strains of speed, power and braking though their duties don't really include making the ride plush. Quality damping means they're not harsh as such, but you shouldn't really expect to stay in the seat too often if you're giving it some over less than millpond-smooth routes.

The Honda's not a light bike and the chassis and steering geometry aren't exactly GSX-R-like sharp. Even so. the SP-2 can still carve an accurate and unmovable line through the countryside and has a reassuringly positive and planted feel. Steering it to do the same thing in another direction takes a bit more of a heave that it does on the latest tackle, but he turning process is hardly chopper like in us weight and speed Braking though. Is bloody brilliant. Suppressing the pace the V-twin generates is an easy job, done with plenty of power, progression and poise, no doubt aided by those stiff forks,

Of course, the engine is the main attraction to this Ducati-rival, and that's worth speaking highly of too. Being what it is. there's instant drive that only V-twins can deliver. But the tune of this one means revs are needed for its full potential to be released. It's hardly a problem given how freely the motor spins up just don't think you can get away with being as lazy as you can on some engines of this sort. And though the fuelling at small throttle openings is far better than it is on the SP-1 don't expect perfection in town.

There's no doubt that the SP-2 is more of a trackday tool or Sunday afternoon bike than an everyday one. It s not hell-bent on gang fast at the cost of anything else. but its focus is still clear. And with an appallingly poor tank range and a criminally insecure pillion perch that point is not open to debate. But as a Honda with style and purpose. that's inspiring and thrilling to both ride and own, it's a hell of a bike. Think of it as more of a Ducati without any of the Latin aggro that always comes with it and you're there, Well almost anyway.


VTR1000 SP-2 HISTORY

Honda decided to take the Italians on at their own game in 2000. The SP-2 was their second effort

Bidding in 2000 to lift a WSB title. Honda review it's engine design, habits and built a hard-core big capacity sporting V-twin the VTR1000 SP-1. It had produced one three years earlier in the shape of the Firestorm, but that was never designed for racing. The SP-1 served its
purpose well and in the hands of Colin Edwards, duly won the superbike championship. Never a brilliant seller, the SP was more of a homologation special. Two years later Edwards won again on the new version of the bike the SP-2.

The road bike it was based on, featured many subtle improvements. Chassis and suspension mods gave better handling and helped to reduce weight by four kilos. Improvements to fuelling cleaned up throttle response, and allied to minor engine changes increased power very slightly to give a claimed 135bhp.


WHAT TO LOOK OUT FOR (sidebar)
Big dollops of torque comes as standard With the SP-2, as do big dollops of class

A fine choice, sir. But once you've made the decision to not follow the heard there are a few things that you must first consider. Follow these rules, however and you'll be a very happy chappy indeed

Your average SP-2 owner is far from common. He's generally an older, discerning fan, has a few quid in his pocket and buys the Honda more for its history and racing reputation than its actual performance. He rides it for pleasure only. It's a purist's bike

Few of the niche bikes were solid, you may need to scour the land for one. The vast rnajority have been owned by enthusiasts who cherish their bikes. Do not buy anything in less than mint condition unless asking price reflects this. They're no longer made but a very small number are still available in dealers for euro 9,449

Honda produced a limited run of Colin Edwards' stars and stripes replica bikes to celebrate his 2002 world championship win. Other UK dealers sold unofficial versions with race replica paint jobs. Many of these are considered tasteless, reduce the value of the bike, and hamper its chances of being so on

A softer set of fork and shock springs give a more comfortable and controlled ride

A set of good aftermarket pipes will improve power and delivery, Slimmer versions also improve the foot space for the pillion

A Power Commander smooths out the abrupt fuelling and makes the bike more rideable in town

Looked after, the Honda will return very reliable service and remain in good condition as the finish is strong and robust. Even with as many as 30,000 miles on the clock the bike can still look and run really well. Problems are-virtually non-existent and there were no recalls

Few owners service their bikes at horne. The job can be done but a access to some areas is tight and the work fiddly

A rear hugger protects the rear shock from dirt and stone chipping

Depreciation is significantly slower than the majority of modern Japanese bikes.

Official Honda accessories include a tank pad, battery charger, paintwork protectors, cargo net and heated grips!