25th Anniversary - Honda's magical SPs

2025 rings the bell for the 25th anniversary of the Honda’s RC51 VTR1000 SP1 homologation special which was shortly thereafter followed by the SP2. We head to Cape Town where one collector has both examples in his garage. 

Words: Wilhelm Lutjeharms

As is the case in the car industry where enthusiasts occasionally have the opportunity to buy so-called "homologation specials", there is a similar scenario in the world of motorcycles. It is hard to believe that it has been 25 years since the launch of Honda's modern-classic RC51 VTR1000 SP1. Shortly thereafter, in 2002 it launched the follow-up, logically named the SP2. It didn't take long for these motorcycles to achieve classic status among enthusiasts and collectors, both in Europe and around the world.

Owner’s thoughts

Other motorcycles have come and gone from this collector’s garage, but these two Hondas have now stayed for a while. The owner is a mechanical engineer and he has been learning and working on motorcycles as a hobby since his high school years. He might be in his mid-forties now, but when the kids are in bed, he heads down to the garage, switches the lights on, and starts tinkering with his small collection.

“I became a Honda fan owing to the quality of the motorcycles. I always wanted an RC30 or RC45, but I missed that boat, they are now simply too expensive. The next homologation special is the RC51. The story of how and why Honda built these V-twin superbikes to take on Ducati has been well documented. The ultimate result was Honda being victorious in 2000 and 2002 with Colin Edwards on the SP1 followed by the SP2 in the Superbike World Championship. In 2001 Ducati still sneaked in there with the triumphant 996R, ridden by Troy Bayliss.

Modern classics such as these SP-models are not always easily accessible to a potential buyer. However, with some effort, the owner found both online. “I bought the SP1 first. It was thankfully completely original. Later the SP2 crossed my path and I thought if you have the one you should actually have the other one as well. Honestly, I think you really need to be a master behind the handlebars of these two to be able to voice your opinion about the difference in the suspension or any other characteristics of these two motorcycles. My SP2 has aftermarket Arrow exhaust pipes fitted, and that might give you a slightly louder impression of it though. If you ask me, I would say the SP2 is marginally racier than the SP1, but I’m talking of a minutely small level.”

“I had to do some work on the SP2 when I received it. It was fitted with an aftermarket screen, exhaust pipes, indicators, and a tail tidy. The result is that I searched for the original undertray to replace the tail tidy. I also bought original levers to replace the aftermarket ‘shorty’ levers that were fitted.” The owner has subsequently decided to leave the Arrow exhaust pipes – which is understandable.

Incidentally, both these motorcycles have low odometer readings. The SP1 only has 22 448 km on the odometer and the SP2 has a near identical 22 951 km. 

In the saddle

With both parked neatly and photography finished, I have ample time to look at both and although beauty is in the eye of the beholder, if I had to choose one, it will be the SP2. There are small visual differences, but it is the SP2 that just looks slightly more modern and fresher, but to say it is a different design would be incorrect. As I swing my leg first over the SP1, I'm greeted by the modern classic display.

The rev counter is a combination of analogue and digital, with the digital bars running clockwise and semi-horizontally from left to right in an arc. Both motorcycles' red lines are at 10 000 rpm, while the speedometer has the largest section of the information screen. Otherwise, there are screen lights for the headlights, for neutral, the indicators, coolant temperature and an oil light. No modes, no fancy settings as modern motorcycles. You just get on and ride.

As I pull off, the twin engine's low revs are immediately audible. At low revs, it feels as if you can almost count the revs every second. It is still, in the typical Honda way, a very smooth engine, with displays none of the rawness associated with some of Ducati's drivetrains. At 3 to 5 000 rpm, it is the torque that is the big accelerating factor. Even if you shift quickly through the gears at low revs, you'll have access to ample performance.

At no time does the bike really feel that light though, but slow it is not. As I start to increase the revs, it is past 5 to 6 000 rpm, where the engine really starts to hit hard. It's still a visceral experience and you still feel and experience those twin-cylinders working harder.

And all too soon, you are heading past 9 000 rpm and need to switch gears. The brakes feel good and the handling is impressive as well. It's easy to tip the bike into corners, while the ride quality is another impressive factor, it is on the firm side, but not crashy at all, soaking up road irregularities with confidence.

The sound is another joyful experience, low revs or higher revs... and as I’m soon to find out, on the SP2, this is amplified by the Arrow aftermarket exhaust pipes. After parking the SP1, I immediately get on the SP2 – this is always the best manner to try and experience any possible differences.

Honda made numerous tweaks for the SP2. These include revisions to the suspension, chassis and swingarm, to name a few notable upgrades. The SP2 also featured larger throttle bodies and the injectors were updated. Finally, the mapping was updated for the injection and ignition. In total, Honda is said to have claimed a conservative 2 hp gain at the crankshaft. Honda also paid attention to weight, the result being a decrease of 2 kg.

If I closed my eyes, I wouldn't have known the difference. Even with your eyes opened, initially the view of the odometer seems and is identical. As I pull off, even at low speeds, it's almost impossible to feel any difference.

As the owner pulls away in the SP1 in front of me and opens his throttle, I start to open the SP2’s throttle and again absorb the sound and experience of this smooth-running V-twin engine. The experience is close to 95, if not 98% the same as the SP1. The sound, the high-level of torque of the V-twin engine, the handling and the good ride quality.

I feel confident in braking late, using the torque to exit the corners and when the mood takes, using the full rev range all the way past 9 000 rpm. There is after all a healthy 100 kW and 105 N.m available. The result is that at no time does either of these motorcycles feel slow. It is a truly exhilarating experience. It is pure superbike, but with a typical polished Honda layer on top of it. At no point does the motorcycle or the manner in which it performs scare you – it is actually rather comfortable and you feel as if you can cover longer than normal distances on this superbike. If it wasn't for the seating position, this could easily have been a GT superbike. It's not a screamer, it's a torque-rich experience that allows you to access the performance without the need to chase the red line. But when you do chase the red line, it's a linear delivery with no surprising moments in the level of performance. Having said that, it's easy to quickly hit 200 km/h or even more, after all, top speed is 270 km/h, which even in 2025 is enough! It's comfortable, but keep in mind it's not the lightest of superbikes, but you do get used to that. 

Summary

With both parked up again, I stand back and look at these two iconic modern classic Hondas. If you are a Honda enthusiast, you arguably need at least one of these in your collection. The question is, which one? The original or the slightly improved model? I'll leave it to the owner, who has experience on both of these bikes, to sum it up.

“To be honest, I think it was a perfect marketing exercise back in the day. Honda had to update the original, so they improved it marginally in so many ways so they could say it was a new model. They really really are among the most beautiful superbikes to me. I find it hard to believe they are now 25 years old. These bikes are more about the delivery of the torque than the power, and that is another great feature for me.

“On the one side I would say these two Hondas are almost too good. If you really want a thrill behind the visor, the Italian offerings in the shape of the Ducati and Aprilia of this era might be more alluring. The power delivery of the Hondas is so linear, it might be too perfect for some riders. There is no sudden rush or surprise towards the redline. The result is that it is actually quite an easy motorcycle to ride and at no stage is it intimidating. The fact that it is modern classic and is mostly analogue also appeals to me. Which one should you have? I think both!"


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