An image of power

The VTR1000 SP-2 delivers an exhilarating racing-class image with looks to drool over. Its aggressive racing-class response translates equally well to top performance both on the track and on the road.

Mind blowing torque

The SP-2's power plant, a 999cm3 DOHC 8-valve V-twin engine delivers a sizeable 4PS increase in maximum power output and a stronger, more breathtaking surge of acceleration. Newly designed exhaust ports feature a Works-derived shape for faster exhaust velocity and combustion chamber evacuation.

Superbike handling

Precise control is assured via the SP-2's diamond-configuration twin-spar aluminium frame, which houses a 'combined Pivot' for the swingarm, which itself attaches to the engine for race-ride handling you expect.

New style swingarm

If there's anything that really sets the SP-2 apart from its predecessor, it is without a doubt its all-new press-forged aluminium swingarm which delivers aggressively responsive racing-class performance.

Real stopping power

Wide-diameter, 320mm dual floating front discs stopped by responsive 4-piston callipers provide the necessary bite.

The VTR1000 SP-2's front calliper mounts incorporate removable stays that accept a wide range of replacement callipers. Similarly, HRC's familiar, five-spoke, U-section cast alloy wheels accept a wide choice of racing slicks and road-legal rubber.

Based on feedback from the V-twin VTR Honda racers, the 2003 SP-2 incorporates many detailed refinements drawing upon the intimate trackside knowledge of Honda Racing engineers. The SP-2 is born from the championship success of the VTR1000 SP-1 which won the 2000 World Superbike Championship, the Le Mans 24 hour endurance race, the Suzuka 8 hour and the TT formula 1 in its debut season.

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 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 version could be more viably championed in racing events at near-Superbike levels of performance, without draining the bank accounts of those wanting to race it. Also, while calls for 'greater excitement' were carefully considered in the 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 swingarm and the frame's stronger 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 realise smoother, stronger and more responsive power output.

Incorporating detailed refinements based on feedback from the real HRC racers, the 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 SP-2-is to extend the greatest riding enjoyment to the widest possible range of riders. Thus, the 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 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.