When it was announced at the Honda Dealer's Convention that Miguel Duhamel would no longer be riding the RC-45, a lot of sportbike fans sat up and took notice. The V-4 Superbike would be replaced by a liquid-cooled 999cc 90-degree fuel injected V-twin. Suddenly without formal debut, RC-51 was on everyone's lips.

The news was appealing to sportbike enthusiasts everywhere for three main reasons. The first is the way it comes to the marketplace. It is a true racebike de-tuned for the street (i.e. reliability). Second, it is affordable ($9999), and third, it's available (well . . .sort of). The 2200 units designated for the 2000 model year sold out in about two weeks. There was no advertising but with 2200 riders waiting for the April 18th delivery date, there was and continues to be much hype.

Honda chose Laguna Seca Raceway on the Monterey Peninsula of California to introduce RC-51 to the press last month. At the technical debriefing, numerous "Honda Firsts" were discussed. With so many firsts, one may hesitate on purchasing a racebike de-tuned for the street, but the Honda team stressed that reliability, fit, and finish was, and is, their priority. For the pessimist, there is a transferable one-year unlimited mileage warranty with purchase, that can be extended for up to five years. By the end of the night, the only thing more impressive then the bike was the team responsible for bringing RC-51 and the press together.

Walking up to the silver, red, and black machine, you quickly realize this is not your regular sportbike. It is sleek, coming in as the second most aerodynamic motorcycle Honda has ever built. Located between the two headlights is a ram-air duct that forces air straight through the steering head to a high-pressure programmed fuel injection system that delivers fuel at 50 PSI to two injectors per cylinder, mounted opposite each other in huge, 54mm throttle bodies. On each side, through the vents, radiators can be seen; this allows the v-twin engine to be placed forward while keeping cooling intact. Having the radiators side-mounted was a concern until another member of the press low-sided his RC. The radiators withstood the crash and cancelled any fears of a fall resulting in puncturing one of the radiators and stranding the motorcycle. The rear seat is easily removed and replaced by a body panel, keeping the tail section smooth and thin. A compartment under the rear seat is large enough to store a U-lock. From the rear, where most riders will see RC, a large 190/50 ZR17 tire mounted on a six spoke HRC-style rim is book-ended by an all stainless steel exhaust system.

Many of the components on RC are either magnesium, anodized, or marked "HRC", keeping form and functionality well balanced. Showa provides both the 43mm inverted forks and the rear shock with an external reservoir. Both ends have adjustable compression damping, rebound damping, and spring preload. There are enough clicks on all of the settings to assure the perfect set-up for anybody on any road.

Sitting on RC you immediately notice how small it feels. . .not the ergos, but the bike in general. The cockpit is tight and forward. Because a v-twin is thinner then an in-line four, the bike does not take up much space between your legs. On most sportbikes with low handlebars the fuel tank usually feels like something you have to wrap around. It is the opposite on RC; the tank actually helps you become one with the motorcycle. The tank also has effective knee indentations adding to the slim feel and helping RC reach a top speed of 170-MPH (the same as lighter and more powerful motorcycles).

Not only does RC feel small, it feels light. . .but it isn't, it weighs in at 43l lbs.! In an age where motorcycles of this size are weighing almost the same as middle-class sportbikes, most people dismissed the new RC as being the same as Honda's previous superbike, the RC-45. While the RC-45 has enjoyed an incredible racing history, the street version was an expensive and complete opposite. Honda made it clear that this was not the case with the new RC. The additional weight is from the v-twin engine and a frame capable of harnessing FIM and AMA World Superbike power.

Honda's switch from a successful v-4 engine to a v-twin was due to Ducati's success with the v-twins and the way in which the engines make power. The v and inline four cylinder engines tend to rev higher and have a very aggressive power curve, while the v-twins have a broad and even power curve. This results in a bike that is easier to ride fast. Superbike rules state a four cylinder machine can have a maximum engine size of 750cc's, but the v-twins maximum size is 1000cc's.

Turning the key, one sees the F1 style LCD tachometer hit redline, then settle, waiting for the starter button to be pushed. Other components on the instrument panel include LCD speedometer, low fuel indicator, odometer, tripmeter, temp gauge, and fuel injection warning indicator. Push the button and the iridium-tipped spark plugs fire up the evil twin. The stock exhaust provides a unique rumble and when the throttle is blipped the response in immediate. Keeping the engine running at its peak performance is the Electronic CPU (providing digital 3-D fuel injection and ignition maps) and six computer sensors. Reliability and low maintenance (16,000-mile intervals) come from gear driven cams and a direct shim-under-bucket valve actuation system. The whole package is good for 75 lb./ft. @ 8000 RPM, 126 HP @ 9000 RPM, and a redline of 10,000 RPM.

Clicking it in gear and releasing the wet, multi-plate; hydraulic actuated clutch and riding out onto Laguna Seca raceway I am amazed at how well the bike behaves. Once the excitement of riding this famous course subsides, I begin to take mental notes of the track and the bike. Following Freddie Spencer or Doug Toland around the circuit was more fun then sharing a dinner table with Miguel Duhamel and Kurtis Roberts the night before at the Honda reception!

Once the stock Dunlop 207's were warmed up, we began to pick up the pace. The bike glides through the 6-speed transmission, thanks to the first three gears being undercut. RC is also very forgiving (which is something that was needed being on a new bike at a new track). Because of the torque, RC accelerates out of the corners hard, even when the bike is in a gear higher then preferred. Another act of tolerance from RC was the ability to hold or adjust a line even while leaned over enough to touch the longest foot-peg feelers in the industry.

Coming out of turn five, going through turn six and heading up to the "Corkscrew" is where RC displayed it's awesome capabilities. As I was writing this I found myself going back to turn four, then three. I would have probably gone all the way around the track but decided to concentrate on the above section. Exiting turn five I realized how well the fuel injection and twin-spar extruded aluminum frame works. The throttle is smooth from off/on up to the redline. It was so smooth and even, that I found myself often hitting the rev-limiter. The feedback from the most rigid frame on a sportbike is confidence inspiring. The drive up to turn six is shortened by the excellent acceleration and almost every lap I over-braked due to the duel full-floating 320-mm discs with four-piston calipers. The apex of turn six has a dip before going up the hill and the Showa suspension soaked it up with ease. The uphill section has dips where the front end became airborne but RC always remained stable, even without a steering damper. There is a dip just before the crest that loads the front tire. This is also the brake marker for the corkscrew. Because of the rider position being above the front tire, the bike brakes so well that it feels like it will flip. It never flipped or became unstable.

The corkscrew is what makes Laguna Seca special. It is a left then quick right set of turns that drops a couple of stories in between. The only way to describe it is to say it was taken from a roller coaster. RC flicks easily making the rider look like a pro.

In between sessions the Honda team filled the bikes and the press with fuel. The press received a well-catered spread of sandwiches and the twins, premium fuel (10.8:1 compression). The team also switched the tires on the bikes from 207 street compound to the new 207 GP Stars. My opportunity to ride Dunlop's new race compound tires was eagerly awaited. While strapping my helmet, the Northern California skies opened up. We were forced back to the heated tent for shelter. As the press compared notes and the lucky riders shared their observations of the GP Stars (A rating!); the Honda team fitted the motorcycles with full Dunlop rains. Once the suspension settings satisfied Doug Toland, Honda's development rider, media liaison, and FIM World Endurance winner, we headed back out into the steady downpour. The tires and bikes handled so well that once in rhythm, the rain seamed to no longer exist.

Like the previous rides of the day, I felt the only limits of RC were the ones I placed on it. If anybody has played the arcade motorcycle games and chose the automatic option to get the most out of your quarter, you will know what it is like to ride RC. Because of the unique powerband RC gives the impression of an automatic. You can ride around the entire track in third gear and still get the thrill of riding a racetrack. I now know why people who ride a performance twin, love the performance twin.

RC can handle track days and race competitively at the club level in its stock form. Because the seating position is less racy then a Ducati 996, a day of riding backroads is pure enjoyment. The torque of the v-twin makes riding new and favorite roads less taxing on rider and shifter and takes the enjoyment level up a notch or two.

By the time you read this, we will know the outcome of the Daytona 200, RC's first test. With or without a win, RC is a great street motorcycle. If anything bad has been said about the bike it is the power and weight. Why, I don't know. The power is comparable to open-class and the 750cc machines that RC is designed to race against. The weight is well hidden and never interferes with the performance. For those who want more, Honda is putting together different level race-kits that will raise the power to 175+ horsepower and lower the weight to 360 lbs. The kits will not be cheap but considering a kited Ducati will easily cost $30,000, Honda's $9,999 price tag leaves plenty of cash for improvements. Honda plans to release more for the 2001 model year. I will pick up my very own, long awaited RC on April 18th; a month later we will know if you should start saving.