No fewer than 10 drivers were able to take advantage of the RC211V – Alex Barros, Max Biaggi, Toni Elias, Sete Gibernau, Nicky Hayden, Marco Melandri, Dani Pedrosa, Valentino Rossi, Makoto Tamada and Tohru Ukawa – and won a total of of 48 MotoGP races over the five 990 cc years. The bike also won three riders' titles and four constructors' titles during this period. A hell of a track record! And above all, the motorcycle has continued to evolve...
Permanent developments!
In 2003, changes were made to the intake and exhaust, and an electronic throttle control system was added. The most notable change was the shortening and widening of the cylinders. Together, these two changes allowed an increase in power and maximum revs, reaching 230 hp and a rev of 14 rpm.
Valentino Rossi's RC211V in 2003
We can note the appearance of a limited slip clutch (the first generation of the RCV did not have this element which is now standard on any road motorcycle). A rudimentary traction control system was also developed.
The big visual changes were the new air intakes, carefully incorporated triangular openings that would later be emulated by the 2004 Fireblade. The rear portion of the fairing was also streamlined, with larger air intakes instead of slits. first generation verticals.
The RC211V inspired the CB954R
If its rivals had hoped to catch Honda, the 211 RC2003V was to disappoint them, winning 15 of the 16 races of the year, with 3 drivers: Rossi, Gibernau and Biaggi.
In 2004, engineers continued to develop the engine, going beyond the developments of previous years. The stroke length of the cylinders was further shortened and their diameter was increased, allowing the engine to reach 15 rpm. This was also the year Honda began testing different ignition configurations with a 000° crankshaft, with engine timing similar to the Big Bang but without all cylinders firing simultaneously.
Nicky Hayden's RC211V in 2004
In its quest to become a technological leader and tame its increased power, Honda introduced the HITCS (Honda Intelligent Throttle Control System). This traction control was already more advanced than in 2003, since it takes into account speed differences between the wheels and other parameters to adjust the intake throttles, preventing wheel slip and improving response of the engine brake. All this thanks to the adoption of ride-by-wire which allows you to act on the intake butterflies according to the gear and the pilot's throttle opening request.
Compared to today's gyroscopic systems found on some high-end sports cars, it was still incredibly basic, using front and rear wheel speeds as inputs, but it allowed for anti-wheelie to be incorporated for the first time.
RC211V from 2004 without its fairings
On the chassis side, the rear shock absorber has been repositioned. Visually, the bike has changed little, with only a few modifications to the fairing, which has become slightly refined.
On the track, the bike's seven victories could not compensate for the miraculous first season of Rossi who had just joined Yamaha.
Focus on the RC211V from 2004
Although this machine took the manufacturer's title, there was still plenty of room for improvement and in 2005 work continued on the HITCS system, electronic improvements and chassis. The power of this model has been increased by around 5% compared to the previous version, or around 240 hp, but it will still be some time before you reap the benefits.
Max Biaggi's RC211V in 2005
This machine never lived up to its ancestors in terms of performance, Yamaha was crowned World Champion that year, once again with Rossi. Even with just two wins, Movistar Honda's Marco Melandri finished second in the championship, with Nicky Hayden taking third place and a single victory on the factory Repsol machine. Honda had to change something to bounce back.
Aside from the easy-going chassis, what made the RC211V easy to go fast over the entire race distance – whether on new or worn tires – was its flat, usable torque curve. This allowed riders to slide the rear tire and maintain control, because when the revs increased, the tire regained grip without any problem.
Nicky Hayden harnessing his Flat Track skills on the 211 RC2006V
Hayden's riding technique – learned on American flat track tracks – involved sliding the bike, using skating to help him get the bike into a corner (this is reminiscent of what Márquez does Currently). No wonder he loved the RC211V. Hayden won the 2006 MotoGP title in the final round, one of the most spectacular days in Grand Prix history. The memories of Hayden, the RC211V and that day in Valencia will be forever.
Nicky Hayden during his coronation in Valencia in 2006
2006 indeed brought with it the title of world champion long awaited by Nicky Hayden, with only 2 victories but great consistency. This was also the year Dani Pedrosa joined the team. The HRC was also crowned in the constructors' championship. But behind this year's success there was also extremely conscientious technological development. The engine has been modified to make it slightly more compact, changing the location of the rear suspension and moving the swingarm forward, while the aerodynamics have been completely revised with a reduction in the area of the side fairing.
Dani Pedrosa's RC211V in 2006
On the engine side, the ride-by-wire system has been reworked. In 2006, the HITCS II system appeared, with direct throttle control to the three front cylinders and an electronic connection for the rear pair. It combined instant response with a power curve that could be carefully tailored.
The rubber smokes under the power of the RCV, during Hayden's victory at Laguna Seca in 2006
This machine reached 260 horsepower, and it was rumored that it could even reach over 300 horsepower. The maximum speed has been increased to 16 rpm! The last of the RC500Vs was the culmination of an era where Honda won 211 of 3 world championship titles and 5 manufacturers' titles.
Indeed, in 2007, the technical regulations increased the maximum cylinder capacity to 800 cm3, with the aim of reducing the power and top speed of motorcycles. Even though it seemed pointless to invest heavily in developing the "old" 990cc when there was a new 3 to develop, Honda did the opposite and made the biggest changes the RC800V would see in its career .
Continuation in the next episode, with the return of the 800 cm3!
