We already had closely observed the RCV213V tested by Stefan Bradl last week in Jerez, and here are some new photos which allow us to support our analyses. A new chassis, a new swingarm and a new exhaust: while the technical freeze is in effect for the engines, Honda worked hard during the off-season!
The new chassis is the biggest change we've seen in a number of years, could this evolution of the RC213V return Honda to the top step of the podium in 2021?
The first thing visible on the new 2021 motorcycle is this very different exhaust. It's longer, has a different shape and has ditched a small section where the exhaust diameter expands, which was under the saddle.
Over the past few seasons, Honda had oriented the development of its engine in order to favor its power, to the point of reaching top speeds similar to the Ducati. But last season they seemed to suffer from acceleration out of corners. This new exhaust may play on engine response, to improve mid-range power to improve cornering handling, but we have nothing to confirm this, with Honda not yet confirming details on the new bike .
This photo clearly shows how much longer the new exhaust is than the old one. It also appears that the tube has a smaller diameter, but this remains to be confirmed.
This photo and the next one show two things: the new exhaust and how the chassis has evolved.
As we saw previously, the new rear exhaust has a different shape under the seat. From what we can see, the exhaust located at the bottom, which evacuates the gases from the two front cylinders, seems not to have evolved, but it is likely that it has also undergone some small modifications.
Now, looking closely at the chassis, we note how thin its thickness is around the swingarm pivot area. To compare to the older version of chassis, where it is much thicker in this area, just look at the following photo.
So why does Honda seem to be reducing the thickness of the frame around the swingarm pivot? The most likely answer is that Honda is looking for more lateral flex in corners. Promoting flex at high lean angles helps it stick to the track surface, improving grip, with the chassis then acting in sync with the suspension. However, too much flexion is undesirable and counterproductive when drivers want to achieve a timed lap.
This is also one of the theories which explains why Suzuki seems to have more difficulty during qualifying. Their chassis is quite supple and has a lot of lateral flex, meaning it corners well, but its lack of rigidity compared to others means that having a high pace on a lap is difficult. But it's that same supple chassis that makes the Suzuki soft on the tires, allowing it to keep the same lightning-fast pace throughout the race.
Honda also has a new swingarm on the 2021 version of the RC213V. It's hard to see the differences, but it's supposed to be new.
What's notable in this photo is the swingarm pivot area, far right. The new 2021 Honda chassis is wider at the pivot area and also appears wider on the main beam.
This new chassis is the biggest change we've seen in a few years on the RC213V. We'll try to get some more photos that show more of the new chassis, but so far the Honda engineers have been very good at hiding it!
Here the old chassis, which is very different from the one presented before. At the top, we see how the new exhaust is different from the old version.
Here, we note three new fixings integrated into the sides of the fairing. There, we can't help but think that they are undoubtedly there waiting for new aerodynamic elements to test, probably larger than the current mini side fins...
Photo credit: MotoGP.com
