Honda nsr500


GoWikipedia - Honda nsr500

Look for Honda nsr500 on one of Wikipedia's sister projects:
Wiktionary (free dictionary)
Wikibooks (free textbooks)
Wikiquote (quotations)
Wikisource (free library)
Wikiversity (free learning resources)
Commons (images and media)
Wikivoyage (free travel guide)
Wikinews (free news source)
Wikidata (free linked database)
Wikipedia does not have an article with this exact name. Please search for Honda nsr500 in Wikipedia to check for alternative titles or spellings.
  • Log in or create an account to start the Honda nsr500 article, alternatively use the Article Wizard, or add a request for it.
  • Search for "Honda nsr500" in existing articles.
  • Look for pages within Wikipedia that link to this title.

Other reasons this message may be displayed:

  • If a page was recently created here, it may not be visible yet because of a delay in updating the database; wait a few minutes or try the purge function.
  • Titles on Wikipedia are case sensitive except for the first character; please check alternative capitalizations and consider adding a redirect here to the correct title.
  • If the page has been deleted, check the deletion log, and see Why was the page I created deleted?.

en.gowikipedia.org

Уэйн Гарднер вспоминает Honda NSR500

Honda NSR500 - самый доминирующий мотоцикл MotoGP в 90-х, при этом его концепция до 1992 года не раз пересматривалась. Инженеры пробовали разные варианты размещения двигателя в раме, топливного бака, крепления маятника, в результате чего чемпионские NSR500 на следующий год сменялись неудачными эволюционными версиями. Начав в конце 80-х вносить изменения в конструкцию по образу и подобию менее брутальных Suzuki и Yamaha, Honda в 92-м создала очень совершенную NSR500, почти без изменений выступавшую до конца десятилетия.

Чемпион Гран-При Уэйн Гарднер выиграл титул на NSR500 1987 года, дважды оказывался в чемпионате вторым, но больше повторить свое главное достижение у него не получилось. Одна из причин - проблемы Honda с балансом. Они были устранены на модификации 1992 года, которую Гарднер назвал лучшей NSR500 из тех, на которых он ездил (то есть на всех, которые к тому моменту были созданы с 85-го года). В тот сезон Уэйн последний раз участвовал в чемпионате GP500, а его напарник Мик Дуэн открыл год серией из пяти побед в семи первых гонках. Почти на таком же байке он выиграл пять чемпионатов подряд (1994 - 1998).

Гарднер рассказывает историю появления самой успешной версии NSR500.

Я где-то читал, что NSR 92-го был вашим любимым байком. Как так? Разве чемпионский аппарат 87-го не такой хороший?

Нет, даже не рядом. Байк 92-го был невероятным, потому что у него появился мотор с биг-бэнгом, который мне очень понравился. В то время Мик не был его большим фанатом, а мы его тестировали, потому что Honda хотела пустить его в дело - там знали, что у Yamaha другой порядок вспышек, и еще они знали, что Yamaha чуть лучше нас сохраняла заднюю шину. У нас вспышки шли через каждые 90 градусов [оборота коленвала]. Так что вот этим они и занимались, и когда я впервые опробовал тот мотоцикл, то сказал, что по ощущениям он медленнее... но времена круга говорили о другом. Мне это было непонятно - открывать газ стало гораздо проще, и так далее. Я захотел оставить этот вариант, Мик - нет, и у Honda было два мнения. В итоге они стали вносить туда небольшие изменения, добавили оборотов, и Мику это понравилось больше. Так что мы пошли в этом направлении.

В общем, мне тот мотор нравился, с ним езда сильно упрощалась, особенно в дождь. Он хорошо раскручивался, а у Honda была репутация самого быстрого мотоцикла, но как только мы изменили порядок воспламенения, максимальная скорость перестала быть особенно большой, зато было "дружелюбие".

Философия Хонды всегда была в том, чтобы опустить массу ниже, вниз, и вот поэтому у них была та самая "перевернутая" концепция [с топливным баком под двигателем]. Они воплотили ее абсолютно неправильно. Мы выяснили, что они занизили ось маятника в 88-м на 20 миллиметров и поняли, что творится. На одном Гран-При мой моторхоум стоял по соседству с шатром Suzuki, там целый день была открыта дверь, а мотоцикл стоял "раздетый". Я указал на это японцам, они пришли и весь день фотографировали байк, вернулись... я уже рассказывал эту историю... все увеличили в масштабе и провели замеры. Я спросил: "В чем там разница?", и они ответили: "Большая разница, другая философия". Он был похож на кроссовый мотоцикл, все было высоко приподнято. Я спросил, что они с этим будут делать, и когда те ответили, что - ничего, я сказал: "Не-не-не, мы должны это попробовать".

В общем, в 89-м мы начали рубить и кромсать мотоцикл, поднимать его, и он начал преображаться. Мотоцикл, который никогда не поворачивал как следует, часто буксовал и ездил с заносами, начал кардинально меняться. Большую часть 89-го мы потратили на доводку шасси, и оно получилось весьма приличным. В 90-м было еще лучше, его "полировали" следующие два года. Добавьте к этому тот выдающийся мотор с биг-бэнгом... это был лучший байк из всех, на которых я ездил. Он оставался таким с минимальными изменениями следующие несколько лет. Я закончил чемпионат, а Мик продолжал, и изменения по ходу его пяти титулов были незначительными. Мелочи тут и там. В основе лежало шасси 92-го. Это был удивительный мотоцикл.

Подсмотрев у Suzuki (№34) и Yamaha (№1) идеи для мотора и шасси, Honda (№3) построила лучший прототип 90-х

www.motogp-news.ru

Honda NSR500 (2001) - Honda Collection Hall

With more than 100 wins to its credit the Honda NSR500 is the most successful racing bike in modern Grand Prix history. Almost two decades of racing experience, painful failures and enormous amounts of money are contained in this motorbike – which paid off in no less than a total of ten GP world titles.

Built by HRC (Honda Racing Corporation) the NSR500 was originally debuted in 1984 for the motorcycle Grand Prix 500cc class. The NSR was continuously improved and evolved into a legend in the 1990’s when it won the title six times in a row. At the 2001 Japan GP this machine – ridden by Valentino Rossi – accomplished Honda’s 500th GP victory since first competing in GP racing in 1961. In the same year the Honda factory team (under direction of the Australian chief mechanic Jeremy Burgess) won both, the Rider’s and the Manufacturers Championships. The following season a few NSR500 were competing against the 4-stroke racers in the newly established MotoGP class. At this point HRC was already working on the sucess of its new GP racer: the RCV211.

Specifications:

  • Type of engine: Liquid cooled 2-stroke V4, 112° cylinder angle
  • Engine displacement: 499ccm
  • Bore / Stroke: 54×54,5mm
  • Four Keihin carburators, case reed valve intake, electronic exhaust control
  • Maximum power: 200PS / 13.500rpm
  • Brakes: 320mm dual carbon front disk brakes, 195mm rear disk brake
  • Suspension: 46mm Showa upside-down fork and Showa shock absorber
  • Wheelbase: 1400mm, 16.5″ Magnesium wheels
  • Fuel capacity: 32 liters
  • Dry weight: 131kg

2001 NSR500 (Valentino Rossi), 2002 NSR500 (Alex Barros), 2003 RC211V (Valentino Rossi)

Track record of the NSR500 at the 500cc Grand Prix World Championships:

  • 1984: 4th place, Freddie Spencer
  • 1985: 1st place, Freddie Spencer
  • 1986: 2nd place, Wayne Gardner
  • 1987: 1st place, Wayne Gardner
  • 1988: 2nd place, Wayne Gardner
  • 1989: 1st place, Eddie Lawson
  • 1990: 3rd place, Mick Doohan
  • 1991: 2nd place, Mick Doohan
  • 1992: 2nd place, Mick Doohan
  • 1993: 3rd place, Daryl Beattie
  • 1994: 1st place, Mick Doohan
  • 1995: 1st place, Mick Doohan
  • 1996: 1st place, Mick Doohan
  • 1997: 1st place, Mick Doohan
  • 1998: 1st place, Mick Doohan
  • 1999: 1st place, Àlex Crivillé
  • 2000: 2nd place, Valentino Rossi
  • 2001: 1st place, Valentino Rossi
  • 2002: 8th place, Loris Capirossi(Team mate Alex Barros started the season on NSR500, but switched to the RC211V in late 2002 and finished 4th overall)

 

The Honda NSR500 (2001) is located on the third floor of the Honda Collection Hall.

More Honda Racing Bikes at the Honda Collection Hall: http://www.honda-museum.com/racing-bikes/

www.honda-museum.com

Honda NSR500 | GP Racing History

1984-2002 Honda NSR500

As the speeds of GP racing increased, and as more high-speed tracks were added to the season, it became apparent that the NS500 was reaching the end of its development cycle. By the early 1980s, more power was needed. Honda set out to create a machine with dominating performance, powered by a V4 engine with maximum horsepower.

In contrast to the twin-crank, 90° V4 rotary-valve engines of the competition, Honda was determined to produce a high precision engine with high output at high rpm, all in a compact size. They accomplished this by developing a single-crank, 90° V4 with crankcase reed-valve induction. The new machine, with its simplified triple-shaft engine was named the NSR500.

In its debut season of 1984, the new NSR featured an unusual design in which the fuel tank was mounted beneath the engine, with the expansion chambers running over the top of the engine. The increased width of the 4-cylinder engine was compensated for by the lower center of gravity, resulting in highly responsive handling. The massive new twin-spar aluminum frame did away with under rails, instead gripping the engine between its branched side beams.

This unique construction had not been seen since the first NR500, and was an example of Honda’s continuing efforts to develop innovative technologies. However, once again it was a case of too much too soon. The complex curves of the expansion chambers led to durability problems, and changing fuel loads adversely affected handling. After winning two races on the bike, Spencer switched to the NS500 in mid-season, ending the year in 4th place.

Still, the NSR500’s 150 peak horsepower put in the top level of machines for its era, so for 1985 a lightweight, high-rigidity RVF-style ‘Ultra Light Frame’ was designed. Built of large but lightweight triple-box-section aluminum extrusions, the frame delivered brilliant handling.

In parallel with the NSR500’s V4 engine, Honda also developed the NSR250, a 250cc V-twin that was essentially half a V4. Spencer would make GP history when he won both the 500cc and 250cc titles in the same year. From 1985 to 1993 Spencer’s two NSR racers would be painted in the Rothmans’ colors of the main sponsor. On the new NSRs Spencer was blindingly fast.

During the 1985 season Spencer won seven of twelve GPs, taking his second 500cc Championship and his first 250cc Title. Honda also took the Manufacturers’ titles in both classes. This was truly an epochal season for both Honda and Spencer.

Injuries prevented Spencer from completing the 1986 season, so Australian Wayne Gardner hopped on the NSR and fought the peaky, vibratory and heavy-handling machine to a hard-won 2nd spot in the championship.

From this point onwards engine development focused less on maximum power output and more on smoother, more linear power delivery. The days when maximum power and high top speeds were enough to win races were over. The 150 horsepower 2-stroke 500s had more than enough power for any rider. The new generation of race bikes would have to be more rider-friendly.

For 1987 the exhaust layout was changed, the cylinder V angle was increased to 112° and a primary balancer shaft was added to quell vibration, making it an entirely new 4-shaft engine. An ATAC exhaust valve was added (electronically controlled RC valves), significantly smoothing the bike’s power characteristics. Gardner took the title, winning seven of fifteen GPs and capturing the Manufacturers’ title for Honda once again.

Still, the chassis and the tires were now stretched beyond their limits by the powerful engine. So, for 1988 a new frame with an adjustable head pipe and improved suspension components was introduced. These upgrades helped Gardner win three races in a row at mid-season, but still left him in 2nd spot at year’s end.

An injury during the 1989 season led to Gardner being replaced by the 1988 world champ, Eddie Lawson, who had switched camps to Honda. In an effort to improve the NSR’s handling and traction characteristics, many new frames were tried during the season. Lawson won the title while avoiding a lot of new technology in the process.

A big surprise arrived in 1990 was the advent of the ‘Big Bang’ engine. In this configuration the firing of each cylinder was offset 90°, meaning that instead of each cylinder firing at 90° intervals, each set of two cylinders fired 180° apart. The slight reduction in maximum power that resulted was more than offset by the improved torque characteristics caused by the increased amplitude in combustion torque waves. Traction during acceleration was markedly improved.

This was a major turning point in engine development, and the NSR’s engineers experimented with various firing orders and crank angle/ignition timing settings. As the bikes became easier to ride, lap times began to drop. Usable power became more important than maximum power. Chassis upgrades included such trick parts as expansion chambers and other parts made of titanium, helping to reduce machine weight by more than 15kg.

Around this time another gifted rider appeared on the scene. Mick Doohan had been battling with Yamaha’s Wayne Rainey and Suzuki’s Kevin Schwantz, finishing 3rd in the championship in 1990 and 2nd in 1991. His time had now come.

By the time 1992 rolled around, a new 68° irregular firing order was being used. Each pair of cylinders fired simultaneously at 68° and 292° intervals. The resulting irregular combustion torque wave shapes delivered markedly superior traction. And just by chance, thanks to the crank phasing, the 112° V angle cancelled out the theoretical primary vibration, eliminating the need for a balancer shaft. For the first time since 1986 this allowed a return to a triple-shaft engine, and a more rigid and precise engine structure. This new engine had a unique exhaust note, leading observers to call it a ‘screamer’ engine. In the bike’s first outing, the rain-sodden Japan GP, Mick Doohan rode the ‘screamer’ to victory. This win was especially impressive because prior to the screamer engine the NSR500 was difficult to ride in the wet.

Everyone expected Doohan to romp to the title in 1992, but his early season win streak of five was cut cruelly short when he suffered a horrendous crash at the Dutch TT resulting in severe injuries to his right leg. Still, the NSR500 won 7 of 13 GPs that year, amply proving its superiority. Though still not fully recovered for the 1993 season, Doohan did manage to win one race, ending up 4th in the championship (Daryl Beattie took the other win for the NSR500 in 1993). New technology introduced during the season included electronically controlled fuel injection that boosted output to more than 170 horsepower, allowing the NSR to clock an amazing 320km/h at the German GP.

For 1994, engine performance was further improved by a water injection system for the exhaust, which improved combustion chamber filling efficiency at low rpm. Electronically controlled damping for the rear suspension (Active Suspension) was also used. Even after Doohan regained his fitness, the aftereffects of the crash forced him to use a thumb-operated rear brake lever mounted on the left handlebar of his NSR.

The combination of the new NSR and a rejuvenated Doohan resulted in nine wins of fourteen races, an overwhelming performance that won Doohan the Riders’ title and Honda the Manufacturers’ title. This was the start of a never-before-seen run of victories for the NSR500.

1995: 9 wins in 13 races / 7 wins for Mick Doohan1996: 13 wins in 15 races / 8 wins for Doohan; NSR500V introduced1997: 15 wins in all 15 events / 12 wins for Doohan1998: 13 wins in 14 races / 8 wins for Doohan; 22 straight wins for Honda1999: 9 wins in 16 races / Doohan retires; Alex Criville replaces him and wins the championship. Honda wins the Riders’ and Manufacturers’ titles in six consecutive years.2001: 12 wins in 16 races/ 11 wins for Valentino Rossi / Honda achieves 500 wins in GP racing and again wins Riders’ and Manufacturers’ titles.

In 2002 the 500 GP class changed to MotoGP and 4-stroke engines, making it the last season for the NSR500. Now at the peak of its development, the NSR500 was cranking out an incredible 180 horsepower, allowing it to compete on almost level terms with the 200 horsepower 990cc MotoGP bikes. Still, the NSR500 never beat the RC211V, its best finish being a 2nd place.

However, the technology developed on the NSR500 made a huge contribution to the RC211V’s competitiveness. During the 19 years it was raced, no fundamental changes to the NSR500 were made. It won ten Riders’ Championships and nine Manufacturers’ titles, indisputable proof of the excellence of its design and technology.

ultimatemotorcycling.com

honda nsr500v : Wikis (The Full Wiki)

The Honda NSR500V is a race motorcycle from the Honda NSR series. It was designed and manufactured by HRC and debuted in 1996 for the Grand Prix motorcycle racing's 500 cc class. The bike was conceived by Honda to be a viable machine for privateer teams to enter the class.

Characteristics

The V-twin water-cooled two-stroke used the same crankcase reed-valve induction as the Honda NSR500 V4. The 100 degree V2 also used a single crankshaft, a feature common to all of Honda's GP race bikes of the time. Weighing in at 103 kg, it produced a claimed 135 bhp (101 kW) when running on hi-octane avgas. Although it made less power than its V4 counterpart (some 40-50 hp less), it was lighter, easier to ride and better handling. At many circuits it was capable of lapping just as fast as a V4, given a clear track. Its main strength was being able to carry a higher corner speed than the V4. However its weakness became apparent in traffic. If the V2 lost its momentum through the corner, a V4 was able to use its better acceleration and power to pull away. It was nevertheless to fulfil its purpose of being a competitive and realistic machine for private teams.

Racing History

Initially Honda ran two fully works-supported bikes in 1996 as part of the established Repsol squad, the bikes being ridden by Tadayuki Okada and Shinichi Itoh. The machine made an immediate impact with Okada securing pole position for its maiden race in 1996, in Malaysia. Okada was to bring the new bike home in the Top 5 on six occasions, its best finish being a 2nd at the final race in Australia. When the Grand Prix season had finished, Honda also entered the V2 in the MFJ Grand Prix Superbike Race which pitted most of the top Grand Prix teams against each other in a one-off race at Sugo. Okada won the event on the V2, ahead of the established V4s from Honda, Suzuki and Yamaha.

Honda continued to develop the V2 over the winter of 1996 and again entered the V2 as a works machine in 1997, this time piloted by Takuma Aoki. The bike proved competitive scoring seven Top 5 placings, its best being 2nd in Australia. The V2 was also sold to private teams, among them the newly-formed Gresini Racing Team with rider Alex Barros who got onto the podium at Donington and finished the season 9th (ahead of six factory V4 bikes).

Over the course of 1998 and 1999, Sete Gibernau rode the official V2 and reached the podium on two more occasions. More private teams had also purchased V2 machines and by 2000, the machine had become a realistic option for privateers to compete in the category, with the bikes being consistently able to finish in the points. In 2000 Jurgen van den Goorbergh won Best Privateer, with Haruchika Aoki winning the same award the following year – both on board NSR500Vs.

The introduction of rules allowing four stroke machines to enter the class in 2002 effectively put an end to the competitiveness of the two stroke V2 as even the two stroke V4 machines quickly became obsolete.

Only 22 NSR500v motorcycles were produced by Honda Racing Corporation. There were 20 NSR500v motorcycles produced from 1996-2000. The NSR500v engine suffered from a fragile transmission. For 2001 Honda Racing Corporation updated the engine with a new crankcase set and transmission. In 2001 Honda Racing Corporation produced 2 NSR500v motorcycles which were raced by the Shell Advance Team. Several 2001 updated engines were sold to other NSR500v teams.

Unlike the NSR500V4s which were merely leased out to teams, the V2s were sold to teams, many of whom later sold them outside the Grand Prix arena. Some were campaigned in National races while many ended up in private motorcycle collections.

Honda NSR500V Specifications
Engine Type: 2 stroke water cooled V2single crankshaftreed valve
Displacement: 499.7 cc
Max Power: 135 bhp (101 kW) @ 10250 rpm
Carburation Type: 40 mm Keihin PJ short type
Ignition: CDI digital
Clutch: Dry multiple discs
Transmission: 6 speed cassette type
Final Drive: Chain
Frame Type: Twin spar aluminum
Suspension: Front: Showa Inverted telescopic forks Rear: Showa mono shock
Tyres: Michelin
Wheel: Front: 3.625 x 17 inches (430 mm)Rear: 5.875 x 17 inches (430 mm)
Brake System: Front: Carbon composite disc (290mm), Brembo 4 pot calipersRear: cast iron disc (196mm), 2 pot calipers
Overall Length: 1975 mm
Overall Width: 595 mm
Wheelbase: 1360 mm
Weight: 103 kg
Fuel Tank: 26L

References

www.thefullwiki.org

Honda NSR500 - Сайт bike-vse-o-nih!

Honda NSR500 это гонка мотоцикла из серии Honda NSR. Она была создана HRC (Honda Racing Corporation) и дебютировал в 1984 году на 500 Class CC Мото Гран-при гоночных. Honda выиграли десять чемпионатов мира в классе 500cc с NSR500 с 1984 по настоящее время шесть в ряд 1994 по 1999 год. С более чем 100 побед в своем активе, NSR500 является наиболее доминирующей силой в современной Большой гоночный мотоцикл Prix. 1989 NSR500, которая выиграла 500 третьего мира Honda чемпионата с Эдди Лоусон примером подавляющей власти, ускорение и скорость сырья, которое всегда было синонимом 500 см Хонды двухтактных V4.1984 - 1987

Разработанный, чтобы добиться успеха Honda первый двухтактный Гран гонщик, NS500 Трехместный, NSR500 дебютировал в 1984 году на 500 Class CC Мото Гран-при гоночных. Опираясь на уроки, извлеченные из его трех-цилиндровый предшественник, новый V4 использованы одним коленчатым валом, что делает его легче и компактнее, чем его двойного коленчатого вала противников. Хотя мучает неортодоксальные технологии шасси в своем первом сезоне, NSR500 превратилась в клинч Хонды второй 500 см GP титул в 1985 году. Открытие V-угол до 112 градусов в 1987 году создал место для квартета 36 мм карбюраторы Keihin между цилиндрами, где они могли быть поданы более прохладного воздуха. Переход на новую систему также позволяет двигателю более эффективно выдыхайте через четыре искусно переплетаются расширительных камерах. К концу года, Honda выиграл третий чемпионат мира 500.1988-1989

Полностью переработан для 1988, NSR500 получил более жесткий, двойной шпат алюминиевое шасси и различных изменений двигателя. Более улучшение дал 1989 NSR500 свыше 165 лошадиных сил (123 кВт) при 12000 оборотов в минуту - удваивая выходе 1966 Honda RC181 гран четырехтактный. Способный свыше 190 миль в час (310 км / ч), в 1989 году было больше велосипедов максимальную скорость и ускорение, чем все остальное на трассе. Чтобы содержать все, что мышцы, тем жестче, двойным лонжероном алюминиевое шасси использованы изогнутые, крыло чайки типа маятник, чтобы разместить более эффективную расширительных камерах. В результате была неумолима, но жестоко быстро, пакет, который заработал четвертую Honda 500 см чемпионата мира в 1989 году.1990-1998

Хотя 499 CC V-4 может производить более 200 лошадиных сил (150 кВт), шасси развитие, применение современных технологий управления двигателем и австралиец именуемый Мик Духан сделал NSR500 легенде в 1990 году. Всестороннее тестирование в 1991 году привел к новому алюминиевое шасси по образцу успешных RVF750 выносливость гонщик. Honda представила революционную идею с 1992 V4 что было приурочено к уволить всех четырех цилиндрах в пределах 65-70 градусов вращения коленчатого вала - так называемый "Большого Взрыва" двигатель. Наряду с уравновешивающего вала, что нейтрализованы гироскопические эффекты одного коленчатого вала двигателя, в 1992 NSR500 был прорыв. Подчеркивая ускорение более чистой скорости, Духан использовать этот двигатель, чтобы выиграть пять из семи первых 500 гонок Гран-при 1992 года. Хотя плохо сломанной ноги отказали предложение Doohan за 1992 чемпионат мира, он не может быть отказано надолго. Начиная с 1994 года и Doohan NSR500 выиграл пять последовательных 500 см чемпионата мира. Победа 12 из 15 гонок в 1997 году, он сломал одного сезона выиграть запись, которая была установлена ​​в 1972 году. Объединяя в течение 54 Всего 500 Гран-при побед, ни человеком и машиной в современной истории не доминировала в чемпионате мира 500 так основательно. Начиная примерно с 1997 года, еще раз Рекомендуемые NSR500 старше "Screamer" двигатель в некоторых заводе гонщики, с Миком Doohan предпочитая более высокой мощности прямого этой конструкции несмотря на его гораздо сложнее использовать.1999-2002

Постоянное развитие и все возрастающей сложности заостренный край NSR500, зарабатывая Honda еще два 500 чемпионаты мира, с Алексом Crivillé в 1999 году и снова с Валентино Росси в 2001 году. Положение о чемпионате мира мотоциклов шоссейные 500 кубовом классе были резко изменилась для сезона 2002 года с четырехтактными двигателями будет разрешено вырасти до 990 см и до шести цилиндров. Имя класса был изменен на MotoGP и был ограничен только гонки прототипов. Из-за этих изменений, Honda представила RC211V в 2002 году до гонки наряду с NSR500. Чем больше RC211V перемещения и других четырехтактных велосипеды преобладают серии и был в конечном счете NSR500 поэтапно из класса вместе со всеми другими двухтактных мотоциклов

bike-vse-o-nih.jimdo.com

definition of honda nsr500 and synonyms of honda nsr500 (English)

From Wikipedia, the free encyclopedia

The Honda NSR500 is a race motorcycle from the Honda NSR series. It was created by HRC (Honda Racing Corporation) and debuted in 1984 for the Grand Prix motorcycle racing's 500 cc class. Honda won ten 500cc World Championships with the NSR500 from 1984 to present, six in a row 1994 to 1999. With more than 100 wins to its credit, the NSR500 is the most dominant force in modern Grand Prix motorcycle racing. The 1989 NSR500 that won Honda's third 500 World Championship with Eddie Lawson exemplifies the overwhelming power, acceleration and raw speed that has always been synonymous with Honda's 500 cc two-stroke V4.

1984 - 1987

Designed to succeed Honda's first two-stroke Grand Prix racer, the NS500 triple, NSR500 debuted in 1984 for the Grand Prix motorcycle racing's 500 cc class. Building on lessons learned from its three-cylinder predecessor, the new V4 used a single crankshaft, making it lighter and more compact than its dual-crankshaft adversaries. Though tormented by unorthodox chassis technology in its first season, the NSR500 evolved to clinch Honda's second 500 cc GP title in 1985. Opening the V-angle to 112 degrees in 1987 made room for a quartet of 36 mm Keihin carburetors between the cylinders where they could be fed more cool air. The new arrangement also let the engine exhale more efficiently through its four artfully intertwined expansion chambers. By year's end, Honda won a third 500 World Championship.

1988 - 1989

Entirely redesigned for 1988, the NSR500 got a stiffer, twin-spar aluminum chassis and various engine changes. More improvements gave the 1989 NSR500 upwards of 165 horsepower (123 kW) at 12,000 rpm — essentially doubling the output of the 1966 Honda RC181 Grand Prix four-stroke. Capable of well over 190 miles per hour (310 km/h), the 1989 bikes had more top speed and acceleration than anything else on the track. To contain all that muscle, the stiffer, twin-spar aluminum chassis used a curved, gull-wing-type swingarm to accommodate more efficient expansion chambers. The result was an unforgiving, but brutally fast, package that earned Honda a fourth 500 cc World Championship in 1989.

1990 - 1998

Though the 499 cc V-4 could produce more than 200 horsepower (150 kW), chassis development, sophisticated engine management and an Australian named Mick Doohan made the NSR500 a legend in the 1990s. Extensive testing in 1991 led to a new aluminum chassis patterned on the successful RVF750 endurance racer. Honda unveiled a revolutionary idea with a 1992 V4 that was timed to fire all four cylinders within 65-70 degrees of crankshaft rotation — the so-called "Big-Bang" engine. Along with a balance shaft that neutralized the single crankshaft engine's gyroscopic effects, the 1992 NSR500 was a breakthrough. Emphasizing acceleration over sheer speed, Doohan used this engine to win five of the first seven 500 Grand Prix races of 1992. Although a badly broken leg denied Doohan's bid for the 1992 World Championship, he would not be denied for long. Beginning in 1994, Doohan and the NSR500 won five consecutive 500 cc World Championships. Winning 12 of 15 races in 1997, he broke a single-season win record that was set in 1972. Combining for 54 total 500 Grand Prix wins, no man and machine in modern history had dominated the 500 World Championship so thoroughly. From around 1997, the NSR500 again featured the older "Screamer" engine in some factory racers, with Mick Doohan preferring the higher outright power of this design despite it being much more difficult to harness.

1999 - 2002

Constant development and ever-increasing sophistication sharpened the NSR500's edge, earning Honda two more 500 World Championships, with Àlex Crivillé in 1999 and again with Valentino Rossi in 2001. Regulations for the World Championship motorcycle road racing 500 cc class were changed drastically for the 2002 season with four-stroke engines being allowed to grow up to 990 cc and up to six cylinders. The name of the class was changed to MotoGP and was limited to race prototypes only. Because of these changes, Honda introduced the RC211V in 2002 to race alongside the NSR500. The larger displacement RC211V and other four-stroke bikes dominated the series and the NSR500 was eventually phased out of the class along with all other two-stroke motorcycles.

External links

dictionary.sensagent.com


Смотрите также