{"id":97020,"date":"2021-03-24T00:00:00","date_gmt":"2021-03-24T02:00:00","guid":{"rendered":"http:\/\/pre.boxrepsol.com\/uncategorized\/evolution-of-the-repsol-honda-engine-the-rc212v-and-the-rc213v\/"},"modified":"2023-02-27T07:10:31","modified_gmt":"2023-02-27T09:10:31","slug":"evolution-of-the-repsol-honda-engine-the-rc212v-and-the-rc213v","status":"publish","type":"post","link":"http:\/\/pre.boxrepsol.com\/en\/motogp-en\/evolution-of-the-repsol-honda-engine-the-rc212v-and-the-rc213v\/","title":{"rendered":"Evolution of the Repsol Honda engine: the RC212V and the RC213V"},"content":{"rendered":"

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The development of the RC is an endless journey, always striving to create a more powerful bike with smoother handing <\/p>\n

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In 2007, a new regulations change limited engine displacement to 800cc, which forced manufacturers to be creative and look for new ways to give their engines the power they needed. Honda decided to return to the V4 layout they knew well from the 500cc era, which let them reduce mass and friction in addition to avoiding regulation penalties for five-cylinder engines. The firing configuration returned to screamer mode to take advantage of the engine’s full power, whilst the electronics that weren’t available in the NSR era made handling smoother than ever before. As a result of these changes, the RC212V’s top speed was 15\u00a0kph lower than its predecessor’s, but made up for this with faster turn speed<\/strong>. This new machine was better at speeding up when coming out of a turn and allowed the rider to brake later, helping it achieve lap times similar to the 990cc bikes.<\/p>\n

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