Some of Larry's recent mounts include - a Ducati 900 SS CR, Triumph Tiger, Honda CBR 900RR, Triumph T509 Speed Triple, Triumph T595 Daytona, Honda VFR800, 900 Monster and CBR 600F4.

He has done quite a few trackdays in his time and completed a few racecraft courses aswell so he is no stranger to punting a sportsbike reasonably hard.

Now over to Larry to give you his owner impressions of Honda's new SP1.

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Saturday I traveled approximate 40 miles on the freeways to pick up a friend for some riding. The expansion joints made the ride slightly harsh, but certainly no harsher than a Ducati. Wind keeps the weight off of the wrists and saves the low back. There is no turbulence at the helmet, just clean air (5'10" tall pilot).

Through Pleasanton, 25 mph speed limits prevail. Here the bike is awful. It cannot hold a steady speed at 25 mph. The EFI is on/off, and unless you keep micro smooth inputs on the throttle, you will accentuate the on/off experience, and turn it into lunging.

Engine heat builds up, shows at 215 degrees, and roasts your right thigh. This is not a stop and go, in town bike, and you really have to want to own this bike, if much of your travelling is in this type of traffic.

Out onto Mines Road. Moderately quick pace following a very good rider, who is controlling his speed to allow me to remain in contact. Now we are in the bike's environment. The engine revs very freely for a twin. The turn in, despite the 190 rear tire, and the fact that I'm on the rounded MEZ3 Racings, and not the more triangular Dunlop 207s, is very quick – much quicker than the Ducati 916 I end up riding a short distance later in the day.

A stop at the Junction. Several other riders, including one other SP1 at that location. The six of us take off for Patterson. Four of the six riders are smoother and faster than I am, and I have to work to stay in contact. This is when the "sneaky-quick" aspect of the bike shows. I power out of a turn, using the straights to close the distance opening between me, and the faster riders. From 7000 rpm to 10000 rpm the bike really gathers speed. It doesn't sound like it is moving fast, and it doesn't have that "hit" of some of the litre in-line fours I've ridden. But now the next turn is here, and I realise I'm moving faster into the turn than my skill set allows. Heavy brakes, unweight them, drop the bike over.......and new information appears.

The cut out in the tank for hanging off is perfectly placed. Very reassuring hold. Screwing up the front to back weight transfer, and back onto the power does nothing to hurt the stability of the chassis. The bike forgives my hamfisted skills, and pulls me safely through the turn.

Fast into the straights, and about 10 turns later I realise that the bike is making far more speed out of turns than it feels like, which is slowing me down, since I'm ending up hamfisted on the brakes, and having to build speed out of the turns.

But the good news is, that despite my lousy style, the bike is letting me know that you can brake it deep into the turn, flip it on its side, and power out, without the high side penalty that could come from something more powerful, like an R1 for instance.

Another bad riding lesson learned is that you can brake through the turn, and the bike will not stand up.

Now it's time to fill the tank.

You will never pass up an opportunity to get gas if you own one of these. Mileage per tank today is about 115 miles (180 kilometres). Comparing an interim fill up on the Duc' 916 against the SP1, the Duc' took 2.8 gallons for the same distance that the SP1 took 4.03 gallons. Tank, including reserve is 4.8 gallons. Simply put, the tank range SUCKS.

Back to the Junction, then up to the Observatory. Then a short trade off back to the Junction. I'm on the 916. This one has been set up for its rider very well. I'm about 15 lbs. heavier, but the set up feels right for me, as well. Leg position is about the same. Seat is equally bad, a smooth plank on both bikes, meant to facilitate moving around on and hanging off the bike, not for sitting on. The Duc' is the same weight but feels considerably heavier, both on the straights and in the curves. The Duc'' is running wide on me at slow speeds. It does not like slow speeds. The faster I ride it, the better it gets. Once I get into a crouch, and actually push the bars, I'm rewarded with the most information from a front end I can recall getting. This bike has great brakes, but they aren't stock. Even so, I think the SP1 brakes are better - more progressive.

The speedometer on the SP1 is wildly optimistic, and at a certain speed (perhaps slightly above posted speed limits, maybe even in triple digit mph figures, but since that would be illegal, I'm sure I must be making this up) I realise that the Duc' is equally stable, with a more realistic speedometer. Then it's back on the SP1. Now my friend has stumbled onto the fact that I'm capable of riding faster than I was letting on, so he is picking up the pace. Probably about 50% of his comfort level, and pushing towards a 90% comfort level for me. But I've learned some lessons during the fast part of the day, and I'm expecting to come into the turns faster, and heel it over. Since we've already been on this very road four or so hours earlier, there are no surprises, and it's easier to go a bit faster. The faster I go, the better I like the bike. I'm realising how well the short reach to the bars works, and now the bars, seat, pegs relationship is making some sense.

The low gas warning light spoils the euphoria. Into Livermore for gas, then 35 miles per hour in traffic on the 84, while my thigh roasts. The short reach to the bars facilitates the sit-up-and-beg, with one hand on the throttle, seating position. Then onto the freeway and another 40 miles home.

Up the next day for a run. Notice a slight amount of low back tiredness, and some back of the neck soreness, from working to keep my head up well enough to see through the twisties. But notably, that's all. I realise that the allegedly "race-like" seating position, is really fairly comfortable after all. I have historically done long distance days, and I think I could do 350 mile days on this bike without no more pain than my relatively comfortable 96 Honda CBR900 RR, and with less pain than a Triumph Daytona.

But I wouldn't, because I get tired of worrying about running out of gas. This one feature really bothers me. Everything else merges into the "character" of the bike, which is a very interesting, very easy to go fast on, very stable, and sneaky-fast motorcycle. It is as good as Honda expected it to be in every area except in town riding, and fuel range. If those items are important to you, you don't want this motorcycle.

I will probably keep it, despite the fact that I didn't buy a VTR because of its lousy fuel range, but will end up making it a canyon strafer, and track day bike only.

Next year's model will probably clean up the EFI glitch that us first year guinea pigs are living with. Also, the bike is fairly heavy at 441 lbs. dry, and I'd bet that Honda takes some of that weight off of next year's model.

Great bike in the right environment.