Honda VFR800
From Wikipedia, the free encyclopedia
| Honda VFR800 | |
|---|---|
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| Manufacturer | Honda |
| Also called | Interceptor |
| Production | 1998 - |
| Predecessor | VFR750 |
| Class | Sport touring bike |
| Engine | Liquid-cooled 4-stroke 16-valve DOHC V4 |
| Transmission | 6-speed |
| Wheelbase | 1,458mm (57.4 inches) |
| Seat Height | 805mm (31.7 inches) |
The Honda VFR800/Interceptor is a motorcycle introduced by Honda Motor Company in 1998.
Before the introduction of the VFR800, the VFR in 750cc form had been considered by some to be the best all-round motorcycle money could buy.[citation needed] The original VFR750F was produced to follow the VF750, a machine with camshafts prone to failure. Accordingly, the VFR750F motor was engineered to be more durable.
From its first sales in 1986, the VFR750F scored highly on many tests and became the benchmark for machines in the sports-touring category. By 1997, both Triumph and Ducati had presented Honda with significant sports-touring competition, so Honda responded with the VFR800 in 1998.
[edit] Physical characteristics
Rather than a development of the original VFR family line, it had a detuned and longer-stroke RC45 power plant. Power and torque figures were up on the old model but the torque was the real improvement. From 6000rpm the rider is propelled on a steady wave right up to the 11750rpm red line.
The new bodywork covered a frame derived from the VTR1000 Firestorm. This incorporates the VFR trademark of a single-sided swingarm pivoted in the rear of the crankcase, thereby using the engine as a stressed member of the frame.
The braking system departed from the normal front and rear independent arrangement and Honda fitted their DCBS linked braking system. In this system, squeezing the front brake lever applies pressure to five of the six front pistons. The rotational movement of the left caliper when engaged actuates a secondary master cylinder applies pressure to one of the rear pistons. The rear brake pedal is directly attached to the remaining two rear pistons and one front pistons. One of the benefits of this type of arrangement is the mitigation of fork dive under heavy braking.
Unlike its VFR predecessors, all VFR800 models use fuel injection instead of carburetors for fuel-air mixing. In 2000, Honda updated the fifth generation VFR (RC46) with a catalytic converter, oxygen sensors and an EFI system that would enter closed-loop mode under highway (cruising) operation.
The sixth generation began in 2002 and featured dual underseat exhausts and available ABS (antilock brakes) in addition to the DCBS. It was the first generation of VFR to feature chain-driven rather than gear-driven cams plus VTEC valve-actuation technology. In contrast to the automotive version of VTEC, where the cam timing is changed to suit the engine RPM providing a broad spread of power, the simplified motorcycle version employs only two of the four valves per cylinder when operating at lower engine speeds. All four valves per cylinder are utilised above 7000 rpm. These changes were a bid by Honda to meet tightening noise and emissions standards in their home market and abroad. In 2006, Honda has lowered the VTEC activation threshold as the power delivery of the 2002-2005 VTEC models tended to dip slightly before the transition point. In the 2006 edition the VTEC engages at 6400 rpm and stops working when the rpm is back to 6100.
