Honda VFR800

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Honda VFR800

Manufacturer	Honda
Also called	Interceptor
Production	1998 -
Predecessor	VFR750
Class	Sport touring bike
Engine	Liquid-cooled 4-stroke 16-valve DOHC V4
Power	80 kW (107 hp) @ 10500 rpm
Torque	80 Nm (59 ft·lbf) @ 8750 rpm
Transmission	6-speed chain drive
Wheelbase	1,458 mm (57.4 inches)
Seat height	805 mm (31.7 inches)
Weight	218.2 kg (481.0 lb, US Spec)
Fuel capacity	21.95 L (5.80 gallons)
Related	Honda CBR 1100 XX Blackbird
Similar	Aprilia Futura, BMW R1100S, Ducati ST2, Triumph Sprint ST

The Honda VFR800/Interceptor is a motorcycle introduced by the Honda Motor Company in 1998. It is a successor to the VFR750F (1986-1997), which was preceded by the VF750, a machine with camshafts prone to failure. Accordingly, the VFR750F motor was stoutly engineered with gear-driven camshafts to salvage Hondas reputation and ensure such failures did not reoccur.^{[citation needed]}

From its first sales in 1986, the VFR750F scored highly on many press reviews. While it was originally intending to be a sports bike, the introduction of lighter competitors (including the nearly 30 kg lighter GSX-R750) prompted Honda in 1990 to transition the VFR into a mid-sized sports-touring bike, a category of which the VFR became the de-facto benchmark. However, by 1997, Triumph and Ducati presented Honda with significant sports-touring competition, so Honda responded with a redesigned VFR800 in 1998.

2000 Honda VFR800 (5th generation, U.S.) with aftermarket Givi top case and Jardine muffler.

1998 Honda VFR800 (5th generation).

2001 Honda VFR800P (police version)

[edit] Physical characteristics

Rather than being a direct development of the previous carbureted VFR750F engine, the VFR800 engine was a detuned and longer-stroke power plant based on the fuel-injected RC45 race engine. The RVF750R RC45 engine although a development of the VFR750R RC30 and originally derived from the VFR750F RC24 was very different as the gear drive to the cams was moved from the centre of the engine to the one side, similar to the CBR250. Tuned for road use in the VFR800, fuel injection provided excellent driveablility and power was slightly increased over the VFR750. The most noticeable change, however, was that the torque figures were substantially improved from the previous model right up to the 11750 rpm red line. 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 VFR800 bodywork covered a frame derived from the VTR1000 Firestorm. It incorporates the VFR trademark single-sided swingarm pivoted from the aft of the crankcase, using the engine as a stressed member of the frame.

Honda fitted its DCBS linked braking system, a departure from traditional independent front/rear motorcycle braking systems. In this system, the front brake lever applies pressure to four (in later models five) of the six front pistons. The rotational movement of the left caliper when engaged actuates a secondary master cylinder and applies pressure to one of the rear pistons. The rear brake pedal is directly attached to the remaining pistons (two in the rear, and one or two in the front).

The sixth generation VFR (for the first time marketed only as the "Interceptor" in the USA) was introduced in 2002. For the first time it featured dual underseat exhausts, an optional anti-lock braking system (ABS) in addition to the DCBS, and optional hard luggage. It featured chain-driven cams rather than the traditional VFR gear-driven cams, and was the first motorcycle to have Honda's VTEC valve-actuation technology. The implementation of VTEC was seen as a bid by Honda to meet tightening noise and emissions standards in Japan and abroad while improving the peak horsepower of the engine. In contrast to the automotive version of VTEC, where the cam timing varies with engine rpm, the simplified motorcycle version of VTEC employs only two of the four valves per cylinder when operating at lower engine speeds. All four valves per cylinder were engaged above 6800 rpm. After some criticism of the abruptness of power transition, Honda lowered the VTEC activation rpm threshold to 6400 rpm in 2006. The VTEC disengages two cylinder valves when the engine speed drops again below 6100 rpm.

[edit] See also

[edit] External links

v • d • e Honda Motorcycles, 2000s
Type	2000s
Type	0	1	2	3	4	5	6	7	8	9
Standard	CB600F/Hornet/599
Standard	CB900F/Hornet/919								CB1000R
Sport	NSR125				CBR125R
	CBR600F4	CBR600F4i
				CBR600RR
	CBR929RR		CBR954RR		CBR1000RR
	RC51
	VTR1000F
	CBR1100XX (North American sales ended 2003)
	VFR800 Interceptor