The VF and VFR series (VF meaning Vee-Four, and VFR meaning Vee-Four Road) was a motorcycle made by Honda and had a V4 engine. The bike was also the first to utilize a Sprag (one-way) clutch.
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The V-Four engine was prominent in Honda's model line-up in the early 1980s and had engine capacities ranging from 400 cc to 1,100 cc. The V-Four design had only been used a few times in the history of motorcycles, most notably by Matchless. The earliest Honda VF series engine was designated the V45 for its size (45 cubic inches / 740 cubic centimetres) and was very narrow being only 16 inches (406 mm) wide. It had perfect primary balance giving a smooth and nearly vibration-free engine. A smaller V30 (500 cc) engine and a larger V65 (1,100 cc) engine were later available.
In 1982, the first year of the VF models 'first gen', reliability and quality control problems occurred due to new automated production equipment at Honda's plant in Hamamatsu, Japan.[1] Regardless, Honda sold out its first year's inventory of Sabres and the Magnas were not far behind. 1983 saw the engine revised to correct the problems from the previous production year and the introduction of the V65 and the Interceptor. Cam-wear problems surfaced during 1984 in the larger displacement bikes, which, by the time it was corrected, led to eight factory cam revisions over the course of just one year.
The chain-driven valvetrain was dropped from the VFR, with the 1986 'Second Generation' VFR750, in favor of gear driven cams to help distance the VFR from the reputation of the earlier VF engine faulty cam-chain tensioners. The new system allowed the tensioner to reach maximum travel while the chain remained within service limits. As the tensioner problem faded after their redesign the 2002 and later VFR engine designs reverted to chain-driven cams.
The RC30 was developed as a homologation racing version and was successful worldwide from 1988 to 1993. It introduced the single sided swingarm to mass produced large capacity motorcycles. The RC30 was small and fast and was still a competitive racing machine in 2009. It was replaced in the production series by 1994 with the RC45 which, while arguably one of the finest racebikes ever built, never quite achieved the same success as the RC30.
The "Second Gen" VFR750 of 1986 continued with various running improvements through the model of 1988. In 1990 the radically updated "Third Gen" VFR750 was released with the iconic single sided swinging arm (a full four years before the Ducati 916; the RC30 had it even earlier, in 1988). The styling was both futuristic and still looks modern today.
The "Fourth Gen" VFR750 arrived in 1994 with NR-inspired styling and minor changes. Although relatively expensive it sold well and is considered by many VFR aficionados to be the pinnacle of VFR design, finish and performance.
In 1998 the 749 cc VFR750 was replaced by the re-designed VFR800Fi which had a displacement of 781 cc and fuel injection. The engine was for the most part the same as used in the RC45 racing bike. A notable change was the relocation of the cam gear drive system from the centre of the motor to the side which slightly increased the sound of the cam gear whine. This revision also featured Honda's DCBS linked brake system.
In 2002 Honda released the sixth generation VFR engine which dropped the gear-drive for the cams in favour of cheaper, lighter and quieter chain-drive. The new engine also adopted a VTEC system which operates only two valves per cylinder below 6,800 resulting in improved torque, fuel economy and emissions compared to non-VTEC engines. Above 6,800 rpm the VTEC allows all four valves per cylinder operate for maximum power.
Early in the summer of 2009, leaked photos were published of what was claimed to be the next generation of VFR.[2] Honda announced that a new large capacity VFR model, to be called the VFR1200F, would be shown publicly at the Tokyo Motor Show in October 2009.[3] Honda have already confirmed some details of the 1,200 cc (73 cu in) V4 engine[4] as well as a new optional six-speed push-button operated dual clutch transmission with three modes: automatic, sport and manual. The modes are similar to those on the Honda DN-01 but with a conventional gearbox shifted automatically, similar to a "Tiptronic" system, and without a hand-operated clutch rather than a hydrostatic drive.[5][6]
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