Honda VFR800

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Honda VFR800
2003 Honda VFR 800 A-3.jpg
Manufacturer Honda
Also called Interceptor (since 2002 in the U.S.)
Production since 1998
Predecessor VFR750F
Class Sport touring bike
Engine 782 cc liquid-cooled 4-stroke 16-valve DOHC V4
Bore / stroke 72 mm × 48 mm (2.8 in × 1.9 in)
Compression ratio 11.8:1
Power 104 hp (78 kW) @ 10,250 rpm
Torque 55 ft⋅lb (75 N⋅m) @ 8,500 rpm
Transmission 6-speed chain drive
Brakes 2×310 mm (front)
256 mm disc (rear)
Wheelbase 1,458 mm (57.4 in)
Dimensions L: 2,120 mm (83 in)
W: 735 mm (28.9 in)
H: 1,195 mm (47.0 in)
Seat height 805 mm (31.7 in)
Weight 481 lb (218 kg) US Spec (dry)
520 lb (240 kg) (wet)
Fuel capacity 5.2 US gal (20 l; 4.3 imp gal)
Related Crossrunner

The Honda VFR800 is a fuel injected sport touring motorcycle first produced by Honda in 1998, since 2002 in the United States also called Interceptor. [1] The model was the successor to the VFR750F and shares the V4 engine configuration with the whole Honda VF and VFR family.

Fifth Generation: 1998-2001 VFR800Fi (RC46)[edit]

2000 VFR800Fi

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 engine designed for the RC45 of 1994. The RVF750R RC45 engine, although a development of the VFR750R RC30 and originally derived from the VFR750F RC24, was very different from Honda's previous V-4 as the gear drive to the cams was moved from the centre of the engine to one side, similar to the CBR250. Another remarkable change were two side-mounted heat exchangers instead of one on the engine front at the VFR 750.
Tuned for road use in the VFR800, torque was improved throughout the rev range while maximum power was only slightly higher than the VFR750.

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's frame, which uses the engine as a stressed member, was derived from the VTR1000 Firestorm, retains the trademark VFR single-sided swingarm though, pivoted from the aft of the crankcase. It uses normal 'right-side-up' front forks.

Dual combined braking system (DCBS)[edit]

The VFR800 has a novel DCBS linked braking system. This system is a departure from traditional motorcycle braking system where front and rear braking are independent of each other. In this system, the front brake lever applies pressure to four (or later, five) of the six front brake caliper pistons. The rotational movement of the left caliper when engaged actuates a secondary master cylinder and applies pressure to one of the rear caliper's pistons. The rear brake pedal is directly attached to the remaining pistons (two in the rear, and one (or two) in the front).

The DCBS system is designated "Dual" as both hand lever and foot pedal each control both front and rear brakes; while commonly the foot pedal only operates the rear brake. Honda first introduced this braking system on the 1992 Honda CBR1000F. It was based on the Unified Braking System that was introduced on the 1983 GL1100.

Sixth Generation: 2002-2013 VFR800 VTEC (RC46)[edit]

The sixth generation VFR was introduced in 2002. It featured dual underseat exhausts, optional ABS, DCBS linked brakes, and optional hard luggage. It featured chain-driven cams rather than the gear-driven cams of earlier VFRs, and VTEC valve actuation.

The VFR800 was phased out after the 2009 model year in the United States, when Honda introduced the larger VFR1200F;[2] but the VFR1200 was not a direct replacement for the VFR800; the true successor is the 2014 VFR800F (RC79).The RC46 model of VFR800 continues to be sold in certain international markets[citation needed].

VTEC valve actuation[edit]

The VFR800 was the first non-JDM motorcycle to use VTEC valve-gear. Honda used VTEC to meet tightening noise and emissions standards and to increase the peak engine horsepower. Based on the VTEC-E system, 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 are engaged above approximately 6,800 rpm. This is initiated by an electronically actuated oil spool valve, which send oil pressure to the lifter actuators, which then move the engagement pins into place above the valve stem, allowing the remaining two valves to open. This design allows for variable valve timing as well, since the cam lobe profiles can be made different. After much criticism of the abruptness of power transition, Honda lowered the VTEC activation rpm threshold to 6,400 rpm in 2006. The VTEC disengages two cylinder valves when the engine speed drops again below 6,100 rpm.

Eighth Generation: 2014-Present VFR800F (RC79)[edit]

2014 Honda VFR800 in U.S. showroom

A facelifted VFR800 debuted at the 2013 EICMA show in Milan, Italy. The revised VFR800 features a new single sided exhaust system, lighter wheels, and additional mass-reduction, lowering the curb weight by 10 kg. The new VFR also features traction control, a new instrument panel, and revised aerodynamic bodywork with LED lighting, though the engine and chassis remain largely unchanged from the previous sixth-generation model. The 2014 VFR800F is expected to be sold worldwide. In the US market it is available in two versions, Standard and Deluxe. Deluxe version adds ABS, traction control, grip heaters, self-canceling turn signals. Outside the US only Deluxe version is sold.[3][4]

See also[edit]


  1. ^ Timeline Honda VFR
  2. ^ 2009 Honda Motorcycles Released: Lineup includes company firsts and updates to old favorites,, October 2, 2008, retrieved 2009-05-20 
  3. ^ Wilson, Byron (3 November 2013). "2014 Honda VFR800F First Look". Motorcycle USA. Retrieved 30 January 2014. 
  4. ^ "VFR800F Coming To US As 2014 Honda Interceptor". February 2014. Retrieved 4 February 2014. 

External links[edit]