[sportrider - features] - First Ride: 2014 Honda VFR800F Interceptor

Discussion in 'Motorcycling News' started by Newsbot, Jun 16, 2014.

  1. Newsbot

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    Honda’s VFR800F Interceptor has been one of those bikes that’s maintained a loyal following despite never really setting sales charts or magazine reviews on fire. After being softened around the edges from its sportier 1986 VFR750 ancestor to take on a sport-touring role in Honda’s lineup, the midsize VFR became a display case for the company’s latest technology. Besides the gear-driven cams that came with the original VFR (but were unfortunately dropped in favor of a conventional chain drive with the 2002 model), other new technology included the debut of VTEC (a hydraulically actuated system that only moves one intake and one exhaust valve per cylinder below a certain rpm for better efficiency, then actuates all four valves above that rpm for maximum power) on a large displacement engine, a system that had only been used on 400cc Japanese domestic market machines previously. But after an extended run of 12 years and six generations of updates, the VFR800 was quietly dropped from Honda’s 2009 lineup, and it was easy to assume that its obituary was in the works.

    It appears those rumors of its demise have been apparently greatly exaggerated, as Honda has sprung a new and revised VFR800 onto the sportbike riding public for 2014. While the basic chassis and engine remain unchanged, there’s a host of updates that Honda is hopeful will gain more traction with US enthusiasts than the VFR1200F that has languished on showroom floors since its apparent replacement of the VFR800F in 2010.

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    The new Honda VFR800F Interceptor has much sleeker, more aggressive lines than the previous generation, in addition to dumping the heavy underseat exhaust setup.


    The 782cc liquid-cooled, 90-degree V-four engine of the VFR800F has been subtly massaged for better low-end torque and a smoother VTEC transition. Credit here goes to the different cams, new exhaust porting, longer intake velocity stacks, and revised PGM-FI tuning, while new air guides above the upper radiator and the engine’s left side direct cool air to the airbox intake. Speaking of radiators, the new Interceptor now has conventional front-mounted twin radiators instead of the previous gimmicky side-mount units, which results in a decrease in overall width by almost 1.5 inches.

    VTEC settings have also been modified. Instead of making the two-to-four-valve transition at 6,400 rpm, the newest Interceptor now makes the change between 6,700 – 6,800 rpm in order to smooth the power during the swap between valve arrangements. Down below, the previous 4-into-2-into-1-into-2 underseat exhaust has been jettisoned in favor of a more traditional (and logically lighter, by 11 pounds) under-engine 4-into-2-into-1 exhaust. The new exhaust also permits a smaller and lighter catalyzer to be fitted because it can be mounted closer to the exhaust ports.

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    The new instrument panel is much improved, with dual LCD info panels bracketing a large analog tachometer. Information displays are not switchable from the handlebar (you have to press the buttons on the dash), which is a little disappointing in this day and age of integrated systems.


    Although the main triple-box-section twin-spar aluminum frame is unchanged, the Interceptor’s single-sided swingarm is new, featuring a strengthening spar running across the top. With no weighty underseat exhaust to support, a new 4.4-pound-lighter die-cast aluminum rear subframe is fitted; this also reaps the added benefit of a narrower midsection (and thus, a narrower front portion of the seat) to permit an easier reach to the ground for the rider’s legs. That seat is now adjustable and features thicker padding, with the height changeable from 31.8 inches to 31 inches.

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    Ditching the heavy underseat exhaust of the previous generation Interceptor allowed the usage of a fine-die-cast aluminum rear subframe that cuts 4.4 pounds and allows a narrower midsection.


    Updated Pro-Link rear suspension features a new shock with adjustable rebound damping and spring preload, while the front fork is a new 43mm conventional cartridge unit, with the Deluxe model VFR getting adjustable rebound damping and spring preload on the fork and a remote hydraulic spring preload adjuster out back. Front brake discs grow in diameter from 296mm to 310mm, and the previous LBS on the ABS-equipped Deluxe model has been ditched, allowing the fitment of radial-mount, four-piston monoblock calipers.

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    New larger 310mm discs (the previous generation had 296mm units) and radial-mount/monobloc Tokico calipers provide much improved braking performance, especially with the ABS on the Deluxe model.


    Styling underwent a total redo, with an LED headlight with X-shaped accent lighting, accompanied by sharper and slightly more aggressive-looking bodywork. The modestly sized windscreen shades an all-new instrument panel featuring a large analog tach bracketed by LCD info panels that use reverse shading—the numbers/text are white on a dark background—for more contrast in sunlight.

    Throwing a leg over the new Interceptor reveals the same nicely compromised ergos that have just enough relief in the torso and leg area for long-range touring comfort without impinging on its sporting capabilities. The new Interceptor still has that familiar and distinctive V-four growl, and the same smooth throttle response—the Honda does not have a ride-by-wire throttle, continuing the company’s resistance to the concept on production machinery—and amiable powerband make the VFR easy to ride.

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    We can’t say for sure that the new Interceptor’s revised engine tuning for better low-end torque has paid dividends, as it’s been a while since we last rode a VFR800F (2006, to be exact). The Honda does have a decent amount of steam below 7,000 rpm, and the VTEC transition to all four valves is definitely seamless. Truth be told though, we never felt that the transition on the previous version was anything nasty or abrupt enough to cause issues even if you were leaned over on dry pavement. And while there’s good acceleration on the bottom half of the power curve, don’t expect to make any quick highway passes without a couple of downshifts; you really need to be in full-power VTEC mode in order to get serious steam from the engine room.

    As you’d expect, the VFR800’s power up top is just as smooth and refined as it is down low—there’s just more of it. Power continues building until just short of the 11,570-rpm redline, so the powerband is plenty wide. There are no spikes or flat spots in the power that could bite the unwary, and throttle response in any situation is smooth and predictable. In fact, the power is so predictable that it almost makes the switchable (on or off) traction control on the Deluxe model a bit of overkill. You have to be riding the Interceptor very aggressively on dry pavement to get it to activate, so maybe the TC would be better left to rainy conditions.

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    The 2014 Honda Interceptor features an all-LED headlight assembly, along with X-shaped accent lighting to give the VFR800F a unique visual profile at night.


    Handling is surprisingly agile and light for a 529-pound (536 pounds for the Deluxe model) motorcycle, showing Honda’s typical penchant for mass centralization and well-sorted chassis specs. While obviously no lithe 600 supersport, initiating a turn takes little effort at the bars, and steering habits are nice and neutral throughout the lean angle spectrum. Suspension rates are well suited for the Interceptor’s intended usage, meaning plenty of firmness for sporting duty without becoming too harsh out on the straight bits. Ground clearance is more than adequate despite ample legroom (at least with the seat set at the taller 31.8-inch height), and the overall grip and handling from the OEM-spec Dunlop D222 Sportmax tires was good for the most part, although they tended to be a bit harsh over bumps when leaned over.

    We only rode the Deluxe model with ABS, but we found that model's braking performance to be good enough that you probably won’t want to opt for the base model. Braking power and feel were surprisingly good for an ABS model, and the system's action is fairly transparent once it intervenes, with no mushiness at the lever or dramatic loss of braking power.

    Honda will be offering both a Deluxe model ($13,499) and a base model for $1,000 less. But once you total up all the extra features of the Deluxe version, there’s very little reason to opt for the base model. The Deluxe comes with ABS, traction control, self-canceling turn signals, a centerstand, heated grips, adjustable rebound damping and spring preload in the front fork, and a remote rear spring preload adjuster in the rear.

    Either way, if you’ve been a fan of the midsize Interceptor, or are in the market for a sport machine that can do longer mileage than usual, the new VFR800 deserves a look. Stay tuned for full test and comparison in the very near future.

    2014 Honda Interceptor/Deluxe MSRP: $12,499/$13,499

    Engine
    Type:​
    Liquid-cooled, DOHC 90° V-four​
    Valve arrangement​
    4 valves/cylinder​
    Displacement:​
    782cc​
    Bore x stroke:​
    72 x 48mm​
    Compression ratio:​
    11.8:1​
    Induction​
    PGM-FI, 36mm throttle bodies, single injector/cyl.​
    Chassis
    Front suspension:​
    43mm conventional cartridge fork, 4.3 in. travel; adjustments for spring preload, rebound damping (Deluxe model only)​
    Rear suspension:​
    Pro-Link single shock, 4.7 in. travel, adjustments for spring preload, rebound damping​
    Front brake:​
    Dual 310mm floating steel discs, four-piston radial-mount monobloc calipers​
    Rear brake​
    Single 256mm steel disc, two-piston caliper​
    Front tire:​
    120/70ZR-17 Dunlop D222F​
    Rear tire:​
    180/55ZR-17 Dunlop D222R​
    Wheelbase:​
    57.5 in. (1461mm)​
    Rake/trail:​
    25.5°/3.74 in. (95mm)​
    Seat height:​
    31.8 – 31.0 in. (adjustable)​
    Fuel capacity:​
    5.6 gal. (21L)​
    Claimed wet weight:​
    529 lb. (240kg); 536 lb. (243kg)​

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