Honda VF and VFR

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VF500F Interceptor, a.k.a. "Babyceptor" or "miniceptor," available as shown (red and white with blue stripes), or the reverse, (blue and white with red stripes).

The VF and VFR series (VF meaning Vee-Four, and VFR meaning Vee-Four Racing) motorcycle was a V-type four cylinder engine design from Honda resulting in a street bike. The bike was also first to utilize a Sprag (one-way) clutch.^{[citation needed]}

VF750F Interceptor

The V-Four engine was very prominent in Honda's early 1980s model line-up, with engine capacities ranging from 400cc to 1000cc. The V-Four design had only been used a few times in the history of motorcycles, most notably by Matchless. The concept probably^[who?] came about as a loose derivation from the NR500 oval pistoned V-Four racer. The earliest VF series engine was designated the V45 for its size (45 in³ or 748 cc), was very narrow being only 16 inches (406 mm) wide, and had perfect primary balance making for a smooth, nearly vibration-free engine.^{[citation needed]} A smaller V30 (500 cc) engine and a larger V65 (1100 cc) engine were also available, the latter becoming known as the fastest production bike in its time, and the original competition for the famous Yamaha VMax.^{[citation needed]}

In 1982, first year of the VF models, reliability and quality control problems abounded due to new automated production equipment at Honda's plant in Hamamatsu, Japan.^[1] Regardless, Honda sold out its first year inventory of Sabres, and the Magnas were not far behind. 1983 was a new year and a new start for the VF series of bikes, seeing the engine revised to correct the problems from the previous model year, and saw the introduction of the V65 and the Interceptor. 1984 was the year the infamous cam-wear problem surfaced 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.^{[citation needed]}

The cam chain-driven valvetrain was dropped from the VFR with the 1986 'First Generation' VFR750, in favor of gear driven cams, to help distance the VFR from the reputation of the earlier VF engines for faulty cam-chain tensioners that would allow for the tensioner to reach maximum travel, while the chain remained within service limits. As the tensioner problem faded into Honda V4 history with recent redesigns, 2002 and later VFR engine designs reverted to chain-driven cams.

1998 Honda VFR800 (considered the 5th generation of VFR), although the only OEM color available in the United States in 1998 was red (other countries received blue, yellow and silver VFRs in addition to red).

The RC30 was developed as a homologation racing version and was campaigned very successfully worldwide from 1988 to 1993. It introduced the single sided swingarm to mass produced large capacity motorcycles. The RC30 was very small and very fast, and is still a very capable racing machine in 2009. It was replaced in 1994 by the RC45 which, while one of the finest racebikes ever built, never quite achieved the same success as the RC30 - probably because the inline-4 competition had largely caught up and could match the formerly class-leading characteristics of the V4.

The First Gen VFR750 of 1986 continued with various running improvements through the Second Gen model of 1988. In 1990 the radically updated Third Gen VFR750 was released, with the now iconic single sided swingarm (a full four years before the Ducati 916; the RC30 had it even earlier, in 1988). The styling was both futuristic and classic, and still looks fresh and modern today.

The Fourth Gen VFR750 arrived in 1994, with NR-inspired styling and a host of minor changes which made it one of the best roadbikes ever built according to many motorcycle journalists worldwide. Although expensive, it sold very well and is considered by many VFR aficionados to be the pinnacle of VFR design, finish and performance.

In 1998 the 749cc VFR750 was replaced by the re-designed VFR800Fi, with a displacement of 781cc and fuel injection. The engine was for the most part the same as used in the RC45 racebike. 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 volume of the cam gear whine. This revision also gained Honda's DCBS linked brake system.

In 2002 Honda released the VTEC version, which dropped the gear driven cams in favour of a cheaper and lighter cam chain arrangement. The VTEC is different from the technology used in Honda cars, where the valve timing varies. On the 6th generation VFR, below 6,800 rpm, only two valves per cylinder open and close, resulting in improved fuel economy and lower emissions, or increased low rpm torque if the throttle is opened (one problem with multi-valve engines is that low rpm torque is sacrificed for high rpm power). Above 6,800 rpm, the VTEC valves open and all four valves per cylinder operate. Some critics say that the transition from one mode to another is not smooth, creating a jolt which can be unsettling if it happens mid-corner.^[who?] Honda addressed this in 2004 with a mild revision which changed the action of the Vtec system and smoothed out the transition. The transition can also be made smoother by careful mapping with an aftermarket ECU (usually a PowerCommander).

VF models

• Magna
• VF400F(NC13)
• VF500F 'Interceptor'
• VF750F 'Interceptor' (C45)
• VF1000F 'Interceptor'
• VF1000R 'Interceptor'
• VF750S 'Sabre'
• VF1100S 'Sabre'

VFR models

• VFR400 (NC21/NC24/NC30)
• VFR750F (RC24/RC36)
• VFR750R (RC30)
• VFR800 (RC46)

RVF models

• RVF400R (NC35)
• RVF750R (RC45)

Notes