2002 Honda VFR 800 Interceptor — Feature Review — Motorcyclist Online

17 Июн 2015 | Author: | Комментарии к записи 2002 Honda VFR 800 Interceptor — Feature Review — Motorcyclist Online отключены
Honda Interceptor

The quintessential sporty sport-tourer perhaps unwittingly, into the GT

Way back in 1998, we initiated a of biblical proportions by decreeing the Interceptor as the Motorcycle of the Year. Why the Because that year the YZF-R1 debuted, also.

was plenty of reason to buck the and anoint the Honda with the bottled, slightly chlorinated of our blessings; it was (and is) the embodiment of the all-arounder. It’s a motorcycle of entertaining sporting behavior, yet one also comfortable, reliable and so unassuming that you might be to believe this whole thing is easy.

You have to the context to grasp the decision-making. For Honda produced a dramatically VFR. (It also officially the Interceptor moniker to the bike, but we lapse into VFR-speak.) with the outgoing VFR750, the new was lighter, faster, more and usefully refocused toward the end of the sport-touring segment, which had just begun to lift the sportbike ooze by then.

We our prose liberally, and during the four-year reign we postulated ad about the future of the model. the if current trends continue we figured the ’02 Interceptor weigh less than 500 wet, pack 110 horsepower and run a greyhound with a zip tie around his vittles. Which puts our at penthouse level. (It’s fault, Honda, for making the bike so good, you hear?)

Rather than crawl the projected line of development extends back to the first VFR of Honda’s big thinkers took the Interceptor down a different Instead of making it sportier, a with the CBR-RR series, the new is more a pint-sized GT in the CBR1100XX Instead of refining the technologies used and popular (or tolerated) on the model, new ones are introduced.

a substantially altered 781cc sans gear-driven cams but a version of Honda’s VTEC trickery; ABS is new and the linked brakes been reformulated for more behavior.

In the end, the Interceptor has Our ABS-equipped test bike the cement to the tune of 557 pounds the larger, 5.8-gallon tank in unleaded. That’s 42 pounds than the ’98 model we and 32 pounds fatter than the bike we had. (Our show the non-ABS bike to be 14 lighter.) Need we point out the ABS Interceptor has moved into a new division beyond all the big-bore we’ve tested?

Or that the VFR is now than Honda’s own CBR-XX (at the last one we tested)? It’s heavier than the Triumph ST, which has pudged up a bit over the You get the idea.

Rather than along the projected line of that extends back to the VFR of ’86, Honda’s big thinkers the ’02 Interceptor down a street.

Where did this heft from? Some here and there, actually. Honda this model cycle to the Interceptor’s aluminum, twin-spar though it retains the pivotless intended to give a certain of flex. The VFR’s trademark Pro Arm swingarm remains, but it’s longer this year; as a the bike’s wheelbase is 0.7 inches at 57.4 inches.

The basic geometry is unchanged, with degrees of rake and 95mm of and the suspension is made up of essentially the components as before: a preload-adjustable fork and a preload/rebound-adjustable shock. has subtly upped the low-speed damping at both ends, so the feels more solid and is prone to pitching fits. Yet the has not sacrificed the Interceptor’s traditional over every road you’re likely to encounter, the wheels move with a grace.

Amazingly, the Interceptor the same rubber today as in Our test bike came Dunlop D204s, while of you might be getting VFRs Bridgestone BT020s. The 204 was a fine four years ago, but its has come and gone; at least the give the Interceptor remarkably steering and decent small-bump (As our red test bike is the Butcher’s for the year, we’ll be fitting of those new Dunlop D220 radials soon.)

Other changes include the adoption of ABS (a option) and an altered linked-braking It used to be that two of the three on each front caliper triggered through the rear now only one (on the left caliper) is. The is a system with more bias and slightly more feel; still, there’s a delay between squeezing the and feeling the brakes come in.

Also, the brakes require a squeeze to achieve maximum But, overall, you get used to the quirks and we’re obligated to the Interceptor’s brakes are actually this year and are likely to be lifesavers for rusty pilots. there’s the stellar ABS, a so seamless, effective and totally of artifacts that BMW ought to be notes.

Similar praise be dispensed in the chassis’s direction. All weight, longer wheelbase-point to a motorcycle, but the Interceptor runs the grain like a first-season Compared with the ’01 the new VFR seems lighter on its feet and with perfectly neutral, weighted steering.

True, the will not change directions the alacrity of a full-on sportbike, but the is, as recompense, 100 percent confidence-inspiring and adept at allowing an eight-tenths all day long.

If the VFR’s chassis mark two steps forward, the engine is surely a clip-clop Although architecturally the same as the powerplant, the new one comes with new with a version of Honda’s a variable-valve scheme that two of the four valves in each chamber closed below rpm. Honda’s use of the revolutionary is ostensibly to bolster low-end without sacrificing high-rpm admirable goal.

But overlay the dyno graphs of new and old and you’ll see instead that the new has a marked flat spot 5000 and 7000 rpm. the VTEC opens the other valves, the torque curve up, gaining 5 foot-pounds in 500 rpm. So than fulfilling the promise of a two-valve-per-jug torque curve, strangles the engine in the midrange and a cynical little hit at 7000 rpm to the engine feel lively.

Honda Interceptor

be happy to excuse the additional (some of which was countered by the from gears to chains in the cam at the expense of a genuine acoustical and complexity if the ’02 engine more powerful at any place in the rev But it’s not, and we don’t.

Why Honda go to so much trouble to, at match the peak numbers the previous engine? Well, the makes a big stink out of the engine not that it meets California’s emission rules right This squeaky-clean engine is possible by a new, more catalyst (for all states, not California), a revised fuel-injection with Honda’s new 12-orifice iridium-tipped spark plugs by cap-style coils, an air-injection and VTEC.

You don’t pollute if the engine is run extremely lean, and the effect VTEC provides-by air through one of the two intake valves per the mixture circles the bowl it’s fired off-permits reliable combustion at very mixtures. The increased cooling (33 percent for the oil, 7 percent for better rejects the BTUs this hotter-running engine.

And be warned, it does: On a 62-degree the engine would top 220 degrees in traffic. Imagine that in in July. Here’s the deal, as enthusiasts, we’re less with meeting future regulations than having fun particularly in light of the fact modern, catalyst-equipped bikes are quite eco-friendly.

We suspect Commanders and dohickeys to work the VTEC nonsense will be aftermarket items for the VFR.

said, the Interceptor’s V-four is mainly a delightful mill, a soul-stirring howl near the of the rev band and sufficient torque below to earn the title of This year, the gear in the beautiful six-speed transmission been juggled, offering spacing in the first three and shorter gearing overall.

The gearing helps to offset the gain, so the ’02 bike is about a 0.10-second slower in the and slightly quicker from 60 to 80 mph in top Despite the promise of VTEC and injection programming, our tester poorer mileage than the bike.

Running lean or the V-four responds to throttle with absolute grace; the rarely does anything or less than you expect. refinement is a VFR hallmark, as is its wide-ranging many of which stem what could be the perfect compromise. It’s just enough to be fun, but truly comfortable. The seat is as wonderful as the vibration levels are subdued, and the new provides superb protection minimal turbulence.

Most of us feel Honda’s on the bike is a smashing success. The facade is far more compelling the previous bike’s jellybean though Honda still seem to veer into the Futura territory of stylistic taking.

There’s no question is taking a risk of sorts the new Interceptor by allowing it to move deeper into techno-trickery and from its sporting roots. In the generation, the Interceptor’s accomplishments as a tool you could actually with every day led us to look our out-of-kilter editorial schnozes at the and toss the MOTY trophy Honda’s display case. We hoping for a big jump in ’02, leap for Interceptor-kind.

It was not to be.

Honda Interceptor
Honda Interceptor
Honda Interceptor


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