Honda VF500F

12 Апр 2015 | Author: | Комментарии к записи Honda VF500F отключены
Honda VF 500 F
Honda VF 500 F

When you come right to it, all motorcycles are pretty much Two wheels, an engine, fenders, gas a seat. It’s been way forever.

Yet within that there’s room for individuality, for Motorcycles, like people, personalities. There are cruiser-style for instance, awash in glitter and swagger down the boulevard some kind of two-wheeled Mr. T. are big-bore sport bikes, answer to football running Herschel Walker, machines have all the muscle in the world but can pivot around corners the grace of a gazelle.

And let’s not about touring bikes, of which is a mammoth, Orson of a motorcycle that stares you in the eye and that We will take no before its time.

Honda’s middleweight sport bike—actually, the middleweight sporting machine that company since the CB400F of the mid-Seventies—the VF500F, has a distinct personality: It’s the Baryshnikov of the motorcycle world. for those of you who aren’t familiar the name, is an internationally renowned and talented ballet dancer. He with extraordinary grace, and his relatively small size is, for pound, one of the strongest athletes in the

That description could as easily apply to the VF500F, the US. smallest Interceptor. Derived a 400cc V-Four-powered model Honda produces for Europe and the 500 comes in a small package; but its engine hammers out a claimed 68 enough to propel the 432-pound (gas tank half-full) performance parity with its and 600cc air-cooled inline competitors.

The VF500’s engine is of a mongrel in that it combines and technology borrowed from the and the VT250, a 250cc V-Twin also sold in Europe and The easiest way to envision the 500’s is as a strengthened VF400 bottom end a pair of VT250 top ends on side-by-side. And, in fact, the 500 puts out exactly twice the that Honda claims for the Twin.

Other engine are typical Honda V-Four The highly oversquare motor is with a 17-row radiator in front of the frame’s front and snuggled up to the forward pair of The cylinder banks are angled 90° to one and have three undersized on each side, partly for cooling but mostly as a styling

A quartet of carburetors, 32mm CVs, is nestled between the and takes in air through a pleated-paper in an airbox just below the gas The airbox’s location means the has to be removed for filter servicing. but necessary, given the space and the need for a fairly straight tract.

As with the other in Honda’s V-Four group, cylinder in the VF500 has four opened by finger-type followers by double overhead camshafts. lash is set via threaded adjusters. around each cam is a double-row chain, which makes different types of chains Honda has used to drive the in its V-Four engines. The 750 Interceptor inverted-tooth Hy-Vo type while the 1000 Interceptor by with single-row roller

Honda claims, however, the 500’s double-row roller are the most efficient. And while the differences between the three of chains are minimal, at the revs the engine is capable of attaining—redline is set at a 12,000 rpm, a full rpm higher than the class’ rev-king, the Yamaha FJ600—even the of differences can be important.

A hydraulically clutch is used on the 500; and it, too, was derived from the clutch and only uses springs to press things the 500 gets nine friction plates and eight steel plates to handle the increased its pumped-up engine puts The clutch connects the engine to a gearbox in which gear is accomplished by a planetary gearchange unique to the VT250, and the VF400/

This design gives a feel to the shifting procedure and a light touch on the shift Sometimes too light. Several during our 3000-mile-plus test the rider engaged a higher only to have the gearbox back down a gear by

A lightly firmer tug on the lever assured that the gearbox in the chosen gear.

Just as are more interested in Baryshnikov’s pirouettes and tour en I’airs his bio-rhythm chart or electrocardiogram would-be 500 Interceptor buyers likely care more how the bike’s engine works about the technical details of why it And if anyone is concerned that a redline means lots of to get underway and an engine that flat on its face below rpm, his fears are unwarranted.

The engine will never be as a torque monster, but it pulls surprising oomph from about any rpm, and it rushes to its with nary a peak or in the power curve. Yes, for impressive acceleration, the tach needs to be kept in the upper of the rev-range, but dropping into the rpm regions won’t cause the to blubber like some of 125cc motocrosser with signals.

Wide powerband or no, riders will keep the engine wound up anyway, for it so freely that it entices behavior. As one of our staffers so aptly put it, thing lives to bury the needle.

Bury that for a half-mile or so, and the VF will be running in of 122 miles an hour, which is than either the FJ600 or and just a tad slower than GS550. At the dragstrip, the Honda a 12.66-second run at 102 mph, which is to the GPz’s performance and slightly that turned in by the FJ and GS. Bear in however, that these numbers were clocked a period of nine months at tracks using different

In other words, they are not comparable. But they do show the VF500F, regardless of its displacement is in the hunt, acceleration-wise.

Despite all the fun our test 500 was put through, it still to return more than 50 to the gallon of gasoline. The bike went about 150 miles the quick-fill-lookalike petcock needed to be to reserve, which was good for another 50 miles.

There are a few criticisms we can direct the engine, but they are comparatively ones. The engine is mounted in the frame, for example, so it transmits a amount of vibration to the footpegs and At cruising speeds the rider has to search for the vibes to feel but as the revs increase so does the of vibration.

Still, it’s of a throbbing than it is a high-frequency and it’s nowhere near as as the vibration felt on most mid-displacement bikes.

Cold-starting presents some problems for the The engine leaps to life enough in the morning, but with the full-on the engine turns at a 4000 rpm. Backed off to a 3000 rpm, the engine slowly lose revs it stalls.

Consequently, a VF500 soon learns to let the engine rev for the few miles of travel and then the choke to the full-off position, because the bike is reluctant to run in between.

Some riders complained of a small amount of in the 500’s driveline, enough indelicate operation of the throttle in and second gear would in some jerkiness. Smoother or those with experience on shaft-drive motorcycles didn’t there was any excess freeplay in the

Despite those complaints, the engine is easily its most component. But that says about recent strides in and suspension technology than it about any shortcomings in the Honda’s which is about as up-to-date as

In the front, a 16-inch wheel and a Bridgestone Mag Mopus tire are in contact with the road by a assembly that incorporates TRAC anti-dive system. An brace ties the black-painted sliders together—important because the mechanism works only on the fork leg—and serves as the mounting point for the plastic fender. Each 37mm tube has an air fitting, and Honda 6 psi as the maximum static pressure.

Unlike the bigger Interceptors, the 500 has no adjustment on the fork, a concession to in the cost-conscious middleweight class.

Showa-built fork heads up a constructed of silver-painted, rectangular-section Well, at least the majority of the is rectangular in section; the parts of the that are covered by the seat and panels use standard-issue round The swingarm, however, doesn’t to be painted silver to resemble for it’s already made of material, in cast form.

The arm via needle-bearing-equipped links to a single buried in the middle of the bike. The shock is air-adjustable (Honda 7-21 psi), its air fitting by taking off the left sidepanel. To get at the adjuster, which is a small, knob atop the shock the seat must be unlocked and

All of this type of hardware is common in today’s exotic market, but there’s nothing at all about the VF500F’s handling. For as the 500’s engine lives to the tach needle, so does the live to bend its way around The bike really shines on backroads—in fact, the twistier the On a dream backroad, one that and slues and ties itself knots, one with a minimum of straightaways, this Interceptor very well be the quickest way to from Point A to Point B.

Honda VF 500 F
Honda VF 500 F

near-maximum levels of air pumped the fork tubes and rear and the TRAC anti-dive and rear damping both adjusted to highest settings, the Honda is as neutral a handler as there is days. No matter how crazily the gets tilted, the VF always unruffled, as though it still has in reserve. As a result, the bike is a par excellence.

The rider doesn’t any less confident when corners get extremely fast, Despite a fairly steep of 27 degrees and a relatively short, wheelbase, the VF simply refuses to get when taken through sweepers. Likewise, S-turns bother the Interceptor, meaning flicking the bike from to hard-left and back again is but a white-knuckle experience.

In fact, the Honda handles maneuvers with such that it almost dares the to go back and take that corner at a faster speed or over a few degrees further or braking for another heartbeat or

Not only is the 500’s chassis up to level of enthusiasm, but so are its brakes. 10-inch discs are squeezed by twin-piston calipers that are a lighter than last versions and very much a Fast-Freddie-uses-ones-just-like-this look to them. The brake lever takes a firm pull—not much during the first part of its from that point on, the is good and the stopping distances are

During hard stops, the is aware of the TRAC mechanism’s but only when it’s set to the No. 4 The front end still compresses but at a slightly reduced rate.

One of the that makes the Interceptor a backroad weapon detracts from its abilities as a straight-line The bike’s seating position, is ideal for charging apexes and off in fast corners, is a little especially for riders who crowd the mark. The culprit here is the between the seat and the footpegs.

The are placed high and to the rear so stay off the deck during maneuvers, but that location forces an awkward bend in the The seat does its part, as to keep Gold Wing from becoming Interceptor-mounted Thin on padding because of its shape, the seat allows one position, which soon tiring.

Run one tank of gas through the 500 encountering a series of curves to the monotony, and it’s time for a …-denumbing rest period.

Any complaints about the Interceptor into the category of nit-picking. A of staffers thought the calibrations on the speedometer were too crowded for reading. The rear-view mirrors came under fire for too convex.

They give an wide-angle view, which is for peeking at what’s coming up on side, but they also it hard to judge distances. And the majority of narrow-gauge sportbike the 500’s don’t provide a as to what is approaching from behind without the rider in his elbows.

It’s hard to criticize the 500 styling, though. Honda hit on a formula with last 750 Interceptor and has carried it through to the 1000 and now the 500. And if anything, the 500 is the of the three. All the Interceptors may have cut from the same block of but the 500’s sculptor used a chisel.

During our travels on the the bike’s appearance always the same reaction from From motorcycle nuts to gas attendants to little old ladies, all finished their unsolicited of this particular Honda Nice bike.

Indeed it is. But doesn’t begin to tell the of this motorcycle. A bike looks this good, this well, has such a engine and costs no more its competitors is more than a nice bike.

It’s near irresistible.

And not irresistible to the blood-ied-knee canyon-crazies. Cycle staff is as diversified a group of enthusiasts as you’re likely to and to a man they picked the Interceptor as the bike to have when it time to blast down a country two-lane. The GPz550 be a better choice for all-around because of its more-spread-out seating and rubber engine mounts.

But for out the kinks in a twisty piece of the 500 Interceptor is the best bike in its Or, for that matter, maybe in any class. SI

Honda VF 500 F
Honda VF 500 F

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