Honda VFR800
The Honda VFR800 (Interceptor) is a sport touring motorcycle made by Honda since 1998. The model was the successor to the VFR750F and shares the V4 engine configuration with the Honda VF and VFR series. Fifth Generation: 1998–2001 VFR800Fi (RC46). 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 V4s as the gear drive for the camshafts was moved from the center of the engine to the engine's right-side (next to the clutch-pack). Another change was the two side-mounted radiators as opposed to one at the front of the engine front as on the VFR750. The engine was tuned for road use in the VFR800, so that torque was improved throughout the rev range while maximum power was only slightly higher than the VFR750. The VFR800's frame uses the engine as a stressed member, this was derived from the VTR1000 Firestorm, and  retains the trademark VFR single-sided swingarm pivoted from the aft of the crankcase. It uses normal 'right-side-up' front forks. 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. These also came with a temperature-actuated fast idle system, negating the need for a choke lever. The rear-view mirrors got updated as well, with Honda forgoing the old rubberized stalks, instead opting for rustproof metal ones. Bikes supplied for Europe also came with the H.I.S.S. (Honda Ignition  Security System) immobiliser system in an effort to combat theft. Dual combined braking system (CBS). The VFR800 has a CBS linked braking system. This 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 Gen 6, 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 CBS 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). 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. In 2006 the VFR 800 received some minor upgrades, which included the change of the tachometer face from black to white, a re-mapped ECU to provide a smoother transition into VTEC, clear turn signal lenses and upgrades to the electrical wiring to fix issues with the charging system. The VFR800 was phased out after the 2009 model year in the United States, when Honda introduced the larger VFR1200F; 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. VTEC valve actuation. 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 sends 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). A facelifted VFR800 debuted at the 2013 EICMA show in Milan, Italy. The revised model features a  new single sided exhaust system, akin to the fifth-generation one, lighter wheels, and additional mass-reduction, lowering the curb weight by . 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. Continued from the sixth-generation model is also the 2006 refined version of the VTEC system. The side-mounted heat exchangers were dropped in favour of a single front-mounted unit. The model is sold worldwide. In the US market, it is available in two versions : Standard and Deluxe. The Deluxe version adds ABS, traction control, grip heaters, center stand, and self-canceling turn signals. Outside the US, only the Deluxe version is sold.