BMW S1000RR Superbike revealed

BMW S1000RR superbike - Visordown Motorcycle News
S1000RR ... BMW's new Superbike

You're looking at the world's first images of BMW's new Superbike, the S1000RR.

BMW will race this in World Superbikes in 2009. In order to meet homologation standards, 1000 bikes will be in dealers in December 2009 but that's just purely so that they can qualify to run them in WSB in 2009. The bike itself won't be available to us mere mortals to buy until 2010.

The target is 190kg with 190bhp for the road bike. It will come with a quickshifter, Ohlins front and rear, Brembo brakes and there's a lot of talk about the engine's head too; something is special about it, there's a possibility it contains pneumatic valves but BMW are being really cagey about it all.

Visordown Motorcycle News
S1000RR ... racing in WSB 2009

Visordown Motorcycle News
S1000RR ... available in dealerships in 2010

Visordown Motorcycle News
S1000RR ... the original concept drawing

Visordown Motorcycle News

Visordown Motorcycle News


BMW S1000RR Superbike revealed

BMW S1000RR superbike - Visordown Motorcycle News
S1000RR ... BMW's new Superbike

You're looking at the world's first images of BMW's new Superbike, the S1000RR.

BMW will race this in World Superbikes in 2009. In order to meet homologation standards, 1000 bikes will be in dealers in December 2009 but that's just purely so that they can qualify to run them in WSB in 2009. The bike itself won't be available to us mere mortals to buy until 2010.

The target is 190kg with 190bhp for the road bike. It will come with a quickshifter, Ohlins front and rear, Brembo brakes and there's a lot of talk about the engine's head too; something is special about it, there's a possibility it contains pneumatic valves but BMW are being really cagey about it all.

Visordown Motorcycle News
S1000RR ... racing in WSB 2009

Visordown Motorcycle News
S1000RR ... available in dealerships in 2010

Visordown Motorcycle News
S1000RR ... the original concept drawing

Visordown Motorcycle News

Visordown Motorcycle News


2008 Aprilia Motorcycle models




The new SMV750 Dorsoduro supermotard was showcased at the EICMA show in Milan. Powered by an updated version of the liquid-cooled, 95-horsepower, 750cc v-twin used in the Aprilia Shiver - the ride-by-wire throttle system used on the Shiver has been improved for better response and power delivery is now supposed to be more consistent.
The SMV750’s chassis is also based on the Shiver’s cast aluminium / tubular steel hybrid frame. The cast aluminium swingarm is new, the front brakes have radial-mount calipers and the Showa forks have been specially developed for the SMV. The SMV has been developed on the basis of experience gained from their participation in supermoto and GP racing.

Aprilia FV2 concept


Apart from the SMV750, Aprilia also showcased the high-tech FV2 concept on display at the EICMA. Fitted with Aprilia’s new liquid-cooled, 8-valve, DOHC, 1200cc v-twin, and the monocoque chassis is made of carbonfibre, as is the swingarm and the parallelogram front suspension, the bike weighs a mere 160kg.
Other interesting bits include an electronic ride-by-wire throttle system, traction control, ABS and even an electronic suspension management system!

2008 Aprilia Motorcycle models




The new SMV750 Dorsoduro supermotard was showcased at the EICMA show in Milan. Powered by an updated version of the liquid-cooled, 95-horsepower, 750cc v-twin used in the Aprilia Shiver - the ride-by-wire throttle system used on the Shiver has been improved for better response and power delivery is now supposed to be more consistent.
The SMV750’s chassis is also based on the Shiver’s cast aluminium / tubular steel hybrid frame. The cast aluminium swingarm is new, the front brakes have radial-mount calipers and the Showa forks have been specially developed for the SMV. The SMV has been developed on the basis of experience gained from their participation in supermoto and GP racing.

Aprilia FV2 concept


Apart from the SMV750, Aprilia also showcased the high-tech FV2 concept on display at the EICMA. Fitted with Aprilia’s new liquid-cooled, 8-valve, DOHC, 1200cc v-twin, and the monocoque chassis is made of carbonfibre, as is the swingarm and the parallelogram front suspension, the bike weighs a mere 160kg.
Other interesting bits include an electronic ride-by-wire throttle system, traction control, ABS and even an electronic suspension management system!

2008 Ducati Desmosedici RR

2008 Ducati Desmosedici RR
2008 Ducati Desmosedici RR

2008 Ducati Desmosedici RR
2008 Ducati Desmosedici RR

2008 Ducati Desmosedici RR
2008 Ducati Desmosedici RR

2008 Ducati Desmosedici RR
2008 Ducati Desmosedici RR

2008 Ducati Desmosedici RR
2008 Ducati Desmosedici RR

2008 Ducati Desmosedici RR
2008 Ducati Desmosedici RR

• 2008 Ducati Desmosedici RR

2008 Ducati Desmosedici RR

DUCATI DESMOSEDICI RR: THE ULTIMATE DUCATI EXPERIENCE
The dream of a true GP replica has finally come true and the Desmosedici RR will be the first-ever road-going motorcycle to offer such a stunning wealth of performance and technology that comes directly from Ducati's experience in MotoGP. The RR derives from the Ducati Corse Grand Prix racing Desmosedici GP6, the same bike with which Loris Capirossi and Sete Gibernau competed with in the 2006 MotoGP World Championship.

The body design and the aerodynamics faithfully reflect the Desmosedici GP6. The colour scheme, the fittings, the materials used in its construction as well as the technical features of the powerful four-cylinder desmodromic engine built by the Borgo Panigale factory engineers, leave no doubts whatsoever: the Desmosedici RR is the ultimate expression of the most extreme MotoGP racing machine today.

This is the new frontier of Ducati technological evolution, a dream come true, demonstrating once again the courage and the passion of Ducati, as well as the ability to transfer the experience of the racing world to a machine that is destined for road use.


PRODUCTION AND DELIVERY SCHEDULE
Reservations for the Desmosedici RR have been accepted via the official Ducati dealer network since 2 June 2006 and will continue to be taken until 31 December 2007. Production will begin in October 2007 and first deliveries will be made to 999R owners who placed their Desmosedici RR order before 30 September 2006. Production of all remaining orders will be completed by December 2008.


TWO MORE AWARDS FOR THE DESMOSEDICI RR ON THE INTERNET
The Motorcycle Bloggers International (MBI), the international association of motorcycle bloggers, has awarded the Ducati Desmosedici RR the “Best Concept Motorcycle” of 2006 and “Object of Lust”, making this bike known as the most desired bike of all time. These awards add to the long list of honours for this model, confirming the great success of Ducati’s “new creature”.

Features and Benefits:

Vehicle
The engine clearly represents the beating heart of this fantastic motorcycle, but the technological advancements also extend to the chassis: a signature tubular trellis hybrid frame, refined components, and a superb carbon fibre body. This is a motorcycle that is destined for an expert rider, someone who is always looking for extreme sporting performance, as well as being an exclusive, esoteric, reliable product that is more than capable of track racing.

The colour scheme of the Desmosedici RR was the work of Alan Jenkins, the designer and one of the men behind the Desmosedici MotoGP, who was also responsible for the aerodynamics package which is aimed at achieving maximum speed and excellent handling. The bike is totally inspired by the racing machine, the Ducati Desmosedici GP6, from which it inherits all the aggressiveness of its lines. It is fitted with a new lightweight multifunction dashboard, developed in collaboration with Ducati Corse, the same one that has been fitted to the racing machine, the Desmosedici GP7.

Desmosedici-style digital instrumentation is taken from Ducati's MotoGP GP7 project. This pure racing, minimalist solution by Digitek has no switches or buttons to compromise its clean lines. The wide screen allows the rider to read six values at the same time and to scroll through and select from various menus by handlebar-mounted switch gear.

Activating the Ducati Data Analyser (DDA) riders are able to acquire up to 2MB of data (approximately 3.5 hours). The system records several channels of data including: vehicle speed, engine rpm, throttle opening, engine temperature, distance travelled, laps and lap times. So riders are able to compare, analyse and get an inside view of the Desmosedici RR performance.

The bike's development could not have been made possible without the significant collaboration of Vittoriano Guareschi, the official Ducati Corse tester, whose riding abilities and hundreds of hours of track time have made a fundamental contribution to the evolution of the project.

For the first time the Ducati Desmosedici RR uses a new welded tubular steel trellis hybrid frame (ALS 450) with the frame geometry that is the same as that of the Desmosedici GP6.

This construction guarantees an excellent stiffness-to-weight ratio, allowing superior manoevrability and riding precision. Attached to the red frame is the rear seat support in high temperature resin type carbon fibre. This material, normally used only on racing bikes, has the characteristic of being extremely lightweight but exceptionally rigid.

The Desmosedici RR sports a new extra-long, cast, forged and pressed aluminium alloy swingarm. The geometry and the technology of this component derive directly from the MotoGP bike, and give the RR a high level of traction, and excellent weight distribution as well as a superb stiffness-to-weight ratio.

In the suspension department the Ducati Desmosedici RR features the most advanced technical components.

The rear suspension geometry and layout is the same as that of the GP6, with the rear shock attached above the swingarm and to a rocker, which is hinged to the crankcase.

The front suspension features 43 mm upside-down Öhlins FG353P pressurized forks (PFF), with TiN coated sliders. The forks, which come directly from competition use, as well as being pressurized thus ensuring excellent track performance, are fully adjustable in preload, rebound and compression.
The rear shock is also Öhlins and has rebound, low/high speed compression adjustment and hydraulic preload adjustment. For the first time ever, this Ducati production motorcycle features Marchesini forged and machined magnesium alloy wheels, with a 7-spoke design as on the GP6. This helps to reduce unsprung weight and inertia, all the while improving handling and suspension response.
With the aim of producing the ultimate track performance, Ducati and Bridgestone have developed special tyres for the Desmosedici RR. The tread pattern, construction and profile are being specially developed and produced by the Japanese tyre manufacturer.

The numerous racing components of this high-performance machine also include its Brembo brakes. Up front the Desmosedici RR features a new pair of radial 'monoblock' callipers with four 34 mm pistons: monoblock technology, until now only used for racing callipers, allows calliper stiffness to be increased, thus improving braking response; the front brake system is completed by a radial master cylinder, with hinged lever and remote 'quick' adjuster that enables the right brake lever position to be found during the ride. The pair of front brake discs are two semi-floating 330 mm x 5 mm discs, with machined flange. The Brembo rear brakes are made up of a 240 mm fixed disc and a calliper with two 34 mm pistons.
The Desmosedici RR's new exhaust system has been specifically developed to deliver the best power and at the same time to ensure road riding pleasure. Significantly lighter, it has been engineered with a power-increasing 4-2-1 layout that uses 42mm diameter tubing with wall thickness of 0.8mm (.030in) AISI 309. The new exhaust system is equipped with a pass-by valve and ends with a silencer incorporated in the rear tail that features two exhaust exits to vertically release the exhaust gas. The upper part of the rear tail combines a ceramic carbon fibre cover, the same solution as single-seater F1 cars.
The Desmosedici RR will be available with a special race kit that includes a 102 dB racing exhaust, a dedicated CPU, bike cover and paddock stand.
Two versions of the RR will be available: 1) the Desmosedici RR - painted in 'Rosso GP', with a white number plate on the tail section; 2) the Desmosedici RR 'Team Version' - painted in 'Rosso GP', and as with the factory Corse bikes, this has a broad white stripe on the fairing. A team sponsor decal kit will be provided with each bike.

For this exclusive Ducati, a new dedicated service plan is included. Each Ducati Desmosedici RR owner can benefit from a three-year warranty and three years of scheduled maintenance, free of charge.

ENGINE
With a power output of 200 HP* at 13,800 rpm and a torque of 11.8 kgm* at 10,500 rpm, the new D16RR engine follows the guidelines laid down by the Ducati Corse GP engine, a masterpiece of engineering and precision.

Bore and stroke measurements are the same as those on the D16GP6 - 1000 cc (86x42.56), as are the characteristic positions of the Ducati desmodromic timing system parts (camshaft rotation axis, rocker arm centre and valve centre distance), valve angle, distance between cylinder centres and pulse timing, which uses the Twin-pulse solution applied on the racing engine.
As in MotoGP, traditional Ducati desmodromic timing ensures accurate valve control even at the highest revs and blends perfectly with the modern architecture of this superb 4-cylinder engine.
As is the tradition at Ducati, the 90° angle between the cylinders is maintained.

This authentic copy of the GP engine is further endorsed by the use of a cassette type six-speed gearbox and hydraulically actuated dry multi-plate slipper clutch.

The aim of producing a light but reliable engine has led not only to a component design of unrivalled quality, but also to the use of exclusive, individually-made racing-derived materials.
The crankcase and cylinder heads are sand-cast aluminium while the cam-drive cover and alternator casing are made of sand-cast magnesium, technologies that match the lightness of these alloys with the greater mechanical strength expected from structural components. The oil sump, cam covers and clutch cover are made by pressure die-casting magnesium alloy, a technology that allows significant thickness reduction on non-structural components.

A look inside the engine shows how the quest for high performance has led to the utilisation of racing technologies such as titanium con rods, intake and exhaust valves - again in titanium alloy with CrN (chromium nitride) coating - and precision grinding finishing to reduce friction on certain components such as rocker arms. Even the camshafts have been drilled and cut to reduce weight.
Lightened through finite-element simulation (FEM), the timing gears are arranged according to a pattern highly similar to the one used in the GP engine.
The piston has the classic high-performance engine architecture, with double ribbed undercrown and a compact combustion chamber that brings the compression ratio to 13.5.

The crankshaft rotates on brass bearing shells and has the crank pins offset by 70° to generate soft pulse timing (pulses at 0° - 90° - 290° - 380°). This component is produced via complete precision machining of a single piece of forged steel.
The cone-shaped end of the crank-webs maximises the use of the available space below the piston bosses and optimises crankshaft assembly balance.
The sand-cast aluminium crankcases feature integral cylinder bores with Nicasil lining, and the crankcase halves' separation layout is the same as on the GP engine. The oil pump is of the trochoidal (Gerotor) type and controls the water pump according to a cascade arrangement.

Also featured are four 50mm Magneti Marelli throttle bodies with 12-hole 'microjet' above-throttle injectors. A Magneti Marelli 5SM ECU control unit and high-speed CAN line electronics have been employed to manage the injection and electronic ignition of the powerful four-cylinder engine. The throttle bodies, while serving two opposing cylinder heads, lie on the same plane, resulting in a straight, plunging intake port configuration.

Like its GP counterpart, the engine acts as a connector between the chassis and the rear swingarm/suspension, thus playing an essential structural and stiffening role.

This road-going MotoGP bike offers outstanding performance: when in its racing configuration, that is, with the kit consisting of the supplied racing exhaust (102 dB) and control unit, it can reach a maximum power of 200 HP.

With its catalysed exhaust system, the Desmosedici RR, type-approved for on-road riding, is compliant with Euro 3 emissions standards.

(*) Data obtained with exhaust open.


2008 Ducati Desmosedici RR Specifications:

Engine
Type L-4 cylinder, liquid-cooled, DOHC, Desmodromic, 4 valves per cylinder, gear driven camshafts

Displacement 989 cc

Power* 147,1 kW - 200 cv @ 13.800 giri/min
147,1 kW - 200 hp @ 13.800 rpm

Torque* 11,8 kgm - 116 Nm @ 10.500 giri/min
11,8 kgm - 85,55 lb-ft @ 10.500 rpm

Fuel injection Four 50 mm Magneti Marelli throttle bodies, 12-hole "microjet"with injectors over throttle, manual idle control

Exhaust '4 into 2 into 1' vertical exit exhaust/silencer

Emissions Euro 3

Trasmission
Gearbox 6-speed; Cassette type

Clutch Dry multi-plate slipper clutch, hydraulically actuated

Vehicle
Body Full carbon fibre bodywork

Frame Tubular steel trellis hybrid, carbon fibre seat support, aluminium swingarm

Front Suspension Ohlins FG353P forks 43 mm pressurized, with preload, rebound and compression adjustment, TiN coated sliders

Front Wheel Marchesini forged and machined magnesium alloy wheels, with 7 spoke design as GP6

Rear Suspension Ohlins rear shock, with rebound, low/high speed compression adjustment, and hydraulic preload adjustment

Rear Wheel Marchesini forged and machined magnesium alloy wheels, with 7 spoke design as GP6

Tyres Bridgestone, front 120/70 R17- rear 200/55 R16

Front Brake Two Brembo radial "monoblock" callipers with four 34 mm pistons; two semi-floating 330 mm x 5 mm discs

Rear Brake 240 mm fixed disc, calliper with two 34 mm pistons

Tank Aluminium alloy

Dry Weight 171 Kg / 377 lbs

Instruments New lightweight Corse electronic multifunction LCD dashboard with tachometer, speedometer, trip/odometer, trip fuel, clock, air temperature, engine temperature, lap time, anti-theft immobilizer, and several warning lights: fuel reserve, indicator lamps, oil pressure, neutral, high bean lamp, EOBD,overrev; complete error list.

Versions
Colours Two colour versions:
1) Desmosedici RR: painted in 'Rosso GP', with a white number plate on the tail section
2) the Desmosedici RR 'Team Version' - painted in 'Rosso GP', and as with the factory Corse bikes, with broad white stripe on the fairing

Single-seat

(*) with racing exhaust (102 dB)

Specifications and features are subject to change

2008 Ducati Desmosedici RR

2008 Ducati Desmosedici RR
2008 Ducati Desmosedici RR

2008 Ducati Desmosedici RR
2008 Ducati Desmosedici RR

2008 Ducati Desmosedici RR
2008 Ducati Desmosedici RR

2008 Ducati Desmosedici RR
2008 Ducati Desmosedici RR

2008 Ducati Desmosedici RR
2008 Ducati Desmosedici RR

2008 Ducati Desmosedici RR
2008 Ducati Desmosedici RR

• 2008 Ducati Desmosedici RR

2008 Ducati Desmosedici RR

DUCATI DESMOSEDICI RR: THE ULTIMATE DUCATI EXPERIENCE
The dream of a true GP replica has finally come true and the Desmosedici RR will be the first-ever road-going motorcycle to offer such a stunning wealth of performance and technology that comes directly from Ducati's experience in MotoGP. The RR derives from the Ducati Corse Grand Prix racing Desmosedici GP6, the same bike with which Loris Capirossi and Sete Gibernau competed with in the 2006 MotoGP World Championship.

The body design and the aerodynamics faithfully reflect the Desmosedici GP6. The colour scheme, the fittings, the materials used in its construction as well as the technical features of the powerful four-cylinder desmodromic engine built by the Borgo Panigale factory engineers, leave no doubts whatsoever: the Desmosedici RR is the ultimate expression of the most extreme MotoGP racing machine today.

This is the new frontier of Ducati technological evolution, a dream come true, demonstrating once again the courage and the passion of Ducati, as well as the ability to transfer the experience of the racing world to a machine that is destined for road use.


PRODUCTION AND DELIVERY SCHEDULE
Reservations for the Desmosedici RR have been accepted via the official Ducati dealer network since 2 June 2006 and will continue to be taken until 31 December 2007. Production will begin in October 2007 and first deliveries will be made to 999R owners who placed their Desmosedici RR order before 30 September 2006. Production of all remaining orders will be completed by December 2008.


TWO MORE AWARDS FOR THE DESMOSEDICI RR ON THE INTERNET
The Motorcycle Bloggers International (MBI), the international association of motorcycle bloggers, has awarded the Ducati Desmosedici RR the “Best Concept Motorcycle” of 2006 and “Object of Lust”, making this bike known as the most desired bike of all time. These awards add to the long list of honours for this model, confirming the great success of Ducati’s “new creature”.

Features and Benefits:

Vehicle
The engine clearly represents the beating heart of this fantastic motorcycle, but the technological advancements also extend to the chassis: a signature tubular trellis hybrid frame, refined components, and a superb carbon fibre body. This is a motorcycle that is destined for an expert rider, someone who is always looking for extreme sporting performance, as well as being an exclusive, esoteric, reliable product that is more than capable of track racing.

The colour scheme of the Desmosedici RR was the work of Alan Jenkins, the designer and one of the men behind the Desmosedici MotoGP, who was also responsible for the aerodynamics package which is aimed at achieving maximum speed and excellent handling. The bike is totally inspired by the racing machine, the Ducati Desmosedici GP6, from which it inherits all the aggressiveness of its lines. It is fitted with a new lightweight multifunction dashboard, developed in collaboration with Ducati Corse, the same one that has been fitted to the racing machine, the Desmosedici GP7.

Desmosedici-style digital instrumentation is taken from Ducati's MotoGP GP7 project. This pure racing, minimalist solution by Digitek has no switches or buttons to compromise its clean lines. The wide screen allows the rider to read six values at the same time and to scroll through and select from various menus by handlebar-mounted switch gear.

Activating the Ducati Data Analyser (DDA) riders are able to acquire up to 2MB of data (approximately 3.5 hours). The system records several channels of data including: vehicle speed, engine rpm, throttle opening, engine temperature, distance travelled, laps and lap times. So riders are able to compare, analyse and get an inside view of the Desmosedici RR performance.

The bike's development could not have been made possible without the significant collaboration of Vittoriano Guareschi, the official Ducati Corse tester, whose riding abilities and hundreds of hours of track time have made a fundamental contribution to the evolution of the project.

For the first time the Ducati Desmosedici RR uses a new welded tubular steel trellis hybrid frame (ALS 450) with the frame geometry that is the same as that of the Desmosedici GP6.

This construction guarantees an excellent stiffness-to-weight ratio, allowing superior manoevrability and riding precision. Attached to the red frame is the rear seat support in high temperature resin type carbon fibre. This material, normally used only on racing bikes, has the characteristic of being extremely lightweight but exceptionally rigid.

The Desmosedici RR sports a new extra-long, cast, forged and pressed aluminium alloy swingarm. The geometry and the technology of this component derive directly from the MotoGP bike, and give the RR a high level of traction, and excellent weight distribution as well as a superb stiffness-to-weight ratio.

In the suspension department the Ducati Desmosedici RR features the most advanced technical components.

The rear suspension geometry and layout is the same as that of the GP6, with the rear shock attached above the swingarm and to a rocker, which is hinged to the crankcase.

The front suspension features 43 mm upside-down Öhlins FG353P pressurized forks (PFF), with TiN coated sliders. The forks, which come directly from competition use, as well as being pressurized thus ensuring excellent track performance, are fully adjustable in preload, rebound and compression.
The rear shock is also Öhlins and has rebound, low/high speed compression adjustment and hydraulic preload adjustment. For the first time ever, this Ducati production motorcycle features Marchesini forged and machined magnesium alloy wheels, with a 7-spoke design as on the GP6. This helps to reduce unsprung weight and inertia, all the while improving handling and suspension response.
With the aim of producing the ultimate track performance, Ducati and Bridgestone have developed special tyres for the Desmosedici RR. The tread pattern, construction and profile are being specially developed and produced by the Japanese tyre manufacturer.

The numerous racing components of this high-performance machine also include its Brembo brakes. Up front the Desmosedici RR features a new pair of radial 'monoblock' callipers with four 34 mm pistons: monoblock technology, until now only used for racing callipers, allows calliper stiffness to be increased, thus improving braking response; the front brake system is completed by a radial master cylinder, with hinged lever and remote 'quick' adjuster that enables the right brake lever position to be found during the ride. The pair of front brake discs are two semi-floating 330 mm x 5 mm discs, with machined flange. The Brembo rear brakes are made up of a 240 mm fixed disc and a calliper with two 34 mm pistons.
The Desmosedici RR's new exhaust system has been specifically developed to deliver the best power and at the same time to ensure road riding pleasure. Significantly lighter, it has been engineered with a power-increasing 4-2-1 layout that uses 42mm diameter tubing with wall thickness of 0.8mm (.030in) AISI 309. The new exhaust system is equipped with a pass-by valve and ends with a silencer incorporated in the rear tail that features two exhaust exits to vertically release the exhaust gas. The upper part of the rear tail combines a ceramic carbon fibre cover, the same solution as single-seater F1 cars.
The Desmosedici RR will be available with a special race kit that includes a 102 dB racing exhaust, a dedicated CPU, bike cover and paddock stand.
Two versions of the RR will be available: 1) the Desmosedici RR - painted in 'Rosso GP', with a white number plate on the tail section; 2) the Desmosedici RR 'Team Version' - painted in 'Rosso GP', and as with the factory Corse bikes, this has a broad white stripe on the fairing. A team sponsor decal kit will be provided with each bike.

For this exclusive Ducati, a new dedicated service plan is included. Each Ducati Desmosedici RR owner can benefit from a three-year warranty and three years of scheduled maintenance, free of charge.

ENGINE
With a power output of 200 HP* at 13,800 rpm and a torque of 11.8 kgm* at 10,500 rpm, the new D16RR engine follows the guidelines laid down by the Ducati Corse GP engine, a masterpiece of engineering and precision.

Bore and stroke measurements are the same as those on the D16GP6 - 1000 cc (86x42.56), as are the characteristic positions of the Ducati desmodromic timing system parts (camshaft rotation axis, rocker arm centre and valve centre distance), valve angle, distance between cylinder centres and pulse timing, which uses the Twin-pulse solution applied on the racing engine.
As in MotoGP, traditional Ducati desmodromic timing ensures accurate valve control even at the highest revs and blends perfectly with the modern architecture of this superb 4-cylinder engine.
As is the tradition at Ducati, the 90° angle between the cylinders is maintained.

This authentic copy of the GP engine is further endorsed by the use of a cassette type six-speed gearbox and hydraulically actuated dry multi-plate slipper clutch.

The aim of producing a light but reliable engine has led not only to a component design of unrivalled quality, but also to the use of exclusive, individually-made racing-derived materials.
The crankcase and cylinder heads are sand-cast aluminium while the cam-drive cover and alternator casing are made of sand-cast magnesium, technologies that match the lightness of these alloys with the greater mechanical strength expected from structural components. The oil sump, cam covers and clutch cover are made by pressure die-casting magnesium alloy, a technology that allows significant thickness reduction on non-structural components.

A look inside the engine shows how the quest for high performance has led to the utilisation of racing technologies such as titanium con rods, intake and exhaust valves - again in titanium alloy with CrN (chromium nitride) coating - and precision grinding finishing to reduce friction on certain components such as rocker arms. Even the camshafts have been drilled and cut to reduce weight.
Lightened through finite-element simulation (FEM), the timing gears are arranged according to a pattern highly similar to the one used in the GP engine.
The piston has the classic high-performance engine architecture, with double ribbed undercrown and a compact combustion chamber that brings the compression ratio to 13.5.

The crankshaft rotates on brass bearing shells and has the crank pins offset by 70° to generate soft pulse timing (pulses at 0° - 90° - 290° - 380°). This component is produced via complete precision machining of a single piece of forged steel.
The cone-shaped end of the crank-webs maximises the use of the available space below the piston bosses and optimises crankshaft assembly balance.
The sand-cast aluminium crankcases feature integral cylinder bores with Nicasil lining, and the crankcase halves' separation layout is the same as on the GP engine. The oil pump is of the trochoidal (Gerotor) type and controls the water pump according to a cascade arrangement.

Also featured are four 50mm Magneti Marelli throttle bodies with 12-hole 'microjet' above-throttle injectors. A Magneti Marelli 5SM ECU control unit and high-speed CAN line electronics have been employed to manage the injection and electronic ignition of the powerful four-cylinder engine. The throttle bodies, while serving two opposing cylinder heads, lie on the same plane, resulting in a straight, plunging intake port configuration.

Like its GP counterpart, the engine acts as a connector between the chassis and the rear swingarm/suspension, thus playing an essential structural and stiffening role.

This road-going MotoGP bike offers outstanding performance: when in its racing configuration, that is, with the kit consisting of the supplied racing exhaust (102 dB) and control unit, it can reach a maximum power of 200 HP.

With its catalysed exhaust system, the Desmosedici RR, type-approved for on-road riding, is compliant with Euro 3 emissions standards.

(*) Data obtained with exhaust open.


2008 Ducati Desmosedici RR Specifications:

Engine
Type L-4 cylinder, liquid-cooled, DOHC, Desmodromic, 4 valves per cylinder, gear driven camshafts

Displacement 989 cc

Power* 147,1 kW - 200 cv @ 13.800 giri/min
147,1 kW - 200 hp @ 13.800 rpm

Torque* 11,8 kgm - 116 Nm @ 10.500 giri/min
11,8 kgm - 85,55 lb-ft @ 10.500 rpm

Fuel injection Four 50 mm Magneti Marelli throttle bodies, 12-hole "microjet"with injectors over throttle, manual idle control

Exhaust '4 into 2 into 1' vertical exit exhaust/silencer

Emissions Euro 3

Trasmission
Gearbox 6-speed; Cassette type

Clutch Dry multi-plate slipper clutch, hydraulically actuated

Vehicle
Body Full carbon fibre bodywork

Frame Tubular steel trellis hybrid, carbon fibre seat support, aluminium swingarm

Front Suspension Ohlins FG353P forks 43 mm pressurized, with preload, rebound and compression adjustment, TiN coated sliders

Front Wheel Marchesini forged and machined magnesium alloy wheels, with 7 spoke design as GP6

Rear Suspension Ohlins rear shock, with rebound, low/high speed compression adjustment, and hydraulic preload adjustment

Rear Wheel Marchesini forged and machined magnesium alloy wheels, with 7 spoke design as GP6

Tyres Bridgestone, front 120/70 R17- rear 200/55 R16

Front Brake Two Brembo radial "monoblock" callipers with four 34 mm pistons; two semi-floating 330 mm x 5 mm discs

Rear Brake 240 mm fixed disc, calliper with two 34 mm pistons

Tank Aluminium alloy

Dry Weight 171 Kg / 377 lbs

Instruments New lightweight Corse electronic multifunction LCD dashboard with tachometer, speedometer, trip/odometer, trip fuel, clock, air temperature, engine temperature, lap time, anti-theft immobilizer, and several warning lights: fuel reserve, indicator lamps, oil pressure, neutral, high bean lamp, EOBD,overrev; complete error list.

Versions
Colours Two colour versions:
1) Desmosedici RR: painted in 'Rosso GP', with a white number plate on the tail section
2) the Desmosedici RR 'Team Version' - painted in 'Rosso GP', and as with the factory Corse bikes, with broad white stripe on the fairing

Single-seat

(*) with racing exhaust (102 dB)

Specifications and features are subject to change

2007 Honda Interceptor VFR800FI

2007 Honda Interceptor VFR800FI
2007 Honda Interceptor VFR800FI

2007 Honda Interceptor VFR800FI
2007 Honda Interceptor VFR800FI

• 2007 Honda Interceptor VFR800FI

2007 Honda Interceptor VFR800FI

The venerable Interceptor offers a rare blend of high-performance sporting capability and long-range comfort--the perfect combination for exploring distant twisties.

Features & Benefits

New for 2007

- New colors are Candy Dark Red and Pearl Blue/Pearl White/Red tri-color paint scheme.

- Tri-color-painted model sports unique 25th anniversay tank badging and black-painted wheels and frame.

Unique features

- Revolutionary VTEC combines the power characteristics of both two- and four-valve cylinder-head designs. The engine runs on two valves per cylinder below 6400 rpm and then switches to four valves per cylinder, delivering significantly stronger low-end and mid-range torque, while maintaining the Interceptor®'s impressive high-rpm power delivery.

- The 2007 Interceptor meets the California Air Resources Board (CARB) 2008 emissions standards.

- Silent-type cam-chain drive eliminates mechanical gear noise. The system features a set of dual tensioners that maintain optimal pressure and lubrication for the camshaft chains, ensuring quiet operation and long life.

- Programmed fuel injection (PGM-FI) uses four 12-hole injectors for finer fuel atomization, improved combustion efficiency, reduced emissions and increased power.

- Iridium-tip spark plugs are ignited by compact high-energy coil-on-plug spark plug caps that produce a strong, high-voltage spark.

- Unique NR-style center-up exhaust system incorporates two stainless steel mufflers tucked snugly under the Interceptor's tail section.

- Clutch features an offset outside friction plate for quiet operation when starting from a stop.

- Three-phase coil-spring damper in the transmission provides for smooth upshifts.

- Large-diameter 43mm Honda Multi-Action System (HMAS) cartridge front fork provides enhanced handling under all riding conditions.

- Four brilliant multireflector headlights employ two centrally positioned H4 low/high beams positioned under two widely spaced H7 high beams for brilliant nighttime illumination.

- 5.8-gallon fuel capacity.

Engine/Drivetrain

- Compact 781cc DOHC 90-degree V-4 with an oversquare bore and stroke of 72mm x 48mm.

- Combustion chambers feature an 11.6:1 compression ratio and are fed by programmed fuel injection through short, straight intake ports.

- Interceptor engine serves as a stressed member of the pivotless frame, which features specially designed engine mounting bolts tuned to work in harmony with the damping characteristics of the frame.

- Aluminum-composite cylinder sleeves are high-pressure-formed from sintered-aluminum powder impregnated with ceramic and graphite. The composite sleeves provide better wear resistance and superior heat dissipation compared to conventional sleeves.

- Cast-aluminum pistons feature LUB-Coat solid lubricant to minimize friction between piston and cylinder wall.

- Auto-enriching system is integrated into PGM-FI module, optimizing the air/fuel mixture on cold starts and eliminating the need for a manual choke.

- Solenoid-operated dual air-intake duct design keeps one duct closed during low-speed operation to ensure optimal control of air-intake velocity.

- Dual side-mounted radiators maximize cooling efficiency using low-air-pressure areas created by side cowls to draw cooling air through the radiators. During low-speed operation, a thermostat-controlled left-side fan pulls cooling air across the radiator into the fairing, keeping hot air away from the rider.

- Rugged 125mm-diameter eight-plate clutch offers light weight and high load capacity.

- Exceptionally smooth-shifting six-speed transmission.

Chassis/Suspension

- Triple-box-section twin-spar aluminum frame features a tuned, pivotless design that isolates the engine-mounted swingarm from the frame and contributes to handling comfort.

- Interceptor's beautiful Pro Arm® single-side cast-aluminum swingarm mounted to the engine provides an optimal balance of rigidity and tuned flex for superb handling.

- Pro-Link® rear suspension features a 40mm gas-charged HMAS shock with 4.7 inches of travel and adjustable spring preload and rebound damping. Anti-lock braking system (ABS)-equipped model has a convenient spring preload adjustment knob. The Pro-Link arm is anchored directly to a cast-aluminum bracket on the rear of the engine case.

- Linked Braking System (LBS™) uses a second master cylinder and a proportional control valve to couple the three-piston calipers of the dual-front and single-rear brake discs for even better braking feel while providing the peace of mind of an LBS system. Using the front brake lever activates the outer two pistons of the left-side front caliper, all three pistons of the right-side caliper and the center piston of the rear caliper. Rear-pedal engagement activates the two outer pistons of the rear caliper and the center piston in the left-front caliper.

- The Interceptor's 296mm floating front-brake discs feature a lightweight seven-spoke inner rotor design.

- U-section cast-aluminum wheels are light and reduce unsprung weight.

- The six-spoke, 3.5-inch-wide front wheel carries a 120/70ZR-17 radial tire. The five-spoke, 5.5-inch rear wheel sports a wide, low-profile 180/55ZR-17 radial tire.

Additional Features

- The Interceptor's sleek, aerodynamic bodywork is functional as well as beautiful.

- Front cowling centerpiece color-matched to body for integrated styling.

- Satin-finish treatment on muffler covers and exhaust heat shield for distinctive styling.

- Stylish silver finish on clutch and brake master cylinders.

- Clear turn-signal lenses front and rear provide a high-tech look.

- Air flowing through a central air vent under the front windscreen provides cool air to the rider at low speeds and increases rider comfort at higher speeds.

- High-tech instrument display includes electronic tachometer, LCD readouts for speedometer, air temperature, coolant temperature, odometer, two tripmeters and clock.

- ACG output of 497 watts.

- Detachable seat offers access to space to carry U-lock and other necessities. (Lock not included.)

- Removable passenger seat cowl.

- Adjustable brake and clutch levers.

- Injection-molded nylon passenger grabrails are comfortable to the touch in cold or hot weather.

- Folding aerodynamic mirrors.

- Handlebar switches and controls use internationally approved ISO graphic symbols.

- Transferable one-year, unlimited-mileage limited warranty; extended coverage available with a Honda Protection Plan.

- Purchase of a new, previously unregistered Honda unit by an individual retail user in the United States qualifies the owner for a one-year complimentary membership in the Honda Rider's Club of America® (HRCA®). Benefits include roadside assistance, online access to the Honda Common Service Manual, six issues of the bimonthly Honda Red Rider™ magazine, travel discounts, trip routing and MSF reimbursement, plus access to the HRCA Web site (www.hrca.honda.com). For details on the HRCA, dealers should call (310) 783-3958, 8:30 a.m. to 5 p.m. Pacific Time.

Available accessories

- Touring Accessories: Color-Matched Hard Saddlebags, Sport Touring Trunk, Saddlebag Liner Set, Trunk Liner.

Pricing:

VFR8007 - Candy Dark Red $10,599.00

VFR800S7 - Pearl Blue/Pearl White/Red $11,099.00

Specifications

Model: VFR800FI

Engine Type: 781cc liquid-cooled 90° V-4

Bore and Stroke: 72mm x 48mm

Compression Ratio: 11.6:1

Valve Train: VTEC DOHC; four valves per cylinder

Carburetion: PGM-FI with automatic enricher circuit

Ignition: Computer-controlled digital with three-dimensional mapping and electronic advance

Transmission: Close-ratio six-speed

Final Drive: #530 O-ring-sealed chain

Suspension
Front: 43mm HMAS cartridge fork with spring preload adjustability; 4.3 inches travel
Rear: Pro Arm single-side swingarm with Pro-Link single HMAS gas-charged shock with seven-position spring preload and rebound damping adjustability; 4.7 inches travel

Brakes
Front: Dual full-floating 296mm discs with LBS three-piston calipers
Rear: Single 256mm disc with LBS three-piston caliper; Optional ABS

Tires
Front: 120/70ZR-17 radial
Rear: 180/55ZR-17 radial

Wheelbase: 57.4 inches

Rake (Caster Angle): 25.3°

Trail: 100mm (3.9 inches)

Seat Height: 31.7 inches

Dry Weight
VFR800FI: 470 pounds

Fuel Capacity: 5.8 gallons, including 0.8-gallon reserve

Colors: Pearl Blue/Pearl White/Red, Candy Dark Red

Meets 2008 CARB emissions standards.

Interceptor Timeline

1983 VF750F Interceptor

Honda's original VF750F Interceptor(R) rewrote the rules in the sport bike class. With its liquid-cooled 90° V-4 engine and race-bred chassis, the Interceptor was the quickest 750 on the market, and the best handling sport bike, period. Yet the Interceptor also offered a balance of comfort to go along with that performance, something unheard of in motorcycling. And no other motorcycle made as direct a connection between the race track and the street.

1986 VFR750F Interceptor

For the Interceptor's first makeover, Honda left virtually no part untouched. An all-new V-4 engine with geared cam-drive offered more peak power, while a race-inspired aluminum frame provided sharper handling. Honda engineers reduced the bike's weight substantially, too, with the VFR(R)750F tipping in almost 45 pounds lighter than the original. Yet while the Interceptor expanded its race track credentials, it lost nothing in terms of comfort and all-round balance.

1990 VFR750F and RC30

With the simultaneous introduction of the RC30(TM) and the second-generation VFR750F, Honda's 750 V-4 line split, as did its focus. The racier RC30, destined for Superbike and world endurance competition, featured super-sophisticated suspension components and more horsepower. The VFR750F shared many features with the RC30, such as a twin-spar aluminum frame with a Pro Arm(R) single-sided swing arm, and in some engine specifications even exceeded the RC30's.

1994 VFR750F

Now in its third generation, the VFR750F came cloaked in all-new bodywork that took cues from Honda's legendary oval-piston NR(TM)750. Underneath, changes to the V-4 engine and twin-spar aluminum frame provided more power and even greater handling precision, while reducing weight by almost 20 pounds. Those advances, plus the same balance the VFR had become famous for, helped the VFR750F keep its hammerlock on Best 750 awards among enthusiast publications.

1994 RC45

Honda's latest street-legal racing weapon improved on the RC30 in every way. The RC45(TM) was lighter, faster, more compact and ultra-sophisticated, with broad-ranging chassis and engine adjustability. Its all-new V-4 engine utilized programmed fuel injection (PGM-FI) for more power and better throttle response, while the redesigned twin-spar aluminum frame offered increased stiffness and a more sophisticated suspension system for even sharper handling.

1998 Interceptor

Completely redesigned for 1998, the Interceptor once again redefined sport bike performance by solidifying the connection between race track and street. In fact, the Interceptor offered even more technically advanced features than the RC45, such as aluminum-composite cylinder sleeves and a pivotless Pro Arm chassis. And, just like the original, the 1998 Interceptor offered a breadth and depth of capabilities no other sport bike can match.

2002 Interceptor

For 2002, Honda recreated the Interceptor bit by bit, incorporating improvements into every facet while retaining the essential foundations. As a result, the VTEC(TM)-equipped Interceptor is now a markedly advanced, new-generation sport bike, and arguably the sharpest-edged street-going iteration yet. At the same time, Honda's engineers also reconfigured the Interceptor so it could accept a set of Honda-designed accessories--including hard saddlebags--to create a top-rank sport bike with true cross-country abilities.

A Heritage Of Greatness - In Two Arenas

Beginning with its debut in 1983, the Honda Interceptor(R) earned landmark status in dual arenas, notching credentials as a sport bike with the uncanny depth of its street-going capabilities, as well as building its reputation as an all-out race machine. The Interceptor boasts a long list of World Superbike and AMA Superbike race wins and championship titles, plus a host of Best-in-Class and Top 10 awards garnered year after year from a wide assortment of enthusiast publications--glowing testimony to the extraordinary balance and overarching competence of the Interceptor's design.

It's a rare machine that can lay claim to such an enviable record over such a substantial span--now nearly 20 years--but in doing so, the Interceptor has truly become a legend in its own time. Moreover, this platform has also served as a technological showcase for Honda; innovative technology and extraordinary build quality have become the hallmarks of the entire Interceptor lineage.

HOW TO REPLACE AN ICON?

The down side of such laudable accomplishments hit home with the small group of Honda engineers tasked with creating the next-generation Interceptor. How does one go about replacing an icon, especially one with such stellar abilities and broad-ranging excellence? What's more, how does one go about retaining the Interceptor's endearing character while improving most of the essential components within the whole machine? While the task was difficult, the goals were simple: Increase the Interceptor's overall performance, while also expanding its role as a sport-touring machine.

To create the 2002 Interceptor, the development team recreated the basic machine, incorporating improvements into every facet of the new bike while retaining the essential underpinnings of the Interceptor legend. As a result, the 2002 Interceptor is now a markedly advanced, new-generation sport bike, and arguably the sharpest-edged street-going Interceptor yet. To maintain its legendary all-day-long comfort, Honda's engineers retained the Interceptor's same aggressive yet accommodating seating position. Engineers also reconfigured the Interceptor's chassis to accept Honda-designed saddlebags, adding even greater cross-country capacity.

ENGINEERING SLEIGHT-OF-HAND MAKES POSSIBLE THE IMPOSSIBLE

A common theme pervades all of Honda's recent efforts toward revamping its entire line of motorcycles: Hone all edges to an ever-sharper state to establish class-leading performance levels. In terms of engine performance, adding displacement to the Interceptor's 781cc V-4 engine would have risked the fine balance of size and weight the bike has enjoyed for nearly two decades. Extracting performance would be a more complex endeavor.

The classic hot-rodding approaches, such as hot cams and high compression, would have yielded distinctly narrow-focus results. Instead, Honda chose a more elegant engineering application by incorporating a VTEC(TM) valve train--a solution gleaned from Honda's extensive bank of high-tech engine developments. In simple terms, the VTEC system allows the 2002 Interceptor to enjoy the high-velocity breathing advantages of a two-valve head at lower engine speeds, while retaining the high-flow characteristics of a four-valve head at high rev levels.

From the saddle, the rider enjoys a noticeably stronger torque curve from 3500 rpm to 6500 rpm compared to the previous Interceptor; the largest increase shows up at 5000 rpm, a whopping 10 percent gain in torque. The seat-of-the pants experience is just as rewarding. When the VTEC system kicks in at 7000 rpm, the engine really begins to howl and the tach needle soars through the heart of the powerband, rushing up to redline. (For more information on the VTEC system, see the VTEC feature in this press kit).

Changes to the Interceptor's gearing add even more emphasis to the new bike's acceleration. Compared to the previous model, the first two internal gear ratios are each 5.9 percent lower, which helps keep the engine on the boil under hard acceleration. Third, fourth and fifth gears are also lower, and the front countershaft sprocket is one tooth smaller to bias the overall gearing toward even stronger acceleration. Sixth gear, in turn, is now a true overdrive with a 0.966 ratio for easy freeway cruising. As a result, the 2002 Interceptor revs quicker and accelerates significantly harder through the gears than the previous model, yet still remains unruffled during day-long freeway jaunts.

A LIGHTER ENGINE, IMPROVED MILEAGE AND REDUCED EMISSIONS

A new silent-type cam-chain drive eliminates the noise produced by the previous gear-drive system while reducing weight significantly; the new cam drivetrain is 6.2 pounds lighter than the previous version. Instead of incurring a penalty in added fuel consumption for the boost in power, the VTEC Interceptor yields a significant net gain in the miles-per-gallon department. Furthermore, the 2002 Interceptor is an exceptionally clean-burning bike, thanks largely to its next-generation programmed fuel injection (PGM-FI) that incorporates four laser-drilled 12-hole injectors in place of the previous single-hole injectors; it's the same technology used on the cutting-edge RC51(TM) and CBR(R)954RR. Proof of the Interceptor's efficiency comes in its 50-state certification, and the fact that this remarkable engine easily meets the California Air Resources Board (CARB) emissions standards for the year 2008.

A NEWLY HONED CHASSIS INCREASES SPORT CAPABILITIES

In the chassis department, a new, stouter, 43mm Honda Multi-Action System(TM) (HMAS(TM)) cartridge fork adds noticeably to front-end rigidity, and a strengthened subframe also aids chassis integrity. Net result: an even better platform, one that handles a rapid succession of directional transitions with aplomb while delivering excellent feedback to the rider.

The Interceptor's next-generation triple disc brakes also enhance its sporting intentions, with superb power, feel and feedback. And Honda's proven Linked Braking System(TM) (LBS(TM)) has been revised for even better stopping power under a wide variety of braking conditions. For those who demand the utmost in technology, Honda can also add an Anti-Lock Brake System as an option.

MORE OF EVERYTHING

All of this added emphasis on cutting-edge engine and chassis performance makes the new Interceptor sound like it's a better sport bike than ever before--and it is. However, don't think these additional sporting capabilities have narrowed the bike's focus. Instead, as an integral part of the redesign, Honda's engineers gave the 2002 Interceptor long-distance capabilities that are broader than ever before.

For instance, consider the swoopy new center-up exhaust system. Granted, it increases corner clearance while lending a racier look, but more importantly this new plumbing arrangement opens up the rear quarters for Honda's nicely integrated optional hard saddlebags. Extra space for routing the pipes was gained through the use of a swingarm that is 0.7 inch longer, which also enhances chassis stability while also adding a bit more room for pilot and passenger.

The 2002 Interceptor's new, angular styling treatment carries over the theme found in Honda's dedicated sport bikes, yet the new bodywork provides even better weather protection than the previous Interceptor. And striking styling points such as the quad-headlight nose not only add distinctive looks, but also serve a functional role for nighttime illumination as well.

Look at the 2002 Interceptor, and what do you see? Is it the back road sport bike for a new era? Is it a long-distance partner that specializes in secondary roads? How about this: Just consider the 2002 Honda Interceptor the ultimate street sport--and you pick the street.

2007 Honda Interceptor VFR800FI

2007 Honda Interceptor VFR800FI
2007 Honda Interceptor VFR800FI

2007 Honda Interceptor VFR800FI
2007 Honda Interceptor VFR800FI

• 2007 Honda Interceptor VFR800FI

2007 Honda Interceptor VFR800FI

The venerable Interceptor offers a rare blend of high-performance sporting capability and long-range comfort--the perfect combination for exploring distant twisties.

Features & Benefits

New for 2007

- New colors are Candy Dark Red and Pearl Blue/Pearl White/Red tri-color paint scheme.

- Tri-color-painted model sports unique 25th anniversay tank badging and black-painted wheels and frame.

Unique features

- Revolutionary VTEC combines the power characteristics of both two- and four-valve cylinder-head designs. The engine runs on two valves per cylinder below 6400 rpm and then switches to four valves per cylinder, delivering significantly stronger low-end and mid-range torque, while maintaining the Interceptor®'s impressive high-rpm power delivery.

- The 2007 Interceptor meets the California Air Resources Board (CARB) 2008 emissions standards.

- Silent-type cam-chain drive eliminates mechanical gear noise. The system features a set of dual tensioners that maintain optimal pressure and lubrication for the camshaft chains, ensuring quiet operation and long life.

- Programmed fuel injection (PGM-FI) uses four 12-hole injectors for finer fuel atomization, improved combustion efficiency, reduced emissions and increased power.

- Iridium-tip spark plugs are ignited by compact high-energy coil-on-plug spark plug caps that produce a strong, high-voltage spark.

- Unique NR-style center-up exhaust system incorporates two stainless steel mufflers tucked snugly under the Interceptor's tail section.

- Clutch features an offset outside friction plate for quiet operation when starting from a stop.

- Three-phase coil-spring damper in the transmission provides for smooth upshifts.

- Large-diameter 43mm Honda Multi-Action System (HMAS) cartridge front fork provides enhanced handling under all riding conditions.

- Four brilliant multireflector headlights employ two centrally positioned H4 low/high beams positioned under two widely spaced H7 high beams for brilliant nighttime illumination.

- 5.8-gallon fuel capacity.

Engine/Drivetrain

- Compact 781cc DOHC 90-degree V-4 with an oversquare bore and stroke of 72mm x 48mm.

- Combustion chambers feature an 11.6:1 compression ratio and are fed by programmed fuel injection through short, straight intake ports.

- Interceptor engine serves as a stressed member of the pivotless frame, which features specially designed engine mounting bolts tuned to work in harmony with the damping characteristics of the frame.

- Aluminum-composite cylinder sleeves are high-pressure-formed from sintered-aluminum powder impregnated with ceramic and graphite. The composite sleeves provide better wear resistance and superior heat dissipation compared to conventional sleeves.

- Cast-aluminum pistons feature LUB-Coat solid lubricant to minimize friction between piston and cylinder wall.

- Auto-enriching system is integrated into PGM-FI module, optimizing the air/fuel mixture on cold starts and eliminating the need for a manual choke.

- Solenoid-operated dual air-intake duct design keeps one duct closed during low-speed operation to ensure optimal control of air-intake velocity.

- Dual side-mounted radiators maximize cooling efficiency using low-air-pressure areas created by side cowls to draw cooling air through the radiators. During low-speed operation, a thermostat-controlled left-side fan pulls cooling air across the radiator into the fairing, keeping hot air away from the rider.

- Rugged 125mm-diameter eight-plate clutch offers light weight and high load capacity.

- Exceptionally smooth-shifting six-speed transmission.

Chassis/Suspension

- Triple-box-section twin-spar aluminum frame features a tuned, pivotless design that isolates the engine-mounted swingarm from the frame and contributes to handling comfort.

- Interceptor's beautiful Pro Arm® single-side cast-aluminum swingarm mounted to the engine provides an optimal balance of rigidity and tuned flex for superb handling.

- Pro-Link® rear suspension features a 40mm gas-charged HMAS shock with 4.7 inches of travel and adjustable spring preload and rebound damping. Anti-lock braking system (ABS)-equipped model has a convenient spring preload adjustment knob. The Pro-Link arm is anchored directly to a cast-aluminum bracket on the rear of the engine case.

- Linked Braking System (LBS™) uses a second master cylinder and a proportional control valve to couple the three-piston calipers of the dual-front and single-rear brake discs for even better braking feel while providing the peace of mind of an LBS system. Using the front brake lever activates the outer two pistons of the left-side front caliper, all three pistons of the right-side caliper and the center piston of the rear caliper. Rear-pedal engagement activates the two outer pistons of the rear caliper and the center piston in the left-front caliper.

- The Interceptor's 296mm floating front-brake discs feature a lightweight seven-spoke inner rotor design.

- U-section cast-aluminum wheels are light and reduce unsprung weight.

- The six-spoke, 3.5-inch-wide front wheel carries a 120/70ZR-17 radial tire. The five-spoke, 5.5-inch rear wheel sports a wide, low-profile 180/55ZR-17 radial tire.

Additional Features

- The Interceptor's sleek, aerodynamic bodywork is functional as well as beautiful.

- Front cowling centerpiece color-matched to body for integrated styling.

- Satin-finish treatment on muffler covers and exhaust heat shield for distinctive styling.

- Stylish silver finish on clutch and brake master cylinders.

- Clear turn-signal lenses front and rear provide a high-tech look.

- Air flowing through a central air vent under the front windscreen provides cool air to the rider at low speeds and increases rider comfort at higher speeds.

- High-tech instrument display includes electronic tachometer, LCD readouts for speedometer, air temperature, coolant temperature, odometer, two tripmeters and clock.

- ACG output of 497 watts.

- Detachable seat offers access to space to carry U-lock and other necessities. (Lock not included.)

- Removable passenger seat cowl.

- Adjustable brake and clutch levers.

- Injection-molded nylon passenger grabrails are comfortable to the touch in cold or hot weather.

- Folding aerodynamic mirrors.

- Handlebar switches and controls use internationally approved ISO graphic symbols.

- Transferable one-year, unlimited-mileage limited warranty; extended coverage available with a Honda Protection Plan.

- Purchase of a new, previously unregistered Honda unit by an individual retail user in the United States qualifies the owner for a one-year complimentary membership in the Honda Rider's Club of America® (HRCA®). Benefits include roadside assistance, online access to the Honda Common Service Manual, six issues of the bimonthly Honda Red Rider™ magazine, travel discounts, trip routing and MSF reimbursement, plus access to the HRCA Web site (www.hrca.honda.com). For details on the HRCA, dealers should call (310) 783-3958, 8:30 a.m. to 5 p.m. Pacific Time.

Available accessories

- Touring Accessories: Color-Matched Hard Saddlebags, Sport Touring Trunk, Saddlebag Liner Set, Trunk Liner.

Pricing:

VFR8007 - Candy Dark Red $10,599.00

VFR800S7 - Pearl Blue/Pearl White/Red $11,099.00

Specifications

Model: VFR800FI

Engine Type: 781cc liquid-cooled 90° V-4

Bore and Stroke: 72mm x 48mm

Compression Ratio: 11.6:1

Valve Train: VTEC DOHC; four valves per cylinder

Carburetion: PGM-FI with automatic enricher circuit

Ignition: Computer-controlled digital with three-dimensional mapping and electronic advance

Transmission: Close-ratio six-speed

Final Drive: #530 O-ring-sealed chain

Suspension
Front: 43mm HMAS cartridge fork with spring preload adjustability; 4.3 inches travel
Rear: Pro Arm single-side swingarm with Pro-Link single HMAS gas-charged shock with seven-position spring preload and rebound damping adjustability; 4.7 inches travel

Brakes
Front: Dual full-floating 296mm discs with LBS three-piston calipers
Rear: Single 256mm disc with LBS three-piston caliper; Optional ABS

Tires
Front: 120/70ZR-17 radial
Rear: 180/55ZR-17 radial

Wheelbase: 57.4 inches

Rake (Caster Angle): 25.3°

Trail: 100mm (3.9 inches)

Seat Height: 31.7 inches

Dry Weight
VFR800FI: 470 pounds

Fuel Capacity: 5.8 gallons, including 0.8-gallon reserve

Colors: Pearl Blue/Pearl White/Red, Candy Dark Red

Meets 2008 CARB emissions standards.

Interceptor Timeline

1983 VF750F Interceptor

Honda's original VF750F Interceptor(R) rewrote the rules in the sport bike class. With its liquid-cooled 90° V-4 engine and race-bred chassis, the Interceptor was the quickest 750 on the market, and the best handling sport bike, period. Yet the Interceptor also offered a balance of comfort to go along with that performance, something unheard of in motorcycling. And no other motorcycle made as direct a connection between the race track and the street.

1986 VFR750F Interceptor

For the Interceptor's first makeover, Honda left virtually no part untouched. An all-new V-4 engine with geared cam-drive offered more peak power, while a race-inspired aluminum frame provided sharper handling. Honda engineers reduced the bike's weight substantially, too, with the VFR(R)750F tipping in almost 45 pounds lighter than the original. Yet while the Interceptor expanded its race track credentials, it lost nothing in terms of comfort and all-round balance.

1990 VFR750F and RC30

With the simultaneous introduction of the RC30(TM) and the second-generation VFR750F, Honda's 750 V-4 line split, as did its focus. The racier RC30, destined for Superbike and world endurance competition, featured super-sophisticated suspension components and more horsepower. The VFR750F shared many features with the RC30, such as a twin-spar aluminum frame with a Pro Arm(R) single-sided swing arm, and in some engine specifications even exceeded the RC30's.

1994 VFR750F

Now in its third generation, the VFR750F came cloaked in all-new bodywork that took cues from Honda's legendary oval-piston NR(TM)750. Underneath, changes to the V-4 engine and twin-spar aluminum frame provided more power and even greater handling precision, while reducing weight by almost 20 pounds. Those advances, plus the same balance the VFR had become famous for, helped the VFR750F keep its hammerlock on Best 750 awards among enthusiast publications.

1994 RC45

Honda's latest street-legal racing weapon improved on the RC30 in every way. The RC45(TM) was lighter, faster, more compact and ultra-sophisticated, with broad-ranging chassis and engine adjustability. Its all-new V-4 engine utilized programmed fuel injection (PGM-FI) for more power and better throttle response, while the redesigned twin-spar aluminum frame offered increased stiffness and a more sophisticated suspension system for even sharper handling.

1998 Interceptor

Completely redesigned for 1998, the Interceptor once again redefined sport bike performance by solidifying the connection between race track and street. In fact, the Interceptor offered even more technically advanced features than the RC45, such as aluminum-composite cylinder sleeves and a pivotless Pro Arm chassis. And, just like the original, the 1998 Interceptor offered a breadth and depth of capabilities no other sport bike can match.

2002 Interceptor

For 2002, Honda recreated the Interceptor bit by bit, incorporating improvements into every facet while retaining the essential foundations. As a result, the VTEC(TM)-equipped Interceptor is now a markedly advanced, new-generation sport bike, and arguably the sharpest-edged street-going iteration yet. At the same time, Honda's engineers also reconfigured the Interceptor so it could accept a set of Honda-designed accessories--including hard saddlebags--to create a top-rank sport bike with true cross-country abilities.

A Heritage Of Greatness - In Two Arenas

Beginning with its debut in 1983, the Honda Interceptor(R) earned landmark status in dual arenas, notching credentials as a sport bike with the uncanny depth of its street-going capabilities, as well as building its reputation as an all-out race machine. The Interceptor boasts a long list of World Superbike and AMA Superbike race wins and championship titles, plus a host of Best-in-Class and Top 10 awards garnered year after year from a wide assortment of enthusiast publications--glowing testimony to the extraordinary balance and overarching competence of the Interceptor's design.

It's a rare machine that can lay claim to such an enviable record over such a substantial span--now nearly 20 years--but in doing so, the Interceptor has truly become a legend in its own time. Moreover, this platform has also served as a technological showcase for Honda; innovative technology and extraordinary build quality have become the hallmarks of the entire Interceptor lineage.

HOW TO REPLACE AN ICON?

The down side of such laudable accomplishments hit home with the small group of Honda engineers tasked with creating the next-generation Interceptor. How does one go about replacing an icon, especially one with such stellar abilities and broad-ranging excellence? What's more, how does one go about retaining the Interceptor's endearing character while improving most of the essential components within the whole machine? While the task was difficult, the goals were simple: Increase the Interceptor's overall performance, while also expanding its role as a sport-touring machine.

To create the 2002 Interceptor, the development team recreated the basic machine, incorporating improvements into every facet of the new bike while retaining the essential underpinnings of the Interceptor legend. As a result, the 2002 Interceptor is now a markedly advanced, new-generation sport bike, and arguably the sharpest-edged street-going Interceptor yet. To maintain its legendary all-day-long comfort, Honda's engineers retained the Interceptor's same aggressive yet accommodating seating position. Engineers also reconfigured the Interceptor's chassis to accept Honda-designed saddlebags, adding even greater cross-country capacity.

ENGINEERING SLEIGHT-OF-HAND MAKES POSSIBLE THE IMPOSSIBLE

A common theme pervades all of Honda's recent efforts toward revamping its entire line of motorcycles: Hone all edges to an ever-sharper state to establish class-leading performance levels. In terms of engine performance, adding displacement to the Interceptor's 781cc V-4 engine would have risked the fine balance of size and weight the bike has enjoyed for nearly two decades. Extracting performance would be a more complex endeavor.

The classic hot-rodding approaches, such as hot cams and high compression, would have yielded distinctly narrow-focus results. Instead, Honda chose a more elegant engineering application by incorporating a VTEC(TM) valve train--a solution gleaned from Honda's extensive bank of high-tech engine developments. In simple terms, the VTEC system allows the 2002 Interceptor to enjoy the high-velocity breathing advantages of a two-valve head at lower engine speeds, while retaining the high-flow characteristics of a four-valve head at high rev levels.

From the saddle, the rider enjoys a noticeably stronger torque curve from 3500 rpm to 6500 rpm compared to the previous Interceptor; the largest increase shows up at 5000 rpm, a whopping 10 percent gain in torque. The seat-of-the pants experience is just as rewarding. When the VTEC system kicks in at 7000 rpm, the engine really begins to howl and the tach needle soars through the heart of the powerband, rushing up to redline. (For more information on the VTEC system, see the VTEC feature in this press kit).

Changes to the Interceptor's gearing add even more emphasis to the new bike's acceleration. Compared to the previous model, the first two internal gear ratios are each 5.9 percent lower, which helps keep the engine on the boil under hard acceleration. Third, fourth and fifth gears are also lower, and the front countershaft sprocket is one tooth smaller to bias the overall gearing toward even stronger acceleration. Sixth gear, in turn, is now a true overdrive with a 0.966 ratio for easy freeway cruising. As a result, the 2002 Interceptor revs quicker and accelerates significantly harder through the gears than the previous model, yet still remains unruffled during day-long freeway jaunts.

A LIGHTER ENGINE, IMPROVED MILEAGE AND REDUCED EMISSIONS

A new silent-type cam-chain drive eliminates the noise produced by the previous gear-drive system while reducing weight significantly; the new cam drivetrain is 6.2 pounds lighter than the previous version. Instead of incurring a penalty in added fuel consumption for the boost in power, the VTEC Interceptor yields a significant net gain in the miles-per-gallon department. Furthermore, the 2002 Interceptor is an exceptionally clean-burning bike, thanks largely to its next-generation programmed fuel injection (PGM-FI) that incorporates four laser-drilled 12-hole injectors in place of the previous single-hole injectors; it's the same technology used on the cutting-edge RC51(TM) and CBR(R)954RR. Proof of the Interceptor's efficiency comes in its 50-state certification, and the fact that this remarkable engine easily meets the California Air Resources Board (CARB) emissions standards for the year 2008.

A NEWLY HONED CHASSIS INCREASES SPORT CAPABILITIES

In the chassis department, a new, stouter, 43mm Honda Multi-Action System(TM) (HMAS(TM)) cartridge fork adds noticeably to front-end rigidity, and a strengthened subframe also aids chassis integrity. Net result: an even better platform, one that handles a rapid succession of directional transitions with aplomb while delivering excellent feedback to the rider.

The Interceptor's next-generation triple disc brakes also enhance its sporting intentions, with superb power, feel and feedback. And Honda's proven Linked Braking System(TM) (LBS(TM)) has been revised for even better stopping power under a wide variety of braking conditions. For those who demand the utmost in technology, Honda can also add an Anti-Lock Brake System as an option.

MORE OF EVERYTHING

All of this added emphasis on cutting-edge engine and chassis performance makes the new Interceptor sound like it's a better sport bike than ever before--and it is. However, don't think these additional sporting capabilities have narrowed the bike's focus. Instead, as an integral part of the redesign, Honda's engineers gave the 2002 Interceptor long-distance capabilities that are broader than ever before.

For instance, consider the swoopy new center-up exhaust system. Granted, it increases corner clearance while lending a racier look, but more importantly this new plumbing arrangement opens up the rear quarters for Honda's nicely integrated optional hard saddlebags. Extra space for routing the pipes was gained through the use of a swingarm that is 0.7 inch longer, which also enhances chassis stability while also adding a bit more room for pilot and passenger.

The 2002 Interceptor's new, angular styling treatment carries over the theme found in Honda's dedicated sport bikes, yet the new bodywork provides even better weather protection than the previous Interceptor. And striking styling points such as the quad-headlight nose not only add distinctive looks, but also serve a functional role for nighttime illumination as well.

Look at the 2002 Interceptor, and what do you see? Is it the back road sport bike for a new era? Is it a long-distance partner that specializes in secondary roads? How about this: Just consider the 2002 Honda Interceptor the ultimate street sport--and you pick the street.

2007 Honda Interceptor VFR800FI

2007 Honda Interceptor VFR800FI
2007 Honda Interceptor VFR800FI

2007 Honda Interceptor VFR800FI
2007 Honda Interceptor VFR800FI

• 2007 Honda Interceptor VFR800FI

2007 Honda Interceptor VFR800FI

The venerable Interceptor offers a rare blend of high-performance sporting capability and long-range comfort--the perfect combination for exploring distant twisties.

Features & Benefits

New for 2007

- New colors are Candy Dark Red and Pearl Blue/Pearl White/Red tri-color paint scheme.

- Tri-color-painted model sports unique 25th anniversay tank badging and black-painted wheels and frame.

Unique features

- Revolutionary VTEC combines the power characteristics of both two- and four-valve cylinder-head designs. The engine runs on two valves per cylinder below 6400 rpm and then switches to four valves per cylinder, delivering significantly stronger low-end and mid-range torque, while maintaining the Interceptor®'s impressive high-rpm power delivery.

- The 2007 Interceptor meets the California Air Resources Board (CARB) 2008 emissions standards.

- Silent-type cam-chain drive eliminates mechanical gear noise. The system features a set of dual tensioners that maintain optimal pressure and lubrication for the camshaft chains, ensuring quiet operation and long life.

- Programmed fuel injection (PGM-FI) uses four 12-hole injectors for finer fuel atomization, improved combustion efficiency, reduced emissions and increased power.

- Iridium-tip spark plugs are ignited by compact high-energy coil-on-plug spark plug caps that produce a strong, high-voltage spark.

- Unique NR-style center-up exhaust system incorporates two stainless steel mufflers tucked snugly under the Interceptor's tail section.

- Clutch features an offset outside friction plate for quiet operation when starting from a stop.

- Three-phase coil-spring damper in the transmission provides for smooth upshifts.

- Large-diameter 43mm Honda Multi-Action System (HMAS) cartridge front fork provides enhanced handling under all riding conditions.

- Four brilliant multireflector headlights employ two centrally positioned H4 low/high beams positioned under two widely spaced H7 high beams for brilliant nighttime illumination.

- 5.8-gallon fuel capacity.

Engine/Drivetrain

- Compact 781cc DOHC 90-degree V-4 with an oversquare bore and stroke of 72mm x 48mm.

- Combustion chambers feature an 11.6:1 compression ratio and are fed by programmed fuel injection through short, straight intake ports.

- Interceptor engine serves as a stressed member of the pivotless frame, which features specially designed engine mounting bolts tuned to work in harmony with the damping characteristics of the frame.

- Aluminum-composite cylinder sleeves are high-pressure-formed from sintered-aluminum powder impregnated with ceramic and graphite. The composite sleeves provide better wear resistance and superior heat dissipation compared to conventional sleeves.

- Cast-aluminum pistons feature LUB-Coat solid lubricant to minimize friction between piston and cylinder wall.

- Auto-enriching system is integrated into PGM-FI module, optimizing the air/fuel mixture on cold starts and eliminating the need for a manual choke.

- Solenoid-operated dual air-intake duct design keeps one duct closed during low-speed operation to ensure optimal control of air-intake velocity.

- Dual side-mounted radiators maximize cooling efficiency using low-air-pressure areas created by side cowls to draw cooling air through the radiators. During low-speed operation, a thermostat-controlled left-side fan pulls cooling air across the radiator into the fairing, keeping hot air away from the rider.

- Rugged 125mm-diameter eight-plate clutch offers light weight and high load capacity.

- Exceptionally smooth-shifting six-speed transmission.

Chassis/Suspension

- Triple-box-section twin-spar aluminum frame features a tuned, pivotless design that isolates the engine-mounted swingarm from the frame and contributes to handling comfort.

- Interceptor's beautiful Pro Arm® single-side cast-aluminum swingarm mounted to the engine provides an optimal balance of rigidity and tuned flex for superb handling.

- Pro-Link® rear suspension features a 40mm gas-charged HMAS shock with 4.7 inches of travel and adjustable spring preload and rebound damping. Anti-lock braking system (ABS)-equipped model has a convenient spring preload adjustment knob. The Pro-Link arm is anchored directly to a cast-aluminum bracket on the rear of the engine case.

- Linked Braking System (LBS™) uses a second master cylinder and a proportional control valve to couple the three-piston calipers of the dual-front and single-rear brake discs for even better braking feel while providing the peace of mind of an LBS system. Using the front brake lever activates the outer two pistons of the left-side front caliper, all three pistons of the right-side caliper and the center piston of the rear caliper. Rear-pedal engagement activates the two outer pistons of the rear caliper and the center piston in the left-front caliper.

- The Interceptor's 296mm floating front-brake discs feature a lightweight seven-spoke inner rotor design.

- U-section cast-aluminum wheels are light and reduce unsprung weight.

- The six-spoke, 3.5-inch-wide front wheel carries a 120/70ZR-17 radial tire. The five-spoke, 5.5-inch rear wheel sports a wide, low-profile 180/55ZR-17 radial tire.

Additional Features

- The Interceptor's sleek, aerodynamic bodywork is functional as well as beautiful.

- Front cowling centerpiece color-matched to body for integrated styling.

- Satin-finish treatment on muffler covers and exhaust heat shield for distinctive styling.

- Stylish silver finish on clutch and brake master cylinders.

- Clear turn-signal lenses front and rear provide a high-tech look.

- Air flowing through a central air vent under the front windscreen provides cool air to the rider at low speeds and increases rider comfort at higher speeds.

- High-tech instrument display includes electronic tachometer, LCD readouts for speedometer, air temperature, coolant temperature, odometer, two tripmeters and clock.

- ACG output of 497 watts.

- Detachable seat offers access to space to carry U-lock and other necessities. (Lock not included.)

- Removable passenger seat cowl.

- Adjustable brake and clutch levers.

- Injection-molded nylon passenger grabrails are comfortable to the touch in cold or hot weather.

- Folding aerodynamic mirrors.

- Handlebar switches and controls use internationally approved ISO graphic symbols.

- Transferable one-year, unlimited-mileage limited warranty; extended coverage available with a Honda Protection Plan.

- Purchase of a new, previously unregistered Honda unit by an individual retail user in the United States qualifies the owner for a one-year complimentary membership in the Honda Rider's Club of America® (HRCA®). Benefits include roadside assistance, online access to the Honda Common Service Manual, six issues of the bimonthly Honda Red Rider™ magazine, travel discounts, trip routing and MSF reimbursement, plus access to the HRCA Web site (www.hrca.honda.com). For details on the HRCA, dealers should call (310) 783-3958, 8:30 a.m. to 5 p.m. Pacific Time.

Available accessories

- Touring Accessories: Color-Matched Hard Saddlebags, Sport Touring Trunk, Saddlebag Liner Set, Trunk Liner.

Pricing:

VFR8007 - Candy Dark Red $10,599.00

VFR800S7 - Pearl Blue/Pearl White/Red $11,099.00

Specifications

Model: VFR800FI

Engine Type: 781cc liquid-cooled 90° V-4

Bore and Stroke: 72mm x 48mm

Compression Ratio: 11.6:1

Valve Train: VTEC DOHC; four valves per cylinder

Carburetion: PGM-FI with automatic enricher circuit

Ignition: Computer-controlled digital with three-dimensional mapping and electronic advance

Transmission: Close-ratio six-speed

Final Drive: #530 O-ring-sealed chain

Suspension
Front: 43mm HMAS cartridge fork with spring preload adjustability; 4.3 inches travel
Rear: Pro Arm single-side swingarm with Pro-Link single HMAS gas-charged shock with seven-position spring preload and rebound damping adjustability; 4.7 inches travel

Brakes
Front: Dual full-floating 296mm discs with LBS three-piston calipers
Rear: Single 256mm disc with LBS three-piston caliper; Optional ABS

Tires
Front: 120/70ZR-17 radial
Rear: 180/55ZR-17 radial

Wheelbase: 57.4 inches

Rake (Caster Angle): 25.3°

Trail: 100mm (3.9 inches)

Seat Height: 31.7 inches

Dry Weight
VFR800FI: 470 pounds

Fuel Capacity: 5.8 gallons, including 0.8-gallon reserve

Colors: Pearl Blue/Pearl White/Red, Candy Dark Red

Meets 2008 CARB emissions standards.

Interceptor Timeline

1983 VF750F Interceptor

Honda's original VF750F Interceptor(R) rewrote the rules in the sport bike class. With its liquid-cooled 90° V-4 engine and race-bred chassis, the Interceptor was the quickest 750 on the market, and the best handling sport bike, period. Yet the Interceptor also offered a balance of comfort to go along with that performance, something unheard of in motorcycling. And no other motorcycle made as direct a connection between the race track and the street.

1986 VFR750F Interceptor

For the Interceptor's first makeover, Honda left virtually no part untouched. An all-new V-4 engine with geared cam-drive offered more peak power, while a race-inspired aluminum frame provided sharper handling. Honda engineers reduced the bike's weight substantially, too, with the VFR(R)750F tipping in almost 45 pounds lighter than the original. Yet while the Interceptor expanded its race track credentials, it lost nothing in terms of comfort and all-round balance.

1990 VFR750F and RC30

With the simultaneous introduction of the RC30(TM) and the second-generation VFR750F, Honda's 750 V-4 line split, as did its focus. The racier RC30, destined for Superbike and world endurance competition, featured super-sophisticated suspension components and more horsepower. The VFR750F shared many features with the RC30, such as a twin-spar aluminum frame with a Pro Arm(R) single-sided swing arm, and in some engine specifications even exceeded the RC30's.

1994 VFR750F

Now in its third generation, the VFR750F came cloaked in all-new bodywork that took cues from Honda's legendary oval-piston NR(TM)750. Underneath, changes to the V-4 engine and twin-spar aluminum frame provided more power and even greater handling precision, while reducing weight by almost 20 pounds. Those advances, plus the same balance the VFR had become famous for, helped the VFR750F keep its hammerlock on Best 750 awards among enthusiast publications.

1994 RC45

Honda's latest street-legal racing weapon improved on the RC30 in every way. The RC45(TM) was lighter, faster, more compact and ultra-sophisticated, with broad-ranging chassis and engine adjustability. Its all-new V-4 engine utilized programmed fuel injection (PGM-FI) for more power and better throttle response, while the redesigned twin-spar aluminum frame offered increased stiffness and a more sophisticated suspension system for even sharper handling.

1998 Interceptor

Completely redesigned for 1998, the Interceptor once again redefined sport bike performance by solidifying the connection between race track and street. In fact, the Interceptor offered even more technically advanced features than the RC45, such as aluminum-composite cylinder sleeves and a pivotless Pro Arm chassis. And, just like the original, the 1998 Interceptor offered a breadth and depth of capabilities no other sport bike can match.

2002 Interceptor

For 2002, Honda recreated the Interceptor bit by bit, incorporating improvements into every facet while retaining the essential foundations. As a result, the VTEC(TM)-equipped Interceptor is now a markedly advanced, new-generation sport bike, and arguably the sharpest-edged street-going iteration yet. At the same time, Honda's engineers also reconfigured the Interceptor so it could accept a set of Honda-designed accessories--including hard saddlebags--to create a top-rank sport bike with true cross-country abilities.

A Heritage Of Greatness - In Two Arenas

Beginning with its debut in 1983, the Honda Interceptor(R) earned landmark status in dual arenas, notching credentials as a sport bike with the uncanny depth of its street-going capabilities, as well as building its reputation as an all-out race machine. The Interceptor boasts a long list of World Superbike and AMA Superbike race wins and championship titles, plus a host of Best-in-Class and Top 10 awards garnered year after year from a wide assortment of enthusiast publications--glowing testimony to the extraordinary balance and overarching competence of the Interceptor's design.

It's a rare machine that can lay claim to such an enviable record over such a substantial span--now nearly 20 years--but in doing so, the Interceptor has truly become a legend in its own time. Moreover, this platform has also served as a technological showcase for Honda; innovative technology and extraordinary build quality have become the hallmarks of the entire Interceptor lineage.

HOW TO REPLACE AN ICON?

The down side of such laudable accomplishments hit home with the small group of Honda engineers tasked with creating the next-generation Interceptor. How does one go about replacing an icon, especially one with such stellar abilities and broad-ranging excellence? What's more, how does one go about retaining the Interceptor's endearing character while improving most of the essential components within the whole machine? While the task was difficult, the goals were simple: Increase the Interceptor's overall performance, while also expanding its role as a sport-touring machine.

To create the 2002 Interceptor, the development team recreated the basic machine, incorporating improvements into every facet of the new bike while retaining the essential underpinnings of the Interceptor legend. As a result, the 2002 Interceptor is now a markedly advanced, new-generation sport bike, and arguably the sharpest-edged street-going Interceptor yet. To maintain its legendary all-day-long comfort, Honda's engineers retained the Interceptor's same aggressive yet accommodating seating position. Engineers also reconfigured the Interceptor's chassis to accept Honda-designed saddlebags, adding even greater cross-country capacity.

ENGINEERING SLEIGHT-OF-HAND MAKES POSSIBLE THE IMPOSSIBLE

A common theme pervades all of Honda's recent efforts toward revamping its entire line of motorcycles: Hone all edges to an ever-sharper state to establish class-leading performance levels. In terms of engine performance, adding displacement to the Interceptor's 781cc V-4 engine would have risked the fine balance of size and weight the bike has enjoyed for nearly two decades. Extracting performance would be a more complex endeavor.

The classic hot-rodding approaches, such as hot cams and high compression, would have yielded distinctly narrow-focus results. Instead, Honda chose a more elegant engineering application by incorporating a VTEC(TM) valve train--a solution gleaned from Honda's extensive bank of high-tech engine developments. In simple terms, the VTEC system allows the 2002 Interceptor to enjoy the high-velocity breathing advantages of a two-valve head at lower engine speeds, while retaining the high-flow characteristics of a four-valve head at high rev levels.

From the saddle, the rider enjoys a noticeably stronger torque curve from 3500 rpm to 6500 rpm compared to the previous Interceptor; the largest increase shows up at 5000 rpm, a whopping 10 percent gain in torque. The seat-of-the pants experience is just as rewarding. When the VTEC system kicks in at 7000 rpm, the engine really begins to howl and the tach needle soars through the heart of the powerband, rushing up to redline. (For more information on the VTEC system, see the VTEC feature in this press kit).

Changes to the Interceptor's gearing add even more emphasis to the new bike's acceleration. Compared to the previous model, the first two internal gear ratios are each 5.9 percent lower, which helps keep the engine on the boil under hard acceleration. Third, fourth and fifth gears are also lower, and the front countershaft sprocket is one tooth smaller to bias the overall gearing toward even stronger acceleration. Sixth gear, in turn, is now a true overdrive with a 0.966 ratio for easy freeway cruising. As a result, the 2002 Interceptor revs quicker and accelerates significantly harder through the gears than the previous model, yet still remains unruffled during day-long freeway jaunts.

A LIGHTER ENGINE, IMPROVED MILEAGE AND REDUCED EMISSIONS

A new silent-type cam-chain drive eliminates the noise produced by the previous gear-drive system while reducing weight significantly; the new cam drivetrain is 6.2 pounds lighter than the previous version. Instead of incurring a penalty in added fuel consumption for the boost in power, the VTEC Interceptor yields a significant net gain in the miles-per-gallon department. Furthermore, the 2002 Interceptor is an exceptionally clean-burning bike, thanks largely to its next-generation programmed fuel injection (PGM-FI) that incorporates four laser-drilled 12-hole injectors in place of the previous single-hole injectors; it's the same technology used on the cutting-edge RC51(TM) and CBR(R)954RR. Proof of the Interceptor's efficiency comes in its 50-state certification, and the fact that this remarkable engine easily meets the California Air Resources Board (CARB) emissions standards for the year 2008.

A NEWLY HONED CHASSIS INCREASES SPORT CAPABILITIES

In the chassis department, a new, stouter, 43mm Honda Multi-Action System(TM) (HMAS(TM)) cartridge fork adds noticeably to front-end rigidity, and a strengthened subframe also aids chassis integrity. Net result: an even better platform, one that handles a rapid succession of directional transitions with aplomb while delivering excellent feedback to the rider.

The Interceptor's next-generation triple disc brakes also enhance its sporting intentions, with superb power, feel and feedback. And Honda's proven Linked Braking System(TM) (LBS(TM)) has been revised for even better stopping power under a wide variety of braking conditions. For those who demand the utmost in technology, Honda can also add an Anti-Lock Brake System as an option.

MORE OF EVERYTHING

All of this added emphasis on cutting-edge engine and chassis performance makes the new Interceptor sound like it's a better sport bike than ever before--and it is. However, don't think these additional sporting capabilities have narrowed the bike's focus. Instead, as an integral part of the redesign, Honda's engineers gave the 2002 Interceptor long-distance capabilities that are broader than ever before.

For instance, consider the swoopy new center-up exhaust system. Granted, it increases corner clearance while lending a racier look, but more importantly this new plumbing arrangement opens up the rear quarters for Honda's nicely integrated optional hard saddlebags. Extra space for routing the pipes was gained through the use of a swingarm that is 0.7 inch longer, which also enhances chassis stability while also adding a bit more room for pilot and passenger.

The 2002 Interceptor's new, angular styling treatment carries over the theme found in Honda's dedicated sport bikes, yet the new bodywork provides even better weather protection than the previous Interceptor. And striking styling points such as the quad-headlight nose not only add distinctive looks, but also serve a functional role for nighttime illumination as well.

Look at the 2002 Interceptor, and what do you see? Is it the back road sport bike for a new era? Is it a long-distance partner that specializes in secondary roads? How about this: Just consider the 2002 Honda Interceptor the ultimate street sport--and you pick the street.