HONDA VFR VTEC

HONDA VFR VTEC

 

HONDA VFR  VTEC

Honda's 1980s dream of dominating the superbike world with V4 engines had faded and died in subsequent years. Gradually, most of the numerous V4 models of that decade had been replaced by straight fours that were cheaper and more profitable to produce. But the jewel in Honda's crown remained the VFR, the uniquely refined, liquid-cooled, 16-valve V4 sports- tourer that was known as the Interceptor in the United States.

Far from being abandoned, the original VFR750F of 1986 was reshaped and polished over the years, becoming sharper and faster without losing the sophistication and all-round ability that made it special. Substantial changes came in 1990, with sportier styling, a race-derived twin-spar aluminium frame and single-sided swingarm; and in 1998, when the engine was enlarged from 748 to 782cc, increasing peak output to 108bhp.

HONDA VFR VTEC

VTEC technology

HONDA VFR  VTEC in red body paint

Given the VFR's reputation for quality and high technology, it was no surprise when the comprehensively revamped 2002 model became Honda's first mainstream bike to feature VTEC variable valve technology, as used for some time in the firm's cars. VTEC, which used hydraulics to prevent half of the 16 valves from opening until 7000rpm, was designed to give the low-rev torque of a two-valves-per-cylinder engine plus the high- rev performance of a four-valver.

HONDA VFR  VTEC

Rather than attempt to increase output at both ends of the rev range, Honda's engineers opted to leave the old VFR's maximum of 108bhp untouched, and use VTEC to boost the mid-range output that was more important for a sports-tourer. Ironically the VFR's most obvious change was in the other direction. Aggressive new styling combined sharper bodywork, a four-lens headlamp plus a sophisticated new Marelli fuel-injection system with larger throttle bodies.

Essentially, the 998 was a Testastretta Ducati for the masses, or at least those with money to spare for a glamorous, mass-produced Italian motorcycle. It had a maximum output of 123bhp, which was a substantial 11 bhp up on the previous year's 996 model, and equal to that of the exotic, limited edition 916 SFS of just four years earlier. Ducati's line-up also included a tuned, 136bhp 998S model, plus a limited-edition 998R flagship that produced 139bhp.

Chassis changes were less dramatic, not that anyone was likely to complain because even the basic 998 was very well equipped. Like the more expensive S and R models, the standard 998 had a 996R-style frame whose wider top tubes allowed a larger airbox. All three models used Ohlins rear suspension, which in the base-model 998's case was teamed with 43mm upside-down Showa forks. Brakes were also uprated with thinner front discs than the 996, still gripped by four-piston Brembo calipers. A close look confirmed that the fairing was in the subtly reshaped style of the 996R.

Ducati's eight-valve engine had always been a wonderfully powerful and torquey device, but the Testastretta motor's extra performance really was noticeable. Given enough space the 998 was good for 170mph (274km/h), and it got there at a thrilling rate. The bike tore forward from almost any engine speed, its injection system delivering a flawlessly precise, linear throttle response that made the V-twin very fast and enjoyable to ride.

The Ducati was magnificent in the bends, too. Its rigid frame and firm, well-controlled suspension ensured that handling was pin-sharp. The dual-seat Biposto model's shock worked superbly for most riders, although lighter pilots were better suited to the single-seat version, which had a slightly softer spring. Either way, the near limitless ground clearance, sticky radial tyres and ultra-powerful brakes combined to make the 998 an exhilarating ride as well as a rapid one.

Inevitably, the rider of a 998 needed to be on the right road, or better still a racetrack, to appreciate its performance fully. This was a supremely fast and focused machine with an ultra- sporty riding position, a thin seat, and few concessions to comfort. All of which was precisely as it should have been for this very worthy successor to the all-conquering 916.