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Chủ đề: 2014 VFR800F Test Ride

  1. #1
    Avatar của VietHorse
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    2014 VFR800F Test Ride

    Bài viết này của một thành viên chuyên VFR. AE đọc đỡ.
    Welcome to Viethorse.com

    Bạn gửi mail đến acemtsg.com@gmail.com nếu cần trợ giúp từ diễn đàn


  2. #2
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    "I managed to finish work early today and on the off-chance called my local dealer and there were no more test rides so I took the new VFR800F out for a test ride this afternoon. I had about an hour and managed just over 30 miles through rush-hour traffic, some busy country roads and highway. But I didn’t need any more…..wow, what a beautiful machine to ride.

    Luckily, the test bike was a black one with 173 miles on the clock. After signing my life away, off I rode. Through town initially, the bike fuels well at low revs/low speed, in fact I couldn’t find fault with the smoothness of the fuelling; no surging or on/off that you get with the Vtec. I tend to use the rear brake in traffic and found the de-linked system a little less able to slow the bike than the linked system but I quickly got used to it. One thing I will say….the dashboard is glared out by sunshine. It covers the whole of the dash and makes it difficult to read. Also I’m used to having mirror extenders on both my VFRs and so the new ones did not give me the rearwards vision I’m used to and with the running & turn lights mounted there, it may prove a tricky job to fit mirror extenders.

    Out of town came the opportunity to open her up and find out if there is still a lull in torque around 5k rpm and what the Vtec transition feels like; well, there is no lull and I barely felt the Vtec transition at all and probably only that because I was looking for it. To actually feel it for sure you have to ease the throttle as you approach 6500rpm and ease through it and you can feel it change, but rev through like we all do and it’s only noticeable by a very slight and very smooth increase in acceleration. The exhaust note changes, but otherwise it’s very smooth. It felt like it accelerated a little quicker than my Vtec and revs smoothly all the way to the rev limiter. I didn’t notice any vibration in the mirrors.

    Handling is typically neutral, turn in quicker than the Vtec and the bike feels narrower and lighter, despite figures to the contrary on the weight. It’s very stable with no discernible issue when changing down or up in corners, just like previous models.

    All-in-all, it seems to be what we all asked for; the feel of the Fi engine (smooth, non-stop torque) with the rasp of the Vtec range combined with outstanding handling & stopping…..yes, the front brake is very, very good!

    Back at the dealers, I notice the white model with the accessories list by it so took a picky…..Akrapovic exhaust available!!! Plus a power socket, and reasonable luggage. Oh, and the seat hump is extra!

    Pics to follow:





























    Some more pics:

















    By Skids - VFRD.
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  4. #3
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    Xấu vãi.....

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    Nếu ghiền xì po quá mà tuổi già sức íu thì có thể măm em này hoặc K1300s đi cho đỡ tủi với bọn nhỏ cũng đc đó nhỉ

  6. #5
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    2014 Honda VFR800 Interceptor | FIRST RIDE

    Return of the All-Day Sportbike

    By Marc Cook, Photography by Honda, Kevin Wing







    They say: “Refined performance for today’s rider.”
    We say: “Refinement goes before performance.”




    A funny thing happened on the way to Adventure Touring bikes dominating the landscape. They killed the lightweight sport-touring machine. Think back. When the Honda VFR/Interceptor was at its technological peak, it was chased by machines like Aprilia's Futura, Ducati's ST series, Triumph's Sprint ST and GT. These were all machines with a sporting pedigree—some stronger than others—that embraced the idea of the "all-day sportbike." That is, a motorcycle more comfortable than a hard-core corner scratcher that didn't give up every inch of performance. Further up the scale, you have bikes like BMW's RT, Honda's own ST1300, the Kawasaki Concours 14, Yamaha's evergreen FJR1300, and more—all capable long-distance runners but so much bigger and heavier than any sportbike worthy of the title. So where did the riders who bought VFRs go when they wanted a new, multi-role, touring-capable bike? That's right: to ADVs.
    But the lightweight-ST category is not totally dead—just ailing mightily—thanks to the 2014 Honda Interceptor. Yes, you can still call it the VFR800 if you want, and we'll all know what you're talking about, but the official title is just Interceptor. The machine you see here is not that far removed from the sixth-generation bike that was sold in the US from 2002 to 2009. (Honda's own conflicted VFR1200 pushed it from the showrooms in 2010.) But there are important and substantial changes that make the new bike a strong step up from the '09 Interceptor. If you own one of the sixth-generation bikes or are even hanging onto one of the fifth-gen VFRs (sold from 1998 to 2001), the new Interceptor should definitely be on your radar.


    Honda is designing machines conservatively these days, at least from the development-cost perspective. Which is why the Interceptor's frame and engine carry over largely unchanged from the previous VFR. Beneath the unadorned plastic is the familiar 782cc, 90-degree V4 that appeared in 2002, replete with ordinary chain-driven cams (the previous engine serenaded you with gear-driven cams) and Honda's controversial VTEC. As before, the Interceptor version of VTEC simply disables two of the four valves in each cylinder on the premise that two-valve heads work better at low rpm.
    After a bit of tweaking, Honda settled on an activation scheme that brought all four valves per cylinder into use at 6,400 rpm and kept them alive until the engine dropped below 6,100 rpm, which helped reduce the sudden surge of torque the 2002-2005 VFRs exhibited. This year, Honda gave the VFR new cam profiles that boost torque around the VTEC-activation range to help disguise the technology. (Yes, we have the same question: Why not dump it altogether?)




    The twin-spar alloy frame is identical, though it does carry a new diecast-aluminum subframe instead of a steel-tube affair. It can do that because the exhaust system is now a rational single low pipe instead of the heavy, heat-casting under-seat affair it had before. An underbody bulge houses the catalyst, which helps keep its weight and heat transfer low in the chassis, away from your tender bits. But all the important stats like rake, trail, and wheelbase are all the same.
    When you consider the last VFR was designed in the late 1990s, it shouldn't be a surprise to see the new machine get much more up-to-date running gear. Radial-mount Tokico calipers grace the fork, which only looks like it is an upside-down model. This Showa has conventional 43mm stanchions, cartridge damping control, and is adjustable for spring preload and rebound damping (but only on the Deluxe model, more on that later). At the rear is a Showa shock with adjustable preload and rebound damping; the Deluxe model gets a remote preload adjuster. Either model benefits from a revised single-sided swingarm with increased torsional rigidity. For '14, the Interceptor gets all-new 10-spoke, diecast-aluminum wheels.


    Also on the Deluxe model, the Tokico calipers are backed up by an effective, lightweight ABS (alas, it's non-defeatable) and, unlike on the previous bike, are no longer linked. Some riders liked the brake linking, but no mechanic did; the new VFR's plumbing is considerably tidier.
    Honda didn't stop with the major hardware, either. The entire fairing is new, featuring an X-styled, all-LED headlight and considerably narrower flanks, possible because the previously side-mounted radiators have been moved to where everyone else on the planet puts them: in front of the engines. (Still, to allow a desirably forward engine location, the radiators are split high and low, bracketing the front edge of the forward cylinder head.) Beneath the modestly sized bubble windscreen is a new instrument cluster with a large analog tach in the middle and a flurry of digital readouts flanking; they include everything you expect plus a gear-position indicator, average and instant fuel economy, ambient-air gauge, and a clock. Alas, no range-to-empty calculation.


    A list of the changes might lead you to think the Interceptor has changed dramatically. Not so much in the flesh. It's a familiar shape and size, a really pleasant change from the often over-large ADV machines. A bit bigger and thicker in the middle than a current sportbike, sure, but the Interceptor looks and feels "right sized." Throw a leg over and you'll suspect the saddle is all-day comfortable (it is) and that the ergonomics walk a fine line between racer-committed and sit-up tour-y (they do). All the styling updates make the bike appear modern if not exactly cutting edge. Honda's insistence that the Interceptor's target audience eschews body graphics—on their bikes, anyway—is the reason.
    Punch the button and Honda's little V4 awakes to a chum-chum-chum idle. It sounds quiet, smooth, and small. Throttle response is excellent in every condition, predictable and civilized even without ride by wire. At low rpm, the engine is extremely smooth, a faint tickle through the footpegs and just a shimmer coming through the handgrips. Above 9,000 rpm, though, the engine turns a little fizzy. Good thing it's geared tall; in sixth, 70 mph nets just a tick over 5,000 rpm, where the engine feels almost lazy. Perfect for putting on the big miles.


    If you're looking for big smiles, you'll need more revs. Keep the engine in the VTEC zone and above for that. You'll feel power starting to get serious by 7,000 rpm, after which the busted-lifter clatter signaling VTEC transition is over, with a nice, predictable build right to the 11,500-rpm redline. In fact, the rev limiter lets you have a bit more than that; more than once we noticed the tach well into the red before the fun stopped. And, oh, the sounds: nothing quite like a V4's distinctive high-rpm growl. Good news on the VTEC front: The extra torque in the midrange nicely masks VTEC activation. Most, but not all of the time, anyway. Perfection? Nope. Better than before? Definitely.
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  8. #6
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    Emotionally, that grin comes with something close to "ah, that's nice" than "holy cow, this thing is fast!" Truth is, the V4 sounds great and is plenty tractable, but VTEC VFRs peak at less than 100 rear-wheel horsepower. Honda doesn't make power claims for the new bike, so we're not expecting much more when we strap our soon-to-arrive testbike to the dyno. And while the V4 fails to threaten the odd GSX-R750 for dyno domination, it is at least gifted with a fantastic transmission, tight driveline, and smooth, positive-acting clutch—still without a slipper mechanism, though.

    If Honda's engine work provides only small improvements, the chassis updates make up for them. Suspension rates are a fine compromise, smooth over pebbly-rough pavement but still firm enough to keep chassis motions in check. While the Interceptor isn't light—Honda claims 536 pounds for the Deluxe model, full of gas, which is 27 pounds heavier than the cheaper Kawasaki Ninja 1000—it rarely feels heavy once underway. Steering, too, is a compromise. It never feels really light or flickable, but the VFR turns in positively and holds a line tenaciously. You can whomp on the newly powerful brakes without the chassis wanting to stand up and change your trajectory. Even so, the VFR seems happiest at a "gentleman's" pace, meaning smooth but decisive inputs, an early choice of line, and careful consideration of gearing, lest you fall into one of the big gaps in the lower ratios. If you let it drop out of the top third of the rev band, you'll feel like you're going backward.

    If you find yourself on straight, boring roads between your playgrounds of choice, no problem. The VFR abides. There's just enough wind protection to ease fatigue but not enough to make it feel stuffy in summer. As mentioned, the riding position is just about the perfect compromise. Compact and slightly aggressive but not committed. If you owned a non-GSX-R sportbike in the 1990s, you'll recognize the sensation. If you've grown too old since then, be happy that Honda will sell riser plates to move the bars 13mm up and 6mm back. The onboard trip computer said we averaged 40 mpg despite a full morning of redline chasing, so the 5.6-gallon tank should be good for more than 200 miles. Add in a silky smooth engine and excellent heat management...and you know why the VFR has lasted so long.


    Compared to the previous-generation Interceptor, the new one has a slightly better engine feel—if no more power—usefully firmer and smoother suspension, and radically upgraded brakes. All good things.
    Now for some confusion. Honda will sell two versions, the base model and Deluxe. For $13,499 you get the fully loaded Deluxe, which includes ABS and on-the-fly switchable traction control, heated grips, adjustable fork, remotely adjustable shock, centerstand, and self-canceling turnsignals. Jump down $1,000 to the base model and you lose all of that, meaning, in part, you have no fork adjustments at all and have to whip out a wrench to change rear preload. If you go to Honda's accessory list and begin adding back those features, you'll be only halfway down before you get to the Deluxe's price. Our advice? Don't even look at the base bike.


    There are still more accessories for the VFR, including a top box and hard saddlebags. The side bags slot into mounts already part of the rear bodywork. With the bags removed, the Interceptor still looks sleek. Color matched, the saddlebags retail for less than $1,000. A quickshifter is also an option, though the initial testbikes were not so fitted.
    • Saddlebags

    • Heated grips

    • Handlebar riser


    It's obvious that Honda listened to the small band of devoted Interceptor owners before embarking on a substantial if not exactly overwhelming rework of the VFR. It's refined and improved without moving away from the core strengths that have made it a modest (though enduring) success. Will the new Interceptor keep riders out of BMW showrooms and off of R1200GSs? Probably not too many of them, but for the hard-core VFR fan, this version is like finding a brand-new set of your favorite jeans at the back of the closet. Not the latest fashion, but something you're happy to slip into.


    2014 HONDA INTERCEPTOR DELUXE

    Price $13,499
    Engine type l-c 90° V4
    Valve train DOHC, 16v
    Displacement 782cc
    Bore x stroke 72.0 x 48.0mm
    Compression 11.8:1
    Fuel system EFI
    Clutch Wet, multi-plate
    Transmission 6-speed
    Frame Aluminum twin-spar
    Front suspension Showa 43mm fork adjustable for spring preload and rebound damping
    Rear suspension Showa shock adjustable for spring preload and rebound damping
    Front brake Dual Tokico four-piston calipers, 310mm discs with ABS
    Rear brake Tokico two-piston caliper, 256mm disc with ABS
    Front tire 180/55ZR-17 Dunlop Sportmax
    Rear tire 120/70ZR-17 Dunlop Sportmax
    Rake/trail 25.5°/3.7 in.
    Seat height 31.0/31.8 in.
    Wheelbase 57.4 in.
    Fuel capacity 5.6 gal.
    Wet weight (claimed) 536 lb.
    Colors Red, Pearl White
    Available Now
    Warranty 12 mo., unlimited mi.
    Contact powersports.honda.com

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  10. #7
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    Nản với WEIGHT của thím HONDA. Làm xe gì mà sắt không. Nặng bà cố.
    Wet weight (claimed) 536 lb = 241Kg chưa có thùng bọng đồ đạc gì.

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  12. #8
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    Quote Nguyên văn bởi CB1 Xem bài viết
    Nản với WEIGHT của thím HONDA. Làm xe gì mà sắt không. Nặng bà cố.
    Wet weight (claimed) 536 lb = 241Kg chưa có thùng bọng đồ đạc gì.
    Theo em thì khó tránh khỏi điều này, mặc dù Swingarm đã là hợp kim nhôm rất nhẹ rồi.
    Khối lượng tịnh của xe V4 luôn là điều làm đau đầu các nhà thiết kế từ trước tới giờ.
    Bản thân cục máy V4 luôn có khối lượng lớn hơn nhiều so với I-4, do lượng kim loại để làm máy V4 nhiều hơn nhiều so với I4.
    Chưa kể các thứ khác liên quan tới cục máy như đầu ống xả, ống dung dịch, v,v...
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  13. #9
    Avatar của CB1
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    Thực ra mình thấy là Honda thích làm nặng đó Viethorse.

    Ngay cả con NC700X xài máy Twin in-line cũng nặng quá xá, nếu so sánh với em Ducatoi Hyperstrada 800.

    Ducati Hyperstrada
    Testastretta 11°, L-Twin cylinder, 4 valve per cylinder, Desmodromic
    821.1cc
    12.8:1
    Liquid-Cooled
    Magneti Marelli electronic fuel injection. Throttle bodies w/full Ride by Wire system
    Electronic
    Electric
    Six speed
    Chain, Front sprocket 15, Rear sprocket 45
    25.5° / 4.09 in.
    59.1 in.
    33.5 in.
    43 mm usd forks
    Progressive linkage with fully adjustable Sachs monoshock.
    2 x 320 mm semi-floating discs, radially mounted Monobloc Brembo callipers
    245 mm disc, 2-piston caliper, ABS 9MP as standard
    Pirelli Scorpion Trail, 120/70 ZR17
    Pirelli Scorpion Trail, 180/55 ZR17
    4.2 gal.
    450 lbs. (Wet)

    Honda NC700X

    NC700X
    ENGINE
    Engine Type 670cc liquid-cooled parallel-twin
    Bore And Stroke 73mm x 80mm
    Induction PGM-FI, 36mm throttle body
    Ignition Digital transistorized with electronic advance
    Compression Ratio 10.7:1
    Valve Train SOHC; four valves per cylinder
    DRIVE TRAIN
    Transmission Six-speed
    Final Drive Chain
    CHASSIS / SUSPENSION / BRAKES
    Front Suspension 41mm fork, 5.4 inches travel
    Rear Suspension Pro-Link® single shock; 5.9 inches travel
    Front Brake Single 320mm disc with two-piston caliper
    Rear Brake Single 240mm disc with single-piston caliper
    Front Tire 120/70ZR17 radial
    Rear Tire 160/60ZR17 radial
    DIMENSIONS
    Rake 27.0 degrees
    Trail 110.0mm (4.3 inches)
    Wheelbase 60.6 inches
    Seat Height 32.7 inches
    Curb Weight 472 pounds. Includes all standard equipment, required fluids and full tank of fuel—ready to ride
    Fuel Capacity 3.7 gallons

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  15. #10
    Avatar của ak47
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    Theo em biết các hãng hay cạnh tranh nhau cái weight và cái hp để tăng cái tỷ số hp/w.
    Cái trên specs của hãng nó gọi là claim weight. Thực tế thì phải thêm phụ kiện, thùng kẹo kéo......
    Hai ẻm này em đã tìm hiểu:
    Claim weight: Tenere 575 lb > GSA 573 lbs.
    Thực tế: Tenere 594 lbs < GSA 628 lbs với trang bị ngang ngang nhau.







    @CB1 em từng nghe biker than Ducs hay ảo cái hp.
    Vì hp có 2 cách đo, là crankshaft hp và wheel hp. Cái máy mới ra lò thường đo sức mạnh ở crankshaft, và nó lớn hơn hp đo ở cái bánh xe. Biker như mình nhiều khi bị marketing nó tung hỏa mù quá.
    Trên oto nó có cái quy đổi như này ạ. http://www.mk5cortinaestate.co.uk/calculator4.php
    100 hp at crankshaft thì tương đương 7x hp at wheel.

    Không biết Ducs có ảo thêm cái weight không.

    Vị chi là cái claim weight của VFR cũng chưa biết chừng anh nhỉ.

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  17. #11
    Avatar của VietHorse
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    Nếu so giữa Ducati với Honda (Hyperstrada với NC700X) thì rõ là con Hyper nhẹ hơn NC cả chục kg.
    Liệu có phải Ducati hay sử dụng đồ trên xe theo dạng Hi-end hơn so với Honda, và chính điều đó làm cho tự trọng của xe Ducati nhẹ hơn nhiều?!
    VD như Hyper sử dụng dàn phuộc USD, còn NC thì phuộc thường. Bộ USD cộng các thứ các cái liên quan cũng nhẹ hơn bộ thường khoảng 2kg rồi.
    Chưa biết cái ống xả, cặp vành thì sao.
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  18. #12
    Avatar của CB1
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    Còn nhiều thứ lắm AK47 và Viethorse.
    Theo mắt thường quan sát cũng nhìn ra vài món: Khung sườn, mâm, gắp sau, etc.
    Nhiu đó cũng chênh lệch nhiều về tự trọng roài.

    Ngoài lề tý. Như mấy con KTM thì thấy rõ ràng: khung sườn nhẹ, máy nhẹ hơn hẳn do dùng hợp kim nhôm - magie. Như con KTM990SM của anh Khánh nặng dưới 200kg. Nếu so với Honda NC700x 220Kg thì rõ ràng là chênh lệch quá lớn.

    Ông Honda ỷ hãng lớn stock đồ nhiều nên toàn xài lẫn nhau: Gắp, phuộc, đèn, mâm, etc...

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  20. #13
    Avatar của onlyspeed
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    Vại gốt cuộc lợi là mềnh chọn hẽng nèo

  21. #14
    Avatar của Sexsi
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    KTM ! hỏi quoài

  22. #15
    Avatar của ak47
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    Quote Nguyên văn bởi Sexsi Xem bài viết
    KTM ! hỏi quoài
    Anh mừ đi hãng khác là bị oánh ráng chiệu nha.

    2 đào KTM chưn dài tới lách mà sao chưa thấy Sexsi show hàng. Trùm cuối chăng!





    @Viethorse: Hình như VFR nó chơi headlight là LED hết phải ko anh?

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