Epa... agora dei conta que ainda ninguém usou esta recém criada secção do forúm (então Mag? What's up?)

Em jeito de abertura, então aqui fica a "timeline" de uma das mais representativas sagas de modelos da marca de Tokyo... a VFR e suas "derivadas".

Nota: nesta timeline, que me recorde de imediato, faltam ainda as VFR400R (NC30), RVF400(NC35) e RVF750 (RC45) ou até, seguindo a lógica, a RCV213S (o artigo tem data de Out. 2014)
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TIMELINE: Honda’s VFR
Tracing the History of Honda’s Iconic Interceptor

In a market segment characterized by extremes, Honda’s VFR has always trod the middle ground––never the fastest, or the lightest, or the quickest way around a racetrack, but always a standout, biased more toward balance than bravado, a sportbike for the real world.

Honda’s dazzling V-4 has charmed a generation of riders, starting with the nascent NR500 racer––many of whose unique race-shop advances would later appear in showrooms––to the latest VFR800 Interceptor, back after a half-decade snooze, wide-eyed and bristling with updates. Here’s a timeline of the VFR family tree. See how many of them you’ve owned, or wish you had.


1979 - The VFR Timeline Begins
The NR500 Grand Prix racer debuts at the British GP. Its V-4 engine, rectangular-tube perimeter frame, single-shock Pro-Link suspension, side-mounted radiators, 16-inch front wheel, and other radical-for-the-time technology will all trickle down to production Interceptors in coming years.


1982
Honda racer Mike Baldwin wins the AMA TT F1 national championship aboard the FWS1000 “Water Whale”—so named because it was huge, heavy, and water-cooled. Powered by a modified Sabre V-4, this is the Interceptor prototype.


1983
The V45 Interceptor debuts, one year after the V-4 powered Sabre standard and Magna cruiser were released. The 750cc V-4 engine is heralded as the “perfect” engine configuration, combining the performance advantages of a four-cylinder with the packaging advantages of a V-twin.


1984
Honda’s Interceptor lineup triples with the introduction of the VF500F and VF1000F (shown above).


1985
Honda launches the VF1000R, complete with an endurance racing-inspired full fairing. Gear-driven cams replace troublesome cam chains, giving the 160-mph, 524-pound machine its characteristic engine whine.


1986
The second-generation VFR750 debuts. It borrows technology from the RVF750 endurance racer, including the twin-spar aluminum frame and gear-driven cams but also features higher bars and a standard riding position, initiating the transition from hard-core racer to “gentleman’s sportbike”—a role the VFR still fulfills today.


1986–’88
Honda VFRs win three consecutive AMA Superbike championships (Fred Merkel, Wayne Rainey, and Bubba Shobert, respectively). Rainey (6) battles Kevin Schwantz (34) above. Despite racing success, American Honda drops the VFR from the 1988 lineup due to poor sales.


1988
The VFR750R—better known as the RC30—gives new meaning to the term “homologation special.” Loosely based on the VFR750 streetbike, it was upgraded for World Superbike racing with a 360-degree crank, titanium connecting rods, a Pro-Arm single-sided swingarm, quick-release axle clamps, and a howling exhaust note unlike any other.


1988
Was also a low point for the Interceptor brand when the proud name is tacked onto the entry-level VTR250 V-twin, a bike not so affectionately referred to as the “Barbieceptor” because of its gaudy pink-and-teal graphics.


1990
The third-generation VFR750F represents a return to form, even if the Interceptor tag was dropped to make the bike sound more benign to paranoid insurance carriers. With the Hurricane now carrying water as Honda’s hard-core sportbike, the VFR veers even further in the direction of sport-touring.


1992
The $50,000, oval-piston NR750 is released. Although not a VFR per se, this ultra-sophisticated superbike is still considered the ultimate expression of Honda’s V-4 sportbike philosophy. A little more than 200 were produced, each hand-assembled by specially trained technicians in Japan.


1994
The fourth-generation VFR750 is the final 750cc edition. Our verdict at the time: “Last year we said that unless you were heading for the racetrack, the VFR had no equal in the 750cc class. This year it has no equal in all of motorcycling. It is not the cheapest sportbike. It is not the fastest or the lightest or the quickest. It is simply the best.”


1998
Honda dubbed its fifth-generation V-4 sportbike the VFR800, powered by a larger-displacement, long-stroke version of the RC45 superbike engine. This all-new model also marked the return of the famous Interceptor name.


2002
The sixth-generation VFR—just called the Interceptor in the US—marks Honda’s first use of linked antilock brakes and VTEC valve actuation on a production motorcycle. VTEC uses only two of the four valves per cylinder below 6,800 rpm, ostensibly to improve low-end performance and fuel economy.


2006
Honda debuts the RC212V MotoGP racer, replacing the 1,000cc V-5-powered RC211V with an 800cc V-4 to abide by MotoGP’s revised displacement limit.


2007
Special, 25th-anniversary livery in HRC’s traditional white/red/blue colorway is offered, lending the futuristic-looking VFR an unexpectedly retro appearance.


2008
Honda reveals an unusual V-4 concept at Intermot Cologne. More sculpture than motorcycle—technically, it doesn’t even have wheels—this styling exercise previews many distinctive details from the forthcoming VFR1200F, specifically, the X-shaped headlight treatment.


2010
The seventh-generation VFR1200F is a complete departure from all VFRs that have come before, featuring an all-new, 76-degree V-4 with Unicam technology borrowed from Honda’s CRF off-road racers. It’s still a technological flagship, debuting Honda’s innovative dual-clutch transmission that offers riders the choice of fully automatic or push-button “manual” shifting of its six-speed transmission.


2014
Following a five-year hiatus, Honda brings back the much-missed VFR800 Interceptor with revised bodywork, radial-mount brakes, and traction control.

FONTE

Fixe !   'Vee Four Racing' rules !  

Faltam as gajas de calça arregaçada.
Afinal de contas também são VFR e não foram menos inovadoras por isso!

(09-01-2018 às 14:43)LoneRider Escreveu:  Faltam as gajas de calça arregaçada.
Afinal de contas também são VFR e não foram menos inovadoras por isso!

Yep... Exactamente. Nem me lembrei dessas.
XRunner e XTourer também têm de figurar nesta timeline.

Sem tempo!

Mas hoje, se ainda der, talvez...

A VFR800 X (Crossrunner)  tem a mesma motorização da VFR800 F , bem como partilham muitos outros componentes.

(09-01-2018 às 16:40)LWillow Escreveu:  A VFR800 X (Crossrunner)  tem a mesma motorização da VFR800 F , bem como partilham muitos outros componentes.

Bis em relação à VFR1200X Crosstourer e à VFR1200F.

(09-01-2018 às 16:40)LWillow Escreveu:  A VFR800 X (Crossrunner)  tem a mesma motorização da VFR800 F , bem como partilham muitos outros componentes.

É só o motor!?

Basicamente, para além da roupa é da ergonomia, só as modificações que internas das suspensões é que a diferenciam da matriz.

Motor, chassis, braço oscilante, travões, jantes e por aí adiante....
Tudo farinha do mesmo saco!

E o mesmo ocorre com a X Tourer!
Se bem que o motor está capado....

Os travões da VFR800 X/ VFR800 F  são muito bons ! Aquilo 'morde' mesmo 'à séria' ! Muito seguros .

(09-01-2018 às 16:45)LoneRider Escreveu:  E o mesmo ocorre com a X Tourer!
Se bem que o motor está capado....

Havia de ser "bonito", vir com os 172cv da sport-tourer.

(09-01-2018 às 16:52)LWillow Escreveu:  Os travões da VFR800 X/ VFR800 F  são muito bons ! Aquilo 'morde' mesmo 'à séria' ! Muito seguros .

Luís, então tens de experimentar o C-ABS (sistema ABS com travagem combinada) da 1200. Vais ver o que é "mordacidade".