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A new, stronger frame is designed to carry soon-to-be offered Honda Integrated saddlebags. air-cooled inline-four sport bike with a two-valve/four-valve system very similar in principle but differing in detail from the new Interceptor. (The bike was never sold in the U.S.) These fairly extensive makeovers had me concerned, because the VFR already had one of the sweetest powerbands in existence, and I feared that the new VTEC valve-train might disrupt that one-of-a-kind VFR pulse. But, to my relief, the Interceptor still feels like a VFR when you roll on the throttle. Okay, the gear-drive whine might be gone, but I can live with that since the motor still pulls nicely off the bottom and accelerates with authority through the gears just like it always did. But, to be honest, the Interceptor - VTEC and all doesn't really feel much more powerful than the previous VFR; that is, until you reach just above 7000 rpm and you feel, and hear, the VTEC kick in. When the resting valves come to life, you can hear a distinctive ticking-type noise suddenly rise up from the motor, which at first is a little startling, but you soon get used to it. You can also feel a slight power surge at that same moment, but nothing really too dramatic. It's not The new ¥FA••• like a turbocharger kicking in by any means. Still, I wasn't truly convinced that the new Interceptor was much quicker or more powerful than the "old" YFR, until I hooked up with a friend and rode his immaculate 1998 YFR. And, pretty much as I thought, the difference between the two - powerwise was subtle. After riding the two bikes back to back and pitting them against each other in roll-on drags, we both came to the same conclusion - that the Interceptor is slightly livelier at high rpm, and is perhaps a bit stronger off the bottom than the older VFR. Midrange, however, seems about the same. But most importantIy, the power characteristic has not changed at all. Honda also upgraded the Interceptor's fuel-injection system, which mirrors the EFI system found on the RC51 and CBR954RR. Throttle response is very good on the Interceptor, but I could detect minor surging while holding a steady throttle setting around 65- 70 mph on the freeways. But there's no hesitation whatsoever whenever you suddenly wick open the throttle at any speed or rpm. up comes at a small price, however, as the frame is now slightly heavier than the previous VFR, but weight saving cuts elsewhere have kept the overall weight gain to a minimum. Honda also revamped the Interceptor's internal gear ratios. The first two internal gear ratios are each 5.9percent lower, while third, fourth and fifth gears are also slightly lower, and the front countershaft sprocket is one tooth smaller to bias the overall gearing toward stronger acceleration. Sixth gear, in turn, now feels more like an overdrive with its tall 0.966 ratio. In the suspension department, Honda upgraded the Interceptor's front legs with a stouter, 43mm Honda Multi-Action System (HMAS) cartridge fork, but, unfortunately, offers only spring pre-load adjustability. In the back, not much has changed. Certain key areas have been strengthened or modified to accept the use of saddlebags, but the overall suspension design and shock are still pretty much the same. The shock continues to offer multiple spring pre-load and rebound damping adjustability. Despite the many changes to the Interceptor's chassis, the bike still handles and rides just as good as before. In fact, after riding my friend's VFR800, the Interceptor actually felt slightly more nimble and even lighter than the 800. The Interceptor still features Honda's LBS (Linked Brake System), but it has been updated and refined. Even though I'm not a huge fan of LBS, I had to remind myself that the Interceptor was, in fact, eqUipped with LBS, since the system is now more proportionally correct than ever before, so half the time you don't even notice that the rear brake also goes to work when you apply the front brake (and vice versa). ABS is now an option for the Interceptor, but expect to pay an additional $1000. (Our test bike was not equipped with ABS.) Another good trait the Interceptor has retained is that it still feels just as The Interceptor's six-speed transmission works well, though shifting action is a tad notchy, unlike the smooth-operating clutch. A slightly larger fuel cell, combined with the more fuel-efficient VTEC and EFI systems, makes for longer saddle time between fiU-ups. I had no problems squeezing 200 miles out of a tank of mostly highway-type riding. The final bar on the fuel gauge's digital readout did not start blinking (reserve) until usually around the 190 mark. Since the Interceptor's EFl system features an automatic enricher system, there is no manual choke to mess with. To make the Interceptor more touring friendly, Honda completely revamped the bike's chassis, keeping saddlebag installment in mind. Since Honda will be offering integrated hard saddlebags for the Interceptor in the future, they beefed up the frame and sub-frame, and redesigned the fourinto-two exhaust pipes, which now tuck snugly under the tail section, ala the Ducati 916-998 series. Not only does this routing prOVide more space for bags, but it also gives the Interceptor better cornering clearance and a more modern look. All this beefing ...and the old VFR. cue I D n e _ S • JANUARY 23, 2002 25