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The history of the VFR, as explained in a concise article prepared under
great stress in less than an afternoon on deadline in the CA Bike days with
naught but a stack of Motorcycle Reports and a phone. Thanks, Pat (you probably
don't even remember).
Harken ye back to 1983, when ye olde AMA changed it's displacement limits
for fours to 750 ccs, and 1000 ccs for twins. There was much rending of
hair and gnashing of teeth and the Japanese fabricators brought forth new
bikes. There was the GPz750 and the G750E and there was the Interceptor,
which was initially introduced just to homolgate the bike for racing. "Hark!"
said the motorcyclasti, and "Ho!" said the raceri, who engaged
in battle most ferocious. In those dark and mysterious days there was much
racing and the Interceptor was the winner.
The Interceptor was a radical departure from then current technology, borne
from early design exercises which also created the infamous NS bikes. Honda
firmly believed in the 90 degree v-four, with its unique power delivery
and narrow frontal area. The streets had already seen the V45 Magna, and
the track had been dominated by the legendary FWS1000 the year before. The
Interceptor hit the streets as a unique repli-racer.
It was the first bike to have a 16 inch front rim, all the rage in racing
at the time. Stout 39mm fork tubes rose to a new steel frame which was painted
the color of aluminum. The motor was based on the V45 Magna's but the direction
of rotation was reversed so that the engine spun in the same direction as
the wheels. The gearbox was updated, chain drive fitted, and horsepower
was up to 86hp. Short bars, a boldly styled nose fairing mounted on the
frame, and a chin dam gave it the extreme looks of a real sportbike. It
also had the large fuel petcock mounted into the tank, a feature that owners
came to love. It's short 58.6 inch wheelbase, trick front tire, and wide
120/130 series tires made it he best handling 750 of the time. There was
that wide powerband that ended up giving it the best quarter mile times,
top speed, and lap times of the class. And it was "the "street
bike of the time.
The Interceptor kicked major butt on the racetracks that year. It took the
AMA championship, and its sister, the RVF took the World Endurance Crown
and the Suzuka 8-hour Endurance race. Privateer clubracers found that it
was prone to overheating without antifreeze, and the street riders sometimes
had problems with the hardfacings on the cams and rocker arms, which was
warranteed. But there was universal consensus that the Interceptor was the
bike of the year in 1984.
Nothing changed for 1984, that is, until the ITC tariff on bikes 750 ccs
and over (known in some circles as the Save Harley tax) produced the VF700F2
Interceptor. The 750 was still available in limited quantities for an additional
$800. The displacement reduction was effected by destroking the motor from
48.6mm to 45.4mm. Connecting rods were lengthened in the oversquare (70mm
bore to 45.4mm stroke) motor, and the bike lost almost 10 horsepower. A
tooth was removed from the countershaft sprocket to compensate for this,
and the bike remained popular. Meanwhile, the sportbike market was really
starting to heat up, with Yamaha's release of the FZ750 and the introduction
of the first GSXR.
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From: Ron Phillips To: "'racerx@info.com.ph'" Subject: Slight misinformation Date: Mon, 10 Aug 1998 16:59:07 -0700 MIME-Version: 1.0 Great article on the VFR! But I have to correct a little mistake : The bike you list as the '87 VFR was actually available as a 1986 model - that year, Honda offered 3 VFRs in the U.S., the 750F, the 700F (both bikes white with red and blue pinstripes) and the 700F2 (white with gold decals/accents). The "F2" was carried over to '87 unchanged, and interestingly it sold for the same price ($4500) as the 700F. The sides of the bike have a graphic that reads "Interceptor", so despite what they told the insurance companies they were still selling a model under that name. I have the '86 VFR 700 F2, and it is the first modern sportbike - full bodywork, integrated fairing that covers the engine, modern aluminum perimeter frame - and it'll hold its own with the current crop of sportbikes on any day. The only bad thing about this bike is that the wheel sizes are smaller than current sportbikes, and the tire choices are very limited. Fitting the CBR 600 rear wheel to this bike is a popular modification, and one I am considering this winter as a rainy day project. Ron Phillips regarding: http://www.dot.com.ph/uncle/vfrhist.html I think you should check your AMA records. In its first year of racing the VF750F in the AMA Superbike Championship, Honda fielded six riders - and went down to Wayne Rainey on the Muzzy Kawasaki GPz750 - an AIR-Cooled, two valves a cylinder in-line four beat the hordes of Honda water-cooled 16-valve V4s. Second point. Crankshafts. I think you will find the VF750s had a 360 degree crank and this was switched to a 180 degree crank for the VFR750. However, when HRC kitted the VFRs for racing, it used a special 360 degree crank. I think the stated reason at the time for the 180 degree crank was to do with exhaust plumbing and noise... Also had different firing interval s to the 360 crank. Maybe worth updating your info for historical accuracy. regards Michael Esdaile Auckland New Zealand
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Insurance companies noticed the sportbike wars, and when the 1986 VFR750/700F
was released, it was no longer called the Interceptor. The new bike was
heavily redesigned, and it had lost 49 pounds, as Belinda Carlyle of the
Go-Go's was to also do shortly thereafter. A 50% stiffer aluminum frame
made of large rectangular tubing peeked out from beneath a sweet new full
fairing. (Belinda started wearing bikinis) Graphics were simple and tasteful. But the big news was the engine
updates, based on lessons learned at the track. Higher revs were needed
for racing, and the streetbike got the cam gear drive of the Superbikes.
Precise cam control and reduced internal friction resulted, as well as the
signature engine sound that still signals the arrival of a VFR. Each valve
got its own rocker arm, as opposed to the forked rockers of old. This drastically
reduced the load on the lobe facings. Intakes grew a millimeter, but the
valves grew lighter and flowed better with undercut stems. The reciprocating
valvetrain mass was further lightened with 33 percent lighter valve springs.
Honda went the extra effort to make this assembly durable and routed individual
oiling to each lobe.
Intakes were straightened, pistons and con rods lightened, and a 360 degree
crankshaft was fitted in place of the 180 degree unit. This made for improved
scavenging in a lighter exhaust system which no longer required a huge plenum
chamber and coincidentally yielded a less droning exhaust note. Flywheels
were 20 percent lighter. Peak power went up to a claimed 105 hp, torque was
up 22 percent, and the whole thing revved 500 rpm faster. The transmission
was updated to 6 speeds, and the cases were lightened and cast into a smaller
shape. The legendary torqueing motor with such linear response had gotten
better.
Honda had already decided to make the VFR more of a bike for the masses
and the ergonomics verify this. The second generation VFR was extremely
comfortable, and to this day remains a very desirable sport touring machine.
The same balance of handling and power that made every rider feel like a
better rider was retained. It has a very reliable motor which is known to
be good for 100k miles before a major rebuild. However, like all v-fours,
it is more difficult to work on than a corresponding inline four. On the
streets it has a reputation for chewing up the stock rear shock after the
first 25,000 miles (just like Honda cars of the same era), and some owners
have reported slight galling of the rear rotor locating link, which can
be addressed with a light sanding and a touch of grease. Frequent fork oil
flushings also help this VFR keep that precision touch.
In 1987, Honda decided not to import the 750, leaving the American masses
only the VFR700. Refinements were subtle. The shift lever was shorten to
lessen the effects of its long throw. Compression and rebound damping were
increased, and a new rear shock provided separate valving for lighter compression
and firmer rebound, as well as a stiffer spring. This made the bike sweeter
over bumps, and increased cornering clearance, although most street riders
will never be able to touch the exhaust pipes down. The centerstand disappeared,
unfortunately, and the blocky instrument pod replaced the dials and optional
analog pointers of 1986. During 1988 and 1989 the VFR simply wasn't imported
into the U.S.. On race circuits, the RC30 appeared, and was worshipped.
The third generation VFR750F appeared alongside the RC30 in 1990, ready
to retake the class that it had opened up. The bikes shared some styling
cues and some hardware similarities such as the Elf inspired single sided
Pro-Arm swingarm, but the lines were drawn. The VFR was strictly a streetbike,
and the new sister bike would go on to racing glory. The difference allowed
the VFR to become an even more sophisticated and refined streetbike for
the real world, while the 750 offerings from the other three Japanese manufacturers
became more and more of a compromise between the demands and cost limitations
of the track and the street.
The 1990 VFR's motor was a direct evolution of the old V-four. The rocker
arm and screw-type valve adjusters of the VFR700 were replaced by a directly
actuated, shim under bucket tappets. Carbs grew into 34mm CV downdrafts.
The valves grew, and the net effect of the engine changes was to maximize
torque over a wide powerband - at the expense of high rpm power. The third
generation VFR had the most streetable powerplant of any motorcycle on the
market. Numerous roll-on comparisons confirmed that the VFR was the torque
king of the 750 class. Indeed, it had more midrange than many larger sportbikes,
and midrange is what makes a streetbike a damn good streetable bike.
The 1990 VFR came only in red, with otherwise subdued graphics, and critics
loved the way it looked. The new fairing cut a decent, comfortable envelope
around the rider. The new five-sided aluminum beam perimeter frame was suspended
by 41mm cartridge style forks up front, and a single shock regulated forged
aluminum swingarm. 17 inch tires front and rear allowed the bike to ride
on the finest rubber. Fit and finish were of the same level that brought
Honda cars to the top of the JD Power survey year after year. Riders loved
the comfortable seating position, and the neutral, confidence inspiring
handling. This handling felt light; in spite of a 41 pound weight gain to
515 pounds, which nobody seemed to mind. What people did mind, however,
was the $7,000 price tag - a full grand over the nearest competitor, the
Katana.
1991 saw only a color change - on the rims, which went from white to gold.
The 1992 VFR was black, with a refined exhaust system and an even more finely
adjustable suspension. In 1993 the color reverted to the pearl white of
the 1987 bike.
All VFR's cook the rider's ankles a bit. They all have pessimistic fuel
gauges. So if you have one, get used to it because nobody can fix it. The
engine on all the later models doesn't lend itself to much do-it-yourself
horsepower increasing, and that's fine. Without exception, each year's motor
provides a powerband that forgives the rider's mistakes, and allows you
to concentrate on technique, or perhaps take in the view without worrying
about rowing through the gears. The gearboxes and clutches are durable,
and seem to get smoother as the miles pile on. The VFR has always had neutral
handling, all the way past most riders' limits, without a penalty in ride
comfort. Fit and finish on running parts and bodywork have consistently
been of the level that Acura owners expect. Even the controls have been
noted for being precise and well thought out. Time after time the VFR was
the winner in 750 class comparisons by numerous magazines, even besting
supposedly faster bikes. If you've never ridden one, maybe you ought to
beg and plead your way onto a VFR. Then you'll really understand the attraction
firsthand. - Paul Peczon
Note:
The 2002 – 2006 models were part of a Honda recall due to some electrical defects, the bike has remained a popular choice for enthusiasts over the years. Who knows – it may have even caught the eye of consumers in the market for new or used cars and given them a wonderful new hobby!
Research for this story was greatly simplified by motorcycle reports from
Ian Smith Information, who can sell you a thick stack of reprinted articles
on just about any motorcycle. Call him (and Louise) at (505) 820-7844 for
a report on your bike.
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