Honda VF750F and VFR750F
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Do you like Old School? Comparative Honda VF750F Vs. VFR750F

Together with Motos Old School Madrid, we launch a new series of reports on old school motorcycles. We will see a bit of everything, starting with these two Hondas that have everything and nothing in common...


First of all, we present our guest: For those of you who don't know him, Old School Motorcycles It is a club with a strong presence on networks that is focused mainly on machines from the 80s and 90s (although they do not shy away from anything old). They will celebrate a great concentration in June, and we will tell you more things about them.

Let's go, now, to our comparison, in which everything revolves around of the stupendous video that Kukfilms has put together. In the movie Charly Pelaez and Jesús Silva explain a little about what these two fabulous Japanese women consist of. They are two GT's with sports aspirations of the old school, impregnated with the refinement that characterizes the brand with the golden wing.

Indeed, Honda has always distinguished itself for being a technological showcase, and these two machines are no exception. Only its V4 engine was already one rara avis in 30 years ago, at least outside of racing. Here we have them giving life to somewhat tractor-trailer motorcycles -especially the VF750F Interceptor- but very Very Fun Ride! And if not tell the VFR750F.

Without further delay, we leave you with the Video, to then go on to tell you the dynamic sensations in writing accompanied by some beautiful photos, that not everything is going to be the silly box ;)…

Honda VF750F and VFR750F

Honda VF750 F Interceptor from 1981, by Chusete Silva

"Every man for himself…. and hold on tight to what you carry between your legs”. That's what I thought when I got on and twisted the fist of the VF750F Interceptor. What's going on? Well, the front end tells you everything and nothing; the anti-slip system combined with the fork's compressed air regulation teleports you to ethereal space. If you're used to a current bike (2000s and up), it's definitely a strange feeling.

Actually, both the front and rear suspension lend themselves to adjustments to remedy this, although it's tricky. It is possible that the bike will finally show us its enormous potential, or on the contrary that it will become a definitively disappointing machine. It all depends on our good work. The first sensations, between 80 and 120 km/h, are flanking. However, later, already on the highway and above 150 km/h, he poises himself and that is when the Interceptor concept is finally understood. This is a fast Gran Turismo. The stability is tremendous in a mount with 40 years behind it, and the 90 CV mechanics pushes hard, displaying its undoubted character as a tractor.

It is important to bear in mind that the launch of the Honda V4s in Europe was done with this VF750F Interceptor. Perhaps the readers will want to hold on to their chairs when they become aware that much of the good that the Japanese brand has given in these four decades, the Hamamatsu family, It started with this motorcycle and with the predecessor Yankee versions.

But back to the walk we were taking. Imagine, reader, mounted on top of such a lunar artifact, touring the regional highways of the capital at dusk, burrowing included. Do you appreciate how the Vf750-F enters very, very well in curves? You don't miss one. Of course, once you have got used not only to the suspensions, but also to the 16” front wheel. Its 90 equines give of themselves; They are of a curious variety and a bit percherona, but you never stay in a dead zone, nor do you perceive potholes due to the carburetion. On the contrary, he asks you for more and more, even when you think oh what iron!!!

"I want to think I was right" The buyers surely said that, back in the first half of the 80s, they got one of these Interceptor, a masterpiece of Sōichirō Honda. I'm afraid they were wrong: The durability of the mechanics was not good. Not at all, the camshafts fell apart, partly due to the materials they were made of and partly due to their problematic timing relationship. These trees, which were changed as if they were given away, seriously damaged the reputation of the bike. Of course, they outlined the route to the subsequent landing of the VFR 750 F, a second-batch machine that is clearly another story.

Fortunately, and together with its dynamic behavior, there were other good things. Speaking in silver, it does not matter with which motorcycle from the early 80s you compare it, the truth is that, at least in Spain, there was no comparison. The VF750F Interceptor enjoyed countless technological advances, including hydraulic clutch with torque limiter. On the move, you notice this type of thing and how, even being junk of the XNUMXth century. The Italian ones were undoubtedly more poetic, but they were far from the compendium of technological effectiveness offered by the brand with the golden wing.

Today, as good old-school worth its salt This model is somewhat complex to locate, especially in the state of the unit that we have had the pleasure of testing. But you should not be afraid of it: Apart from what has been said, I will also tell you that it is easy to repair and not as expensive to maintain as some think. In exchange, on this motorcycle you will be 90% and the rest 10, an important detail when you want to experience the cosmic sensations of what you are capable of doing. When you are the one in control.

750 Honda VFR1990F, by Richi Sambora

When HONDA released the VFR version in 1990, it called it a bike for smart people. Doesn't sound very exciting, does it?

La VFR750F tested by ESCUDERIA OLD SCHOOL is from 1992 and is in perfect aesthetic and mechanical condition. The enjoyment was guaranteed; because yes, this machine, even for people with brains, it is made to be enjoyed.

The model to which it belongs is perhaps the most pampered by the golden wing factory. It was launched in the year 1986, when HONDA added the magic “R” to its VF designations. Since then, it has maintained an unchanged mechanical architecture and displacement until the latest version in 1994.

It was in 1990 when he equipped the motorcycle with a beautiful single-sided swingarm, inherited from racing and the legendary RC30; and some showy tires of eight sticks. Also, with a solid chassis not seen until then, with a massive aluminum structure. that allows you to draw like a ruler. An enveloping and very beautiful fairing did its job at high speed, the whole machine finished off with a monochrome paint that, depending on its color, was intended to convey both his seriousness and his desire for war.

The subframe was attached to the frame by two design plates, very nice by the way and that give the whole an elegant image. Regarding the easel, it is anchored by means of complicated intermediate plates that the truth is that they do nothing more than add weight to the total of the set.

Aspects of the VFR750F such as the configuration of the 4-cylinder V-shaped engine, the aforementioned single-sided swingarm, the quality of the components, the cascade distribution of gears and the limitation of the maximum power of its engine to 100 CV (immovable brand policy for this model). , a pity), distinguish it from other models of the competition with which it shared displacement. It was also reflected in the price, resembling more a "1000" of the time than the R of other brands.

But we are going to focus, to try to express what it feels like to shoot with her, which is what this test is about.

As we said, it has a V4 configuration, so its engine is bursting with torque, it's full throughout the rev range. This is what is known as Very Fun Ride! that we could translate as very easy, fun and progressive to drive. The VFR750F it's fed by big 36mm carbs and blasts its debris out of a single decibel-lowering still-chamber exhaust outlet before the muffler. Namely, it is well watered and not very noisy, rather discreet.

Responds well to throttle: From below, sweet, tractor, elastic and progressive. This implies that it is not enraged or will give you an unexpected kick. It is fantastic at mid-range, which is where you are going to usually move on the road, with traction and motor skills.

suspensions they are somewhat soft if we want to speed up their driving and can convey a sensation of floating or flanking. But only under strong acceleration conditions and with supports at the limit. Up front it mounts a conventional 140mm fork and, behind, a prolink rear shock which is good. It would certainly improve if its progressiveness was revised but, like the front diagram, it is more than correct for the bike's aspirations.

The breaks are in line with the suspensions. Correct given the weight of the set, without further ado. Good feel and no tendency to fade but, in my opinion, a pump and hoses would be needed to improve performance in sporty driving. In other words, in view of all that has been said, it seems clear that we are before a versatile GT with sporting aspirations.

Perhaps when compared to the pre-1989 model, due to the 17” front wheel and monolithic chassis, steering agility is not the strong point of this Honda VFR750F. But it more than makes up for it with its solidity and high-speed stability. It is around 240 km/h at the top, something that not many are willing to reach.

The 19-liter fuel tank capacity guarantees autonomy for 350 km at a happy pace. The riding position, with clip-on handlebars above the top yoke, and a really comfortable seat, round out the perfect route. Any driver between 1,70m and 1,90m tall will feel comfortable.

The passenger is also welcome on board. Everything was arranged by the Japanese brand so that it could be transported even over long distances just as comfortable as the pilot.

To get something but out of this fabulous motorcycle, and given its luxurious finish, it would be desirable for the rubber covers that join the rearview mirror and the dome to adjust minimally. Also, that the V4 would have been 'liberated' giving it those extra horses that both it and the chassis could have digested without any problem. The former is clearly a trifle; the second, what is going to be done to it, we will have to love it equally: Without driving aids and tires like the ones before, it is undoubtedly a Old School like the top of a pine tree.

What do you think?

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Written by The Escudería

'La Escudería' is the first Hispanic digital magazine dedicated to Vintage Vehicles. We give all kinds of machinery that moves by itself: From cars to tractors, from motorcycles to buses and trucks, preferably powered by fossil fuels ...


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