"It was the first sportbike born with racing DNA. Seventeen years ago, you either rode an Interceptor or you were way behind.
There were two kinds of sportbike riders in 1983. Those who owned a VF750 Interceptor, and those who lusted after one. Armed with newly developed Honda Grand Prix technology, such as a track-inspired fairing, 16-inch front wheel, rectangular-section perimeter frame, single-shock rear suspension and anti-dive front suspension, the Interceptor was a back-road rapier among pocket knives.
Power was cutting edge. As the first liquid-cooled engine in any sportbike, the Interceptor's 90-degree V-four spun out an amazing 86 horsepower, making the bike quicker in the quarter mile and faster on top than its peers. In a top-gear roll-on, the Interceptor flat crushed them, and, in so doing, exploded the notion that high-performance sportbikes had to have narrow powerbands crowded close to the redline. Those triple-disc brakes were regarded as the best brakes on any mass-produced street bike. When the pavement turned twisty, nothing else measured up. And if you felt like crossing a time zone or two, the Interceptor was versatile, smooth and comfortable enough for the job.
Still, its toughest job was racing. New AMA rules required that Superbikes be built from street-going 750s, so Honda's radical Interceptor arrived with the heart and bones of a champion. Losing 70 pounds and gaining over 40 horses in race trim, the new V-4 was equally omnipotent on the track. In 1983, its rookie year as an AMA Superbike, the VF750F won eight of 14 Nationals, and would begin a legacy of Honda V-4 dominance unequaled in AMA Superbike racing.
That original Interceptor, through its racing and sales success, proved that Honda's integrated design approach worked as well on the track as it did on the street. Fast, agile, comfortable, perfectly balanced, the Interceptor began a Honda design philosophy that created a line of sportbikes with tremendous performance and street civility, a line leading straight to the aluminum-frame, fuel-injected 800 Interceptor in Honda's 2000 lineup.
Even if you weren't old enough or lucky enough to experience the Interceptor in 1983, the magic lives on in Honda's sportbike line, and it's better than ever."
"This bike doesn´t show it´s age like most and is more reliable than many. It pulls to redline all day and still respects you in the morning."
Review of the VF 750 F submitted on 2005-07-19.
"Have to admit, you take an interceptor out of that readily recognizable paint scheme into a glossy modern color and it looks great. To see a factory colored bike in good nick is still cool. Riding the vf750 is fun. It handles great and the V4 allows good low end acceleration. Although many consider this bike quite fast, my first question is ´Compared to what?´ I´ve had many bikes and some have left me hungry and others have shown me glimpses of my own mortality. This Honda is above average in all categories and little is needed to raise it from there. Insane power and acceleration are overrated. Very few can ride today´s bikes to their potential anyway, most lack skill, asphalt and not to mention our old friend intestinal fortitude. With an older bike like this vf750, you can enjoy riding for what it is. An elevation in heart rate due to increased interaction with ones environment, peppered with moments of exhileration due to bouts of irresponsibility and lack of good judgement. My prognosis...the VF750 is a good buy because it´s age makes it inexpensive to ride and insure. This V4 is the predecessor to all that followed and really is a good motor. I´ve heard these older V4´s had bad cam problems. I´ve also heard buying older, high mileage bikes is risky, unless it´s a Honda. Personally, I beleive the latter."
