I stumbled upon the VFR750 video below while wasting time on YouTube recently. Poster Malte Munte took his 1995 VFR750 out for a morning run to work — a 152 MPH run to work!  A quick search found several VFRs making redline runs on the Autobahn. Here's some speeds I noted (mostly indicated, so not necessarily accurate):
• 2d-gen 750 = 143 MPH
• 3d-gen 750 = 162 MPH
• 4th-gen 750 = 152 MPH
• 5th-gen 800 = 152 MPH
• 7th-gen 1200 = 166 MPH

What: 1998 VFR800 FI
Why: Nice example, decent price
Where: Wauconda, Illinois
Price: $3999

Located 30 minutes from the sprawling V4 Dreams complex, this very presentable example of the desirable 5th-gen Interceptor is being offered by a dealer with the intimidating name of Monster Powersports.

The bike is showing 32,676 miles with few details offered beyond that. What I notice are a set of integrated Corbin Beetle Bags and Throttlemeister throttle lock. The very few paint flaws are detailed in the photos accessed lower in the listing ("Full Size Photos" tab) along with a short walk-around/startup video. The video indicates a perfect startup with a hint of the cam gear whine included at no extra charge on this final generation of the gear-driven V4 engines. Classic sport touring at its best.

Just posted on VFRworld.com is this Ohlins rear shock to fit the 1998-01 VFR800. Not much detail included but the assembly appears in new condition and unused. The attached Ohlins link indicates that this model, HO 801, is discontinued. Asking price is $700 +shipping from Washington state. Sounds like a bargain, assuming it has the spring for your needs (which can be changed).

SOLD: $6401
With only 18 bids this 2014 VFR800 dropped the virtual hammer at $6401. This example was purchased as a dealer left-over in 2019 (!) and has accumulated only 670 miles since. It's a standard (non-Deluxe) model with a few small cosmetic blemishes and a Delkevic slip-on as the only modification.

These are great bikes and a relative bargain these days, but I would say this sale price is at the top of the range for a standard version, which reflects the very low miles, I suppose. I hope it finally gets some serious miles with its new owner.

What: 2007 VFR800
Why: Low miles, well-kept
Where: Oak Park, Illinois
Price: $6750 or offer

Back in '07 Honda offered the Anniversary Edition, but, just to be safe, also parked in the showroom that model year was this more traditional looking offering in Candy Glory Red.

This example shows only 4334 miles, is obviously well-cared for and includes some nice extras, including Staintune slip-ons, quality tank & tail bags and a charging system harness upgrade. The bike was even treated to winters at the Hagerty Garage and Social in Chicago. Our seller is looking for top dollar for a top-level example and is open to offers. Located mid-way between Chicago's O-Hare and Midway airports for an easy fly-n-ride.

The eBay listing shown here might be a little confusing at first glance. It shows a full Hindle system but is actually just for the header pipes (which it does state in the title). And I'm not sure about the "750SS" reference.

Still, it might represent a way to save a few dollars on a Hindle system after purchasing your choice of muffler directly from Hindle.…if that's even possible.

Personally, I'd be a little shy of that approach as I once purchased a full system from Hindle and they had mistakingly built the headpipes incorrectly. The company stood behind the product in the end but it was a lengthy process for me to discover the issue and for them to fix it. As always, buyer beware.

On Sunday I completed the final test ride for Project 39, my 1993 VFR750. The first run was 57 miles, which I use for initial checks and to bed in the brakes and scuff the new Bridgestones. Back in the shop I addressed any issues found, then on this longer ride I run the bike through all its paces. I'm aiming for about 100 miles and so I make a backroad loop to my favorite coffee shop, 2894 On Main, located in the heart of East Troy, WI which lays claim as the former home to Buell Motorcycles.

But on this day it served as a half-way butt-break for coffee and a huge molasses cookie at a picnic table in the too-quaint town square across the street. As usual, I leave the large side fairings off the bike to allow detailed checks of the mechanicals. The ride totaled 97 miles and I couldn't find a single nit to pick — the engine ran smooth and strong, the temp gauge sat at about 1/3, the ride was controlled and tracked perfectly, the suspension upgrades front & rear working well together. The new Delkevic muffler brought out the V4 music without being at all brash and the bike revved cleanly. A gas mileage check brought 47 MPG with moderate throttle inputs.

I'm still awaiting my newly upholstered OEM seat so I was using the tattered Corbin which came with the bike. I aways carry a tail pack with some tools and repair bits but, as usual, didn't need them. When I chose the chain & sprockets for this bike I went with a 1-tooth larger front sprocket, lowering the highway revs by about 400 RPM for a slightly calmer riding experience, and probably aiding the fuel mileage a bit. With six gears to choose from I've never found the 750s lacking in acceleration even with lowered gearing. I also tested the GPS mounting which is hardwired and quickly detaches for transferring to my other bikes. Also added are a set of heated grips, but those didn't come into play on this perfect summer day. I've also mounted a taller "touring" windscreen on this bike which still looks good and seems to work just fine keeping a little more wind force off my torso. On order are a set of Knight Design lowered pegs which should keep my old(er) joints happier along with the Helibars up front. Can you tell I'm leaning towards the "touring" half of sport touring?

With its final exams complete I can now do a final fastener check, any needed cleaning and mount the rest of the fairings. I'll also be applying my own decals to this project, purposely not clearcoated so it can revert to the original look, if desired (I have a full set of stock decals). In September I'll be taking the bike on a 4-day ride in the southern Blue Ridge where it should prove the perfect mount for all the fantastic twisties the mountains are famous for. I've ridden the area several times but, inexplicably, never on an Interceptor, so am really looking forward to this trip.

East Troy is a pleasant midwest village located at the mid-point between Milwaukee and Beloit along the I-43 corridor. It has about 6000 residents, a small railroad museum, Gus's Drive-in, LD's BBQ and is also near the Alpine Valley resort and music venue. It's a place where American flags fly and kids can still play safely while Harleys and hot rods rumble slowly through the town square where local musical performances are a regular summer attraction. There's even some good roads nearby…and good coffee.

Today marks the "weather" mid-summer point here in the upper half of the globe, and the middle of winter temps Down Under, I suppose. While many parts of the U.S. are suffering under oppressive heat and threatening weather, here in the upper midwest we're enjoying mostly moderate conditions with little rain — some perfect riding days. On Thursday I got Project 39 out for its first test ride which proved that the '93 will be a great bike once I address the few niggles that arose. So here's a reminder to not let the season slip away. Get out and ride, even if just for a short evening jaunt.

Yesterday Project 41, a 1987 VFR700 F2, awoke after several years of slumber. Following an oil change, valve adjustment, compression check and a freshly rebuilt set of carburetors mounted, the button was pressed and "Old' Blue" fired instantly. After a brief warmup the sync gauge was connected and the screws were turned till the carbs were happily playing together.

This bike is showing 32,000 miles and was hatched May of 1987 from the Marysville, Ohio assembly plant in Candy Wave Blue & silver. There's no shortage of cosmetic issues here, but my first step is always to confirm mechanical viability, and it appears that this one has passed that test. Here's a short start-up video….

As I complete the finishing details on Project 39, my 1993 VFR750, there's several tasks to finalize before covering the area under the tail fairing and seat. In this photo we can see some of these jobs completed — there's an aftermarket Mosfet regulator/rectifier installed, battery tender leads attached, relocated starter solenoid, chopped passenger peg bracket and new brake fluid reservoir.

​In the photos below you can how I routed the battery leads so that I could still use the battery cover. The negative wire simply runs under the cover and out the rear while the positive sneaks out a slot cut into the front of the cover. That red box is the built-in circuit breaker — I put a tie-wrap around the flip-open lid as an extra bit of security. There's two exposed lugs under the cover which would cause electrical chaos if accidentally grounded. You can see the large black wire behind the battery which takes these leads to the R/R.

Also in this photo is my new battery hold-down strap. Mine was missing in action and NLA from Honda, and in my search for a replacement most of what I found were cheap, generic, too-long straps which reviewers reported to last only a few months. I finally found these in a 2-pack on Amazon which fit perfectly.

The second photo shows where I needed to grind the upper portions of the R/R fins for fairing clearance. The upper mounting screw is simply a large sheet metal screw while the lower is the original threaded mounting stud. The Mosfet is larger than the OEM R/R and a tight fit, but it does fit if angled just right.

Starter Solenoid — My replacement shock absorber, a Honda 929 item, has a large reservoir chamber on top, which was pushing against the starter solenoid and not allowing the battery to drop into place. The solenoid is attached to the battery box via a metal bracket spot-welded in place. Looking at the wiring, I realized that the solenoid could be relocated to the right side of the battery box if I could move its bracket.

(Below) With the battery box on the workbench, I drilled out the welds, pried off the bracket, found its new location and pop riveted it in place. Reinstalled in the frame, the solenoid fits happily in its new location.
(click on an image to enlarge)

Footpeg surgery — I'm eliminating both passenger footpeg assemblies on this project, but I still need the fairing mounting points, so I performed some major bracket surgery, saving only the needed piece. You can see the finished bracket in the lead photo.

​I do have spare brackets in the event a future owner would like to return the bike to stock. ​

The left side passenger bracket was likewise modified — cut, smoothed and polished. I left the seat/helmet lock and handle in place, although my lock was MIA and I haven't been able to locate one, so the lock is simply by-passed for now.


(Below) Here's the finished right side with the original rubber shield in place, ready to button up.