Hello Fellow Viffers, My name is Michael and I'm out of Raleigh, NC. In the past I've owned an 88 VFR and a 92 VFR. Sadly, my 92 was stolen and trashed in it's recovery. I'm still looking for an 88 to have again, as I just didn't like the 92, and I'm not really enamored with the 800. Currently I have a HawkGT (love those single sided swingarms), and will add my VFR to the stable when the opportunity affords itself. Thanks for reading and I look forward to discussing various topics in the future. Michael
Welcome Michael! You havent really rode a VFR until you ride a GEN 4 .....dont let those GEN 5 or 6 guys tell you different.... Good to have you here. Brian
Yeah, The Gen 5's and 6's are nice for what they are but I feel they're losing the spirit that the Interceptor was designed for. But that's just me. Thanks for the welcome and hope to talk (intelligently at least) to you in the future.
:welcome: to the forum Michael, one thing I love about the VFR is everybody has there preference about which generation is the best, classic look on those 88's, good luck on your search and keep us informed when you find one...
Dito and Amen brother Question: wasn't the 88-89 models left over 87s for the most part? and there where really no new 88-89 models other than what was available in Japan and europe, as I understand it, there where no 88-89 models shipped to the US
Hi Michael. Welcome to the group. Sorry to hear your bike got stolen and that it was trashed. It's sad when people have to take things that don't belong to them, and worse, when those things get trashed. Hope you find the VFR you are searching for soon. :thumb:
You know your VFR's well for a 4g rider, here is a article I found before posting and looking for a image of a 88... 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
