2007 Honda Interceptor VFR800FI ABS

You are here: HomeNew 2007 Models — 2007 Honda Motorcycle Models

2007 Honda Interceptor VFR800FI ABS
Back to 2007 Honda Motorcycle Index Page

Click photos to enlarge.
They make great desktop images.

2007 Honda Interceptor VFR800FI ABS
2007 Honda Interceptor VFR800FI ABS

2007 Honda Interceptor VFR800FI ABS
2007 Honda Interceptor VFR800FI ABS


– 2007 Honda Interceptor VFR800FI ABS

2007 Honda Interceptor VFR800FI ABS

The venerable Interceptor offers a rare blend of high-performance sporting capability and long-range comfort–the perfect combination for exploring distant twisties.


Features & Benefits

New for 2007

– New colors are Candy Dark Red and Pearl Blue/Pearl White/Red tri-color paint scheme.

– Tri-color-painted model sports unique 25th anniversay tank badging and black-painted wheels and frame.


Unique features

– Revolutionary VTEC combines the power characteristics of both two- and four-valve cylinder-head designs. The engine runs on two valves per cylinder below 6400 rpm and then switches to four valves per cylinder, delivering significantly stronger low-end and mid-range torque, while maintaining the Interceptor®’s impressive high-rpm power delivery.

– The 2007 Interceptor meets the California Air Resources Board (CARB) 2008 emissions standards.

– Silent-type cam-chain drive eliminates mechanical gear noise. The system features a set of dual tensioners that maintain optimal pressure and lubrication for the camshaft chains, ensuring quiet operation and long life.

– Programmed fuel injection (PGM-FI) uses four 12-hole injectors for finer fuel atomization, improved combustion efficiency, reduced emissions and increased power.

– Iridium-tip spark plugs are ignited by compact high-energy coil-on-plug spark plug caps that produce a strong, high-voltage spark.

– Unique NR-style center-up exhaust system incorporates two stainless steel mufflers tucked snugly under the Interceptor’s tail section.

– Clutch features an offset outside friction plate for quiet operation when starting from a stop.

– Three-phase coil-spring damper in the transmission provides for smooth upshifts.

– Large-diameter 43mm Honda Multi-Action System (HMAS) cartridge front fork provides enhanced handling under all riding conditions.

– Four brilliant multireflector headlights employ two centrally positioned H4 low/high beams positioned under two widely spaced H7 high beams for brilliant nighttime illumination.

– 5.8-gallon fuel capacity.



– Compact 781cc DOHC 90-degree V-4 with an oversquare bore and stroke of 72mm x 48mm.

– Combustion chambers feature an 11.6:1 compression ratio and are fed by programmed fuel injection through short, straight intake ports.

– Interceptor engine serves as a stressed member of the pivotless frame, which features specially designed engine mounting bolts tuned to work in harmony with the damping characteristics of the frame.

– Aluminum-composite cylinder sleeves are high-pressure-formed from sintered-aluminum powder impregnated with ceramic and graphite. The composite sleeves provide better wear resistance and superior heat dissipation compared to conventional sleeves.

– Cast-aluminum pistons feature LUB-Coat solid lubricant to minimize friction between piston and cylinder wall.

– Auto-enriching system is integrated into PGM-FI module, optimizing the air/fuel mixture on cold starts and eliminating the need for a manual choke.

– Solenoid-operated dual air-intake duct design keeps one duct closed during low-speed operation to ensure optimal control of air-intake velocity.

– Dual side-mounted radiators maximize cooling efficiency using low-air-pressure areas created by side cowls to draw cooling air through the radiators. During low-speed operation, a thermostat-controlled left-side fan pulls cooling air across the radiator into the fairing, keeping hot air away from the rider.

– Rugged 125mm-diameter eight-plate clutch offers light weight and high load capacity.

– Exceptionally smooth-shifting six-speed transmission.



– Triple-box-section twin-spar aluminum frame features a tuned, pivotless design that isolates the engine-mounted swingarm from the frame and contributes to handling comfort.

– Interceptor’s beautiful Pro Arm® single-side cast-aluminum swingarm mounted to the engine provides an optimal balance of rigidity and tuned flex for superb handling.

– Pro-Link® rear suspension features a 40mm gas-charged HMAS shock with 4.7 inches of travel and adjustable spring preload and rebound damping. Anti-lock braking system (ABS)-equipped model has a convenient spring preload adjustment knob. The Pro-Link arm is anchored directly to a cast-aluminum bracket on the rear of the engine case.

– Linked Braking System (LBS™) uses a second master cylinder and a proportional control valve to couple the three-piston calipers of the dual-front and single-rear brake discs for even better braking feel while providing the peace of mind of an LBS system. Using the front brake lever activates the outer two pistons of the left-side front caliper, all three pistons of the right-side caliper and the center piston of the rear caliper. Rear-pedal engagement activates the two outer pistons of the rear caliper and the center piston in the left-front caliper.

– The Interceptor’s 296mm floating front-brake discs feature a lightweight seven-spoke inner rotor design.

– U-section cast-aluminum wheels are light and reduce unsprung weight.

– The six-spoke, 3.5-inch-wide front wheel carries a 120/70ZR-17 radial tire. The five-spoke, 5.5-inch rear wheel sports a wide, low-profile 180/55ZR-17 radial tire.


Additional Features

– The Interceptor’s sleek, aerodynamic bodywork is functional as well as beautiful.

– Front cowling centerpiece color-matched to body for integrated styling.

– Satin-finish treatment on muffler covers and exhaust heat shield for distinctive styling.

– Stylish silver finish on clutch and brake master cylinders.

– Clear turn-signal lenses front and rear provide a high-tech look.

– Air flowing through a central air vent under the front windscreen provides cool air to the rider at low speeds and increases rider comfort at higher speeds.

– A second model is available with ABS for even better braking control.

– High-tech instrument display includes electronic tachometer, LCD readouts for speedometer, air temperature, coolant temperature, odometer, two tripmeters and clock.

– ACG output of 497 watts.

– Detachable seat offers access to space to carry U-lock and other necessities. (Lock not included.)

– Removable passenger seat cowl.

– Adjustable brake and clutch levers.

– Injection-molded nylon passenger grabrails are comfortable to the touch in cold or hot weather.

– Folding aerodynamic mirrors.

– Handlebar switches and controls use internationally approved ISO graphic symbols.

– Transferable one-year, unlimited-mileage limited warranty; extended coverage available with a Honda Protection Plan.

– Purchase of a new, previously unregistered Honda unit by an individual retail user in the United States qualifies the owner for a one-year complimentary membership in the Honda Rider’s Club of America® (HRCA®). Benefits include roadside assistance, online access to the Honda Common Service Manual, six issues of the bimonthly Honda Red Rider™ magazine, travel discounts, trip routing and MSF reimbursement, plus access to the HRCA Web site (www.hrca.honda.com). For details on the HRCA, dealers should call (310) 783-3958, 8:30 a.m. to 5 p.m. Pacific Time.


Available accessories

– Touring Accessories: Color-Matched Hard Saddlebags, Sport Touring Trunk, Saddlebag Liner Set, Trunk Liner.



Interceptor ABS VFR800A7 Candy Dark Red $11,599.00

VFR800AS7 – Pearl Blue/Pearl White/Red $12,099.00



Model: VFR800FI ABS

Engine Type: 781cc liquid-cooled 90° V-4

Bore and Stroke: 72mm x 48mm

Compression Ratio: 11.6:1

Valve Train: VTEC DOHC; four valves per cylinder

Carburetion: PGM-FI with automatic enricher circuit

Ignition: Computer-controlled digital with three-dimensional mapping and electronic advance

Transmission: Close-ratio six-speed

Final Drive: #530 O-ring-sealed chain

Front: 43mm HMAS cartridge fork with spring preload adjustability; 4.3 inches travel
Rear: Pro Arm single-side swingarm with Pro-Link single HMAS gas-charged shock with seven-position spring preload and rebound damping adjustability; 4.7 inches travel

Front: Dual full-floating 296mm discs with LBS three-piston calipers
Rear: Single 256mm disc with LBS three-piston caliper; Optional ABS

Front: 120/70ZR-17 radial
Rear: 180/55ZR-17 radial

Wheelbase: 57.4 inches

Rake (Caster Angle): 25.3°

Trail: 100mm (3.9 inches)

Seat Height: 31.7 inches

Dry Weight
VFR800FI: 470 pounds
VFR800FI ABS: 481 pounds

Fuel Capacity: 5.8 gallons, including 0.8-gallon reserve

Colors: Pearl Blue/Pearl White/Red, Candy Dark Red

Meets 2008 CARB emissions standards.



Interceptor Timeline

1983 VF750F Interceptor

Honda’s original VF750F Interceptor(R) rewrote the rules in the sport bike class. With its liquid-cooled 90° V-4 engine and race-bred chassis, the Interceptor was the quickest 750 on the market, and the best handling sport bike, period. Yet the Interceptor also offered a balance of comfort to go along with that performance, something unheard of in motorcycling. And no other motorcycle made as direct a connection between the race track and the street.

1986 VFR750F Interceptor

For the Interceptor’s first makeover, Honda left virtually no part untouched. An all-new V-4 engine with geared cam-drive offered more peak power, while a race-inspired aluminum frame provided sharper handling. Honda engineers reduced the bike’s weight substantially, too, with the VFR(R)750F tipping in almost 45 pounds lighter than the original. Yet while the Interceptor expanded its race track credentials, it lost nothing in terms of comfort and all-round balance.

1990 VFR750F and RC30

With the simultaneous introduction of the RC30(TM) and the second-generation VFR750F, Honda’s 750 V-4 line split, as did its focus. The racier RC30, destined for Superbike and world endurance competition, featured super-sophisticated suspension components and more horsepower. The VFR750F shared many features with the RC30, such as a twin-spar aluminum frame with a Pro Arm(R) single-sided swing arm, and in some engine specifications even exceeded the RC30’s.

1994 VFR750F

Now in its third generation, the VFR750F came cloaked in all-new bodywork that took cues from Honda’s legendary oval-piston NR(TM)750. Underneath, changes to the V-4 engine and twin-spar aluminum frame provided more power and even greater handling precision, while reducing weight by almost 20 pounds. Those advances, plus the same balance the VFR had become famous for, helped the VFR750F keep its hammerlock on Best 750 awards among enthusiast publications.

1994 RC45

Honda’s latest street-legal racing weapon improved on the RC30 in every way. The RC45(TM) was lighter, faster, more compact and ultra-sophisticated, with broad-ranging chassis and engine adjustability. Its all-new V-4 engine utilized programmed fuel injection (PGM-FI) for more power and better throttle response, while the redesigned twin-spar aluminum frame offered increased stiffness and a more sophisticated suspension system for even sharper handling.

1998 Interceptor

Completely redesigned for 1998, the Interceptor once again redefined sport bike performance by solidifying the connection between race track and street. In fact, the Interceptor offered even more technically advanced features than the RC45, such as aluminum-composite cylinder sleeves and a pivotless Pro Arm chassis. And, just like the original, the 1998 Interceptor offered a breadth and depth of capabilities no other sport bike can match.

2002 Interceptor

For 2002, Honda recreated the Interceptor bit by bit, incorporating improvements into every facet while retaining the essential foundations. As a result, the VTEC(TM)-equipped Interceptor is now a markedly advanced, new-generation sport bike, and arguably the sharpest-edged street-going iteration yet. At the same time, Honda’s engineers also reconfigured the Interceptor so it could accept a set of Honda-designed accessories–including hard saddlebags–to create a top-rank sport bike with true cross-country abilities.



A Heritage Of Greatness – In Two Arenas

Beginning with its debut in 1983, the Honda Interceptor(R) earned landmark status in dual arenas, notching credentials as a sport bike with the uncanny depth of its street-going capabilities, as well as building its reputation as an all-out race machine. The Interceptor boasts a long list of World Superbike and AMA Superbike race wins and championship titles, plus a host of Best-in-Class and Top 10 awards garnered year after year from a wide assortment of enthusiast publications–glowing testimony to the extraordinary balance and overarching competence of the Interceptor’s design.

It’s a rare machine that can lay claim to such an enviable record over such a substantial span–now nearly 20 years–but in doing so, the Interceptor has truly become a legend in its own time. Moreover, this platform has also served as a technological showcase for Honda; innovative technology and extraordinary build quality have become the hallmarks of the entire Interceptor lineage.


The down side of such laudable accomplishments hit home with the small group of Honda engineers tasked with creating the next-generation Interceptor. How does one go about replacing an icon, especially one with such stellar abilities and broad-ranging excellence? What’s more, how does one go about retaining the Interceptor’s endearing character while improving most of the essential components within the whole machine? While the task was difficult, the goals were simple: Increase the Interceptor’s overall performance, while also expanding its role as a sport-touring machine.

To create the 2002 Interceptor, the development team recreated the basic machine, incorporating improvements into every facet of the new bike while retaining the essential underpinnings of the Interceptor legend. As a result, the 2002 Interceptor is now a markedly advanced, new-generation sport bike, and arguably the sharpest-edged street-going Interceptor yet. To maintain its legendary all-day-long comfort, Honda’s engineers retained the Interceptor’s same aggressive yet accommodating seating position. Engineers also reconfigured the Interceptor’s chassis to accept Honda-designed saddlebags, adding even greater cross-country capacity.


A common theme pervades all of Honda’s recent efforts toward revamping its entire line of motorcycles: Hone all edges to an ever-sharper state to establish class-leading performance levels. In terms of engine performance, adding displacement to the Interceptor’s 781cc V-4 engine would have risked the fine balance of size and weight the bike has enjoyed for nearly two decades. Extracting performance would be a more complex endeavor.

The classic hot-rodding approaches, such as hot cams and high compression, would have yielded distinctly narrow-focus results. Instead, Honda chose a more elegant engineering application by incorporating a VTEC(TM) valve train–a solution gleaned from Honda’s extensive bank of high-tech engine developments. In simple terms, the VTEC system allows the 2002 Interceptor to enjoy the high-velocity breathing advantages of a two-valve head at lower engine speeds, while retaining the high-flow characteristics of a four-valve head at high rev levels.

From the saddle, the rider enjoys a noticeably stronger torque curve from 3500 rpm to 6500 rpm compared to the previous Interceptor; the largest increase shows up at 5000 rpm, a whopping 10 percent gain in torque. The seat-of-the pants experience is just as rewarding. When the VTEC system kicks in at 7000 rpm, the engine really begins to howl and the tach needle soars through the heart of the powerband, rushing up to redline. (For more information on the VTEC system, see the VTEC feature in this press kit).

Changes to the Interceptor’s gearing add even more emphasis to the new bike’s acceleration. Compared to the previous model, the first two internal gear ratios are each 5.9 percent lower, which helps keep the engine on the boil under hard acceleration. Third, fourth and fifth gears are also lower, and the front countershaft sprocket is one tooth smaller to bias the overall gearing toward even stronger acceleration. Sixth gear, in turn, is now a true overdrive with a 0.966 ratio for easy freeway cruising. As a result, the 2002 Interceptor revs quicker and accelerates significantly harder through the gears than the previous model, yet still remains unruffled during day-long freeway jaunts.


A new silent-type cam-chain drive eliminates the noise produced by the previous gear-drive system while reducing weight significantly; the new cam drivetrain is 6.2 pounds lighter than the previous version. Instead of incurring a penalty in added fuel consumption for the boost in power, the VTEC Interceptor yields a significant net gain in the miles-per-gallon department. Furthermore, the 2002 Interceptor is an exceptionally clean-burning bike, thanks largely to its next-generation programmed fuel injection (PGM-FI) that incorporates four laser-drilled 12-hole injectors in place of the previous single-hole injectors; it’s the same technology used on the cutting-edge RC51(TM) and CBR(R)954RR. Proof of the Interceptor’s efficiency comes in its 50-state certification, and the fact that this remarkable engine easily meets the California Air Resources Board (CARB) emissions standards for the year 2008.


In the chassis department, a new, stouter, 43mm Honda Multi-Action System(TM) (HMAS(TM)) cartridge fork adds noticeably to front-end rigidity, and a strengthened subframe also aids chassis integrity. Net result: an even better platform, one that handles a rapid succession of directional transitions with aplomb while delivering excellent feedback to the rider.

The Interceptor’s next-generation triple disc brakes also enhance its sporting intentions, with superb power, feel and feedback. And Honda’s proven Linked Braking System(TM) (LBS(TM)) has been revised for even better stopping power under a wide variety of braking conditions. For those who demand the utmost in technology, Honda can also add an Anti-Lock Brake System as an option.


All of this added emphasis on cutting-edge engine and chassis performance makes the new Interceptor sound like it’s a better sport bike than ever before–and it is. However, don’t think these additional sporting capabilities have narrowed the bike’s focus. Instead, as an integral part of the redesign, Honda’s engineers gave the 2002 Interceptor long-distance capabilities that are broader than ever before.

For instance, consider the swoopy new center-up exhaust system. Granted, it increases corner clearance while lending a racier look, but more importantly this new plumbing arrangement opens up the rear quarters for Honda’s nicely integrated optional hard saddlebags. Extra space for routing the pipes was gained through the use of a swingarm that is 0.7 inch longer, which also enhances chassis stability while also adding a bit more room for pilot and passenger.

The 2002 Interceptor’s new, angular styling treatment carries over the theme found in Honda’s dedicated sport bikes, yet the new bodywork provides even better weather protection than the previous Interceptor. And striking styling points such as the quad-headlight nose not only add distinctive looks, but also serve a functional role for nighttime illumination as well.

Look at the 2002 Interceptor, and what do you see? Is it the back road sport bike for a new era? Is it a long-distance partner that specializes in secondary roads? How about this: Just consider the 2002 Honda Interceptor the ultimate street sport–and you pick the street.


About Michael Le Pard 9799 Articles
"Mr. Totalmotorcycle". Owner and Founder of Total Motorcycle. Supporting over Motorcyclists and Motorcycling for 23 great years. Total Motorcycle is my pride and joy and being able to reach out 375 million people has been incredible but I could not have done it without the support of my visitors, readers and members, thank you so much! You are making a difference to millions of riders worldwide. Thank you.

Be the first to comment

Leave a Reply