Home 2014 2014 Honda VFR800 Interceptor

2014 Honda VFR800 Interceptor

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2014 Honda VFR800 Interceptor. After a five-year absence, the popular Honda VFR800 Interceptor makes a return to American Honda’s 2014 line-up. Phased out in 2009 and replaced by the bigger VFR1200, the “little” VFR is back and it’s back with traction control as a standard feature.

This new 2014 Honda VFR800F was unveiled at EICMA but, until now, was not available for the U.S. market. This new machine is based on the last-gen VFR, last sold in the U.S. as a 2009 model.

The 2014 Honda Interceptor’s styling is clean and purposeful. The NACA ducts on the side pay homage to previous generations of VFR

2014 Honda VFR800 Interceptor-Red Rear

Honda is designing machines conservatively these days, at least from the development-cost perspective. Which is why the Interceptor’s frame and engine carry over largely unchanged from the previous VFR.



Before you ask, yes, this new bike is still equipped with Honda’s controversial and now out-moded VTEC variable valve timing system. So equipped, the motor has a noticeable kick in the powerband when the valve duration and lift is altered to deliver more performance.

The 782cc liquid-cooled, 90-degree V-four engine of the VFR800F has been subtly massaged for better low-end torque and a smoother VTEC transition. Credit here goes to the different cams, new exhaust porting, longer intake velocity stacks, and revised PGM-FI tuning, while new air guides above the upper radiator and the engine’s left side direct cool air to the airbox intake. Speaking of radiators, the new Interceptor now has conventional front-mounted twin radiators instead of the previous gimmicky side-mount units, which results in a decrease in overall width by almost 1.5 inches.

VTEC settings have also been modified. Instead of making the two-to-four-valve transition at 6,400 rpm, the newest Interceptor now makes the change between 6,700 – 6,800 rpm in order to smooth the power during the swap between valve arrangements. Down below, the previous 4-into-2-into-1-into-2 underseat exhaust has been jettisoned in favor of a more traditional (and logically lighter, by 11 pounds) under-engine 4-into-2-into-1 exhaust. The new exhaust also permits a smaller and lighter catalyzer to be fitted because it can be mounted closer to the exhaust ports.


Chassis and Frame

Honda also made it a leaner Interceptor, shedding 6.6 pounds from its aluminum subframe and another 15 pounds via its single-pipe exhaust.

Although the main triple-box-section twin-spar aluminum frame is unchanged, the Interceptor’s single-sided swingarm is new, featuring a strengthening spar running across the top. With no weighty underseat exhaust to support, a new 4.4-pound-lighter die-cast aluminum rear subframe is fitted; this also reaps the added benefit of a narrower midsection (and thus, a narrower front portion of the seat) to permit an easier reach to the ground for the rider’s legs. That seat is now adjustable and features thicker padding, with the height changeable from 31.8 inches to 31 inches.

Over that bike, this new one ditches the dual, side-mounted radiators in favor of a single, front-mount arrangement. Combined with a new, lighter single-sided swingarm and lighter subframe, that drops weight by 22 lbs to just 529 lbs fully-fueled.

Another modern touch to the new Interceptor is its digital instrument display in addition to its LED headlight and taillight. The new instrument panel is much improved, with dual LCD info panels bracketing a large analog tachometer. Information displays are not switchable from the handlebar (you have to press the buttons on the dash), which is a little disappointing in this day and age of integrated systems.

2014 Honda VFR800 Interceptor-Dash View



The front brakes also get an upgrade to radial-monobloc calipers.

2014 Honda VFR800 Interceptor-Front Disk


The twin-spar alloy frame is identical, though it does carry a new diecast-aluminum subframe instead of a steel-tube affair. It can do that because the exhaust system is now a rational single low pipe instead of the heavy, heat-casting under-seat affair it had before. An underbody bulge houses the catalyst, which helps keep its weight and heat transfer low in the chassis, away from your tender bits. But all the important stats like rake, trail, and wheelbase are all the same.

2014 Honda VFR800 Interceptor-Red Left

Price and Specifications

Price $13,499
Engine type l-c 90° V4
Valve train DOHC, 16v
Displacement 782cc
Bore x stroke 72.0 x 48.0mm
Compression 11.8:1
Fuel system EFI
Clutch Wet, multi-plate
Transmission 6-speed
Frame Aluminum twin-spar
Front suspension Showa 43mm fork adjustable for spring preload and rebound damping
Rear suspension Showa shock adjustable for spring preload and rebound damping
Front brake Dual Tokico four-piston calipers, 310mm discs with ABS
Rear brake Tokico two-piston caliper, 256mm disc with ABS
Front tire 180/55ZR-17 Dunlop Sportmax
Rear tire 120/70ZR-17 Dunlop Sportmax
Rake/trail 25.5°/3.7 in.
Seat height 31.0/31.8 in.
Wheelbase 57.4 in.
Fuel capacity 5.6 gal.
Wet weight (claimed) 536 lb.
Colors Red, Pearl White
Available Now
Warranty 12 mo., unlimited mi.


2014 Honda VFR800 Interceptor-Red


The 2014 Honda VFR800 Interceptor MSRP is $12,499 for the standard model and $1000 more gets you the Deluxe at $13,999. It comes in two colors options: red and pearl white.

Gallery 2014 Honda VFR800 Interceptor