Honda's sixth-generation V-four traded gear-driven cams for an injection of variable valve-timing trickery. In theory, VTEC gives you a torque-heavy eight-valve V-four from idle to 7000 rpm, where it breathes through all 16 for maximum thrust. In practice, an unseemly dent in the midrange and a little rush at 7000 rpm wrinkled what had been perfect power delivery. Live with that and you get exceptional fuel delivery, minimal vibration, a wider, firmer, more comfortable seat with room for two, plus 200 miles or so between fuel stops. In the minus column, hard parts kiss the deck fairly early under an aggressive rider, and a lean/green fuel mixture generates lots of engine heat. We've seen 220-degree coolant temps in heavy traffic, even on mild spring mornings. Most of the VFR's problems are heat-related, including an '02 recall to fix a critical ground connector that could wilt in it. Some bikes develop an appetite for thermostats. The regulator/rectifier can go south, as can the stator, so check all that. Valve adjustments are expensive as well, when the time comes. So? If long, fast weekends on the road are more tempting than track days, and the impending VFR1200 is too much, this is your Interceptor.