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A comfortable tourer that can cut it with most sports bikes
A bit expensive, but very few bikes compete in this class.The VFR has proved such a popular bike, we've put together the following pages:
I
managed to get a one hour test ride on the new V-TEC Honda VFR 800 at a
recent dealer day run by my local IAM group. This was the perfect
opportunity to ride the VFR and compare it against the Triumph Sprint ST,
while the experience of the sprint was still fresh. Obviously one
hour isn't really enough to do any bike justice, but was sufficient to
appreciate the main strengths and weaknesses. The particular VFR
I had included luggage and heated grips, which aren't standard equipment.
When you first mount the VFR you are very aware of the comfortable upright
riding position and relatively low set foot rests considering it's sporting
heritage. The instruments provided are both comprehensive and well
laid out, so that you can easily see the info that is most useful.
Even though I felt upright in the seat, the standard screen did an excellent
job of deflecting 90% of the wind away from my body at all legal speeds,
leaving just enough to provide some helmet ventilation. The seat
was firm and comfortable allowing me to relax and enjoy the bike rather
than dealing with the leg cramps that I usually get when riding a more
sports oriented bike than my own. As soon as you set off you notice
the rather entertaining growl that is distinctive to the VFR V4 engine.
The engine is torquey and smooth from low revs and was generally user friendly
throughout normal riding.
The first time I opened the throttle hard, I was initially worried about this V-TEC ‘bang’ that I had heard about which allegedly occurs when the engine transforms from an 8-valver to 16-valver. I’d heard that the additional power was difficult to get used to and made the bike harder to ride and predict. In my opinion this is simply not true. Yes the engine makes a different noise and yes there is a turbo/powerband like power delivery, but it never came in hard enough to impact my riding.
The VFR feels light and nimble through the twisties requiring very light pressure on the bars to make it lean, you certainly don’t get the impression that you are hustling a 213kg bike around. After a few minutes on the VFR I had enough confidence to move up through the group quickly, without worrying about the tight bends that were coming up. I also found the brakes very effective at scrubbing off speed although I never really new if I should touch the back brake or leave the linked brake system to manage it for me. While out on the open road I didn’t really notice any benefit of having this, although under an emergency stop I probably would have less risk of locking the rear, which is one of my occasional failings when riding in the wet. However, when returning to the gravely car park and slow riding the bike into a space I did notice the front dip slightly when using the rear brake, which is something that I wasn’t expecting.
Overall the Honda VFR is certainly deserving
of it’s king of the sport-tourers badge. The years of development
show through in the overall design of the bike, the excellent weather protection
and fantastic handling complement the smooth V4 engine that powers it.
However, it’s also guilty of being slightly bland to ride. I didn’t
have the same feeling of huge amounts of grunt out of the VFR that I’d
had from the Sprint. It also didn’t feel like it accelerated as quickly
either. On paper, if the figures can be believed, the VFR has roughly
10% less power and 5% more weight than the sprint although top speed is
another 8mph faster. In 8-valve mode I couldn’t help wondering if
the extra fuel efficiency might not be worth the hassle either.
|
A comfortable tourer that can cut it with most sports bikes
A bit expensive, but very few bikes compete in this class. |
Honda
have somehow maintained their market niche for the VFR. One thing
you notice right away is that there is no engine cc decal anywhere on the
VFR. There is only one VFR after all. It also implies something
more, which is that maximum horsepower is not what the VFR is about.
It is a highly refined product. The design goals are practicality
and comfort but with good sporting credentials. The heart of the
VFR is the V4 power plant. It seems to be just one of those engines
that people love. I heard someone refer to the sound as like a 'small
block chevy V8'. I'd always thought it sounded like a V8 but I almost
felt embarrassed saying so, now I had confirmation. It rocks literally
at low rpm rather than vibrates and is generally very smooth throughout
the rev range. The engine although it will pull from 2000 rpm in
lower gears is only really comfortable at 3000 rpm in top gear. The
torque spread is very good although it loves to be revved. If you
want to go fast the gearbox needs to be used and yes, at 7000 rpm the second
set of valves cut in and so maintaining the engine near this area is necessary
if you want to engage warp drive. Sports riding does require the
use of the gearbox anyway, in order to maintain control and optimum balance
through use of engine braking and so revving it comes naturally.
The VTEC for or against argument I wont enter into. Suffice to say
it is fun as it is and the engine has loads of character. I find
the power more than adequate for a sports bike even with my frequent amnesia
regarding the local speed limits! It is hard to keep the front wheel
down rabbiting from the traffic lights. I had a ZZR1100 before and
I felt the power was a bit academic. I mean it is fine in a straight
line but it reduces the experience to numbers on a dial. In the real
world, high speeds are just dangerous without any compensating adrenaline.
I find it boring to be honest. The adrenaline times on my bike are
the twisties where this bike shines. The fastest I have had it is
180kph. When I was younger, I would have wound it out to 240kph the
first month I had the bike but well there you go. The economy of the engine
is average. I average about 48 mpg with 52 mpg the highest I have got and
42 mpg the lowest. The throttle response is excellent. So good you
never think about it in fact. I only mention it in that it seems
to be a problem in some bikes.
The colour is, for me, important.
Red is a passionate colour but a bit showy for some people. You notice
the Italians love red. This bike is brilliant italian red.
Bella Bella! I like the looks. Risque, perhaps, and showy but
it is distinctive. The bike comes in for some criticism for its weight
but it dances like a ballerina in the twisties. It allows braking
in corners and changing lines, no problem. It is also remarkably
stable with firm but highly effective suspension. The steering is
dead neutral and very easy to turn. I have hit some huge bumps, series
of them at over 160kph and not the slightest skipping out or head shake.
I pissed blood for a week, but hey these were big bumps. Okay just
kidding but the suspension has to be firm if you want to handle roads in
the real world. Yesterday, I spoke to an owner of a nice yellow 996 Ducati.
He commented how he hated the road through the Royal National Park. I,
meanwhile, was still smiling all over after just having one this road not
five minutes before. He said the back wheel kept skipping out on
the bumps and bashed his kidneys about so much that he'd given up going
fast through there. In the next sentence he commented how comfortable
this bike was going to Phillip Island for the Grand Prix (about 1000k)
sometime earlier. I think it is fair to say, the Ducati sucks comfort
wise and even their owners cry sometimes from the pain but they're too
tough to admit it. This is the difference between image and reality.
A bike, like a car, has to have suspension tuned for real world riding.
That is crappy roads. This is necessary for safety as well as comfort. 
The riding position is on the sporty side. Yes, really! It is a good compromise. The posture is one that makes you feel that you are on a sports bike but it is still comfortable. I find there is a bit too much weight on the wrists in the city. In the country though, the position is pretty well perfect. The pegs are still quite high up on this bike which compromises comfort a bit but generally it is OK and it ensures that there is heaps of ground clearance for any level of sane riding. The fairing gives excellent protection with no detectable buffeting. The helmet and shoulders are in the wind but you'd have to be going very fast for this to be a problem.
The
dual combined braking system comes in for some criticism from some journos.
I regard the brakes as one of the bike's best features. The System is powerful
enough to emergency brake with two fingers on the lever, yet it has lots
of feel as well as power. The system seems to greatly reduce front
fork dive, helping maintain stability even under heavy braking. I
use the front brake a lot in corners too without problems. I only
use the rear brake in emergency braking. The headlights on the bike
are excellent, even outstanding, although I had to adjust them myself as
the dealer got the aim wrong. There are two slots for headlight adjustment
under the fairing. Ignore these! It is easier just to get at
the adjustment wheel directly with a screwdriver. The side stand
on the bike is pretty average too while I'm being critical! There
is overall not much to criticise on the bike. Better rear suspension
ease of adjustment (cured if you have the ABS model) and easier/quicker
headlight adjustment would be nice.
|
Practical and comfortable with good sporting credentials
Better
rear suspension ease of adjustment needed |
This information on this site should be taken as a guide only and is open to interpretation. You should consult one of our qualified instructors for more information about any of the advice given. RAE cannot accept responsibility or liability for accuracy, clarity or your interpretation of this information.