2014 Honda VFR800F: PH2 Review
VTEC kicks back in, thankfully more smoothly than it used to
Totally indestructible mechanically (VFR is generally accepted to stand for Very F**king Reliable), the original 1986 bike also surprise more than a few sportsbike riders of the day. As well as GP stars. Not only did Ron Haslam rock up on a totally stock VFR at the 1986 Transatlantic Trophy race at Donington and finish in an amazing third spot against the likes of Fred Merkel and Kevin Schwantz, the VFR even finished eighth at the Suzuka Eight-Hour race! But the motorcycle market is an ever-evolving place and of late, Honda's iconic VFR has been left somewhat out in the cold.
Latest tech brings the VFR up to date at last
After increasing the VFR from 750 to 800 and adding fuel injection in 1998, in 2002 Honda totally revamped the VFR to launch the VFR800 VTEC, which is when things took a turn for the worse. The VFR's incredible popularity was hit hard by a fairly poor VTEC system that ruined the V4 engine's legendary smoothness. Aimed at boosting mid-range, VTEC turned the VFR's four-valve head into a two-valve head below 7,000rpm. This was achieved with a slide pin controlled by oil pressure that disabled one inlet and one outlet valve per cylinder.
By making the engine a two-valve motor at low revs, Honda boosted the VFR's bottom end. In theory it was very clever, in practice the transition between two and four valves was jerky and irritating. Although Honda updated the system in 2006, the VFR's sales dropped off as sports tourers fell out of fashion and the VFR's reputation was tarnished. However, with 75,000 units sold throughout Europe, a strong VFR fan base still existed. So, while most assumed the VFR would fizzle out and die, for 2014 Honda has actually totally revamped its sports tourer.
A new generation of VFR
When the pictures of the new VFR appeared, most assumed it was the old bike with a new fairing slapped on as a cost saving exercise. As it turns out, this isn't true. While the V4 engine is basically unchanged bar a few ECU and VTEC tweaks, and the frame is also identical, the rest of the bike is totally fresh. Although the styling is now influenced by the retro rather than the modern.
Honda is aiming the new VFR mainly at current VFR owners. As the older VFR was so popular and reliable (and the updated bike not that well received), the 2014 VFR is styled to look more like the older VFR800Fi model to tempt riders to trade up. Basically, the old 800 is so damn reliable, owners don't get rid of them, so Honda have made a modern VFR that looks like the older bike but performs considerably better thanks to new technology!
With this in mind, the outgoing generation's underseat pipes are changed for a single side mounted item (saving 5kg), the swingarm gains a brace, forks are increased in size and now have radial calipers and the riding position is slightly altered. However it is the electrical systems that really set the new VFR aside from older generations. As well as ABS, the VFR now comes with traction control, a redesigned dash, LED lights and heated grips as standard as well as the option of a quickshifter. Yep, seriously, the VFR is the first Honda to come with a quickshifter - have that Mr Fireblade!
Jon at pains to point out it has a centre stand
Although the original VTEC system was pretty poor, Honda has evolved the technology and on the 2014 bike it performs perfectly. In two-valve mode the V4 provides smooth torque with a quiet exhaust note before the VTEC changes the engine's character at around 7,000rpm as the two previously redundant valves become operational. Those who claim the VTEC is jerky will have only ridden the original generation and from the 2006 update onwards it is pretty good system that adds some character to the bike.
On the 2014 VFR it is even better and you can't actually feel the transition between two and four valves; the only indication now is a change in sound and a nice dollop of extra power. There is no snatch and it enhances the good points of the V4 engine rather than create annoyance. I'm still not 100 per cent convinced it is necessary but where before it was a pain it is now something you just accept is there and forget all about. Which is a similar story to the new electronic systems.
Although I felt the radial brakes were a bit lacking in initial bite, there is no doubting their power or the effectiveness of the ABS system. Honda does ABS very well and it's good the VFR doesn't have linked brakes as I'm not a huge fan. What I do like, however, is the new traction control system.
Honda uses a slightly different way of cutting power on the VFR than other manufacturers' TC systems and when it does kick in, the power reduction is pleasingly gentle. Over slippy pedestrian crossings the TC simply put a gentle lid on the power, rather than slam the power taps off, which was nice. If not quite as effective as equivalent sportsbike systems it's perfect for the VFR, though why Honda added a disable button is a mystery. Wheelies don't seem a very VFR thing to be doing and the horrible TC off switch looks an afterthought on an otherwise fairly tidy set of switchgear.
A welcome return to form for Honda's V4 VFR
Having defined the sports tourer class way back in 1986 when it was first launched, it comes as no surprise that the latest version is very accomplished both in the bends and on straights. The new seat is even more padded and the riding position very comfortable with low pegs that don't compromise ground clearance. The screen is a touch small, but this is a sports tourer after all, which is why pannier mounts are now integrated into the tail unit.
Show the VFR a set of bends and it feels, well, typical VFR. Initially it gives the impression of being a bit long, but this is just a VFR feeling and when you get going the Honda is a very good handling bike. Rather than super agile like a sportsbike, the VFR is instead steady, controlled and reassuring in the bends. It a smart handling bike with the emphasis on stability rather than pin-point precision, which is no bad thing at all in my book. The quickshifter actually performs very well, making smooth gear changes whatever the revs while the new self-cancelling indicators, err, self cancel. Although sometimes a bit too soon...
Worth the wait?
It has been a surprising 12 years since Honda thoroughly updated the VFR and this new bike is a worthy successor to the VFR name. I reckon it is the best VFR to date as it manages to blend handling, practicality, comfort and now looks and electronic gadgetry together into one seamless package. I could criticise the fact the dash wobbles when you touch it and the horrible TC on/off button, but overall the level of quality, precision and simply good old fashioned build quality the VFR has goes a long way to justifying its £10,499 price tag. I'm certain current VFR owners will be wanting to upgrade, however will it attract a new generation of VFR owner? It deserves to, however with sports tourers falling out of fashion and adventure bikes taking over, I have a terrible feeling that fashion-conscious riders will overlook this brilliant bike. And yes, just in case VFR owners are wondering, the centre stand does come as standard...
2014 HONDA VFR800F
Engine: 782cc V4
Power: 106hp@10,250rpm
Torque: 55lb ft@8,500rpm
Top speed: 145mph (est.)
Weight: 242kg (wet)
MPG: 54mpg (est.)
Price: £10,499
A quick vid here - look out for Spiderman on a bike!
It's a little disappointing that after a long wait the looks are no great evolution. In fact the headlight set up looks more akin to the first 800i
What was disappointing was the video and pictures in this story though. No side shots, rear shots, storage shots etc.. But three minutes of the arguably dull front. Oh and the centrestand, which is like every other VFR
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