2003 Honda VFR 800 V-TEC RC 46 II

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Perfectly embodying the ideal compromise for the sport-GT category, the VFR has enjoyed glorious success since its inception in 1986. In addition to its remarkable design, its reputation has also been built on its indestructible engine. A V4 from the sporty RC 45 (on the 800 FI), with distribution by cascade of pinions. A reinforced concrete block, capable of exceeding 100,000 km while laughing. And then, Triumph released a certain Triumph Sprint ST, a machine that managed to trip the VFR. So Honda rolled up its sleeves.

For the new generation, the casing has been completely revised. From the angle, the style, more sportiness, more fun, the bike has gained in sex appeal. Do these angular shapes remind you of anything? Look to Italy. The pencil stroke has some similarities with the design of the Aprilia Futura. But the Japanese one is more successful. The architecture of the engine is reflected in the shapes of the bike, with very pronounced Vs. Moreover, on the engine side, the engineers opted for a technological transplant. The engine inherits from V-TEC. The what ? A valve lift control system. To simplify, below a certain speed (6800 rpm), only 2 valves per cylinder operate. This is supposed to improve torque and reduce fuel consumption. Beyond that, the 4 valves come into action, allowing the VFR to regain the full health of a multi-valve. Awesome, right!?! What about the reality ?
Even before judging the temperament of the mill, the first kilometers reveal something strange. Sitting differently? No – the driving position is the same as that of 1998. Good point, because it is of excellent consistency in this category. The dashboard ? It gains a second digital window where speed, exterior temperature, ABS warning light are displayed … but no, that’s something else. The noise ! The whistle of the cast has disappeared; because from now on, it is a chain which replaces the cascade of pinions. However, the VFR is not without vocalizations.
The revs are made in a soft sound up to 7000 revs. Then, the V-tec is triggered and transforms the refrain into a sports melody. Tripant! The ear is flattered but the sensations diluted. The transition from 2 to 4 valves is smooth. No effect on flexibility either. Most of the change can be seen in performance: the new VFR does better in acceleration and pick-up than the old one. But is this only due to V-tec? Because the transmission has also changed. The last 4 gears have been significantly lengthened and the gearbox output pinion loses a tooth. Let’s reassure the fans: the bike retains that typical ease and efficiency that have allowed it to build its reputation..
Easy, rigid, comfortable while being rigorous, the machine can be driven with ease. A real treat. Cool driving or sport, nothing scares him, everything is allowed.

Impeccable handling, remarkable suspension work, praise could scroll as far as the VFR takes you. The only point that is slightly behind is agility. With its extended wheelbase, the new is a little worse off than the old one. And by quibbling a little more, we will note that the general comfort drops a little notch. This is not enough to worry about the formidable general qualities. By braking, we see that the motorcycle has changed its way of acting. Thanks to new CBS management laws, braking acts more on the front. A more sporty way to get into the curves for fans of wringing a handle.

Overall, the VFR remains a VFR. By closing your eyes, you would hardly see any difference in driving. So much the better, its design makes it one of the best machines today. She gained sex appeal, a melody in 2 octaves and a more efficient braking.

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Prices

11,700 €

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Opinion

on 47 opinion
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Replaces

VFR 800 V-TEC RC 46 II 2002

Model marketed in

2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013

Performances

• Max speed:
  about 240 km / h

The technical aspect

2003 Honda VFR 800 V-TEC RC 46 II

• Frame
• Frame: double aluminum beam
• Tank: 22 liters
• Seat height: 805 mm
• Length: 2120 mm
• Width: 735 mm
• Height: 1,195 mm
• Wheelbase: 1,460 mm
• Dry weight: 213 kg
• Weight in running order: 251 kg

• Train before
• Telehydraulic fork Ø 43 mm, deb: 109 mm
• 2 discs Ø 296 mm, 3 piston calipers
• Front wheel:

  120/70
  – 17

• Transmission
• 6 speed gearbox
• Final chain drive

• Rear axle
• Pro-Arm single-shock swingarm, deb: 120 mm
• 1 disc Ø 256 mm, 3 piston caliper
• Rear wheel:

  180/55
  – 17

• Motor
• 4 Cylinders
  in V at 90 °
  , 4 stroke
• Cooling: Liquid cooling
• PGM-FI injection
• 2 ACT variab distribution
• 4 valves per cylinder
• 781 cc
  (72 x 48 mm)
• 106
  ch
  at 10,500 rpm
• 8 mkg
  at 8,500 rpm
• Weight ratio /
  power
  : 2.01
  kg / hp
• Compression: 11.6: 1
• Crit’air:

Detached pieces

exhaust
motor
fluid
electricity

filtration
braking
chain kit

Competitors

Aprilia SL 1000 FALCO 2003

BMW R 1100 S 2003

Gallery

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