All Duels – Duel F800GT Vs VFR800: specific species – … to practice!

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Duel F800GT Vs VFR800: special species

All Duels - Duel F800GT Vs VFR800: specific species - ... to practice!

In addition to a similar displacement, the BMW F800GT and the Honda VFR800 VTEC share the same program: comfortable but dynamic, these motorcycles mix genres in favor of versatility. But in the end, who are these queens of compromise for? ? Duel.

… to practice !

In theory, therefore, the BMW F 800 GT and the Honda VFR800 VTEC intend to square the circle by making it possible to effectively overcome short journeys as well as traveling far, quickly and comfortably. But in practice, this enticing program involves some compromises…

In town, for example, the inability to slip an approved U under the BMW saddle and the absence of a storage compartment – or even an electrical outlet – on the two models is proving annoying. Transmission by chain of VFR is also a factor (practical and economical) to be taken into account. Finally, if both motorcycles offer excellent rearview, the length of the branches of their mirrors requires attention during an urban gymkhana..

We console ourselves with their adjustable levers, their well-designed and soft saddle and their accessible warnings control. Clear and legible instrumentation is also one of their strengths: special mention to the BMW on which you scroll with your left thumb a host of information such as average and instantaneous consumption, the gear engaged, the outside temperature and the time … Provided, naturlich, to choose the option "Board computer" at 155 euros !

Because of origin, the console of the F800 GT in no way outclasses that of the VFR800, which displays – as standard – the fuel level, the engine and exterior temperature, the time and two partial trips. The Honda only lacks a gear indicator and a handlebar control (read the full list of practicalities and equipment on the next page). Not bad for a motorcycle accusing ten pins !

However, the BMW has other qualities to emphasize in built-up areas, particularly in terms of approval and comfort. Typically roadster, its wide handlebars and fixed in height is first of all much more restful for the wrists than the half-handlebars of the Honda. Although generously raised above the top crown, these require a slight tilt of the bust which remains perfectly straight on the F800 GT..

The VFR800’s taller and set back footrests, along with the larger width of its engine and 22-liter fuel tank, don’t make low-speed maneuvering easy, either. Finally, its greater turning radius and heavier steering, the heat given off by its V4 in traffic jams and its lower availability (it knocks under 2500 rpm when the twin resumes without hiccuping) do not make it an excellent motorcycle. Taxi !

More agile and less restrictive, the F 800 GT also benefits from its much lower weight (213 kg with 90% of the full against 249 kg all full facts) to eclipse the VFR800 VTEC in town. And this, even if its gearbox and its injection are less pleasant than on board the Honda: the German selection is drier and noisier and slight jolts are noticeable on the go-around..

Higher in the towers, it is the tingling felt in the hands and feet that disturbs. While the V-four is virtually free from all forms of vibration, the Rotax inline-twin produces enough to be annoying from 5,000 rpm, or 140 km / h in sixth (130 km / h at 5500 rpm in 6th on the Honda). Battery at cruising speed on the fast lane…

At this pace, the protection of the two motorcycles admits its limits: the legs are far from being completely sheltered, while the shoulders and a large part of the helmet are exposed. Despite its higher bubble, the F800 GT does not score decisive points at this level because the bust is naturally more exposed due to the more upright driving position. And in winter, that BMW and Honda neglected the interest of an adjustable windshield is quickly regretted !

On the other hand, the choice of the components of the suspensions and their effectiveness could not be called into question neither on the German, nor on the Japanese. Despite its non-adjustable fork, the BMW F800 GT combines precision and comfort at the front, while its rear element offers the same successful compromise. As on the VFR800, the rear preload can be adjusted via a practical and accessible knob located under the saddle (behind the rear right footrest on the Honda).

As an option, the F 800 GT can also receive a simplified form of the ESA, the device for electronically adjusting the suspension setting. On this version, only the rebound and compression of the rear shock absorber are concerned: the pilot intervenes on their parameters by choosing between three modes (Comfort, Normal and Sport) via the "ESA" button installed on the left stalk.

On the VFR800 VTEC, no electronic suspensions: just a fork and a quality shock absorber whose actions are perfectly coordinated. Very comfortable, these suspensions absorb all the irregularities of the bitumen and mass transfers, while offering enough sportiness to the most players.

And sportiness, the Honda does not lack thanks to its engine with two faces! With its maximum torque value perched high (80 Nm at 8,750 rpm), the V4 is mercilessly jettisoned at low and mid-range by the 86 Nm of torque available from 5,800 rpm for the BMW. Then the situation changes, and the Honda engine begins a much more aggressive register….

At 6800 rev / min exactly, its variable VTEC timing kicks in and sets in motion the eight valves which have remained "on standby". Even if the transition from two to four valves per cylinder was softened in 2006, the effect is still noticeable on the handlebars: the Honda suddenly rushes forward and leaves behind an F800 GT yet voluntary in the towers.

Verdict: the choice of reason

Fun or annoying depending on taste, the VTEC device has the advantage of infusing character to Honda mechanics, which is no longer so common in the production of the winged crest.

"Sportivo-GT" bikers will also appreciate that this living engine takes place in a sharp chassis: the VFR800 VTEC benefits in particular from greater directional precision than the F800 GT. It also remains welded to the desired trajectory, even while maintaining the stress on the front following a late "release of the brake"..

Its braking also offers greater bite and overall efficiency greater than that of the BMW. On the F 800 GT the lever grip is a bit spongy, while the absence of coupling highlights an ABS that is quicker to come into action (especially at the rear) than the very advanced Honda integral system..

On the other hand, there is no doubt that the superior availability and the fuller and more linear acceleration of the BMW twin-cylinder give it more versatility and general pleasure. Especially in duo, where the "on / off" aspect of the V4 does not favor a casting.

And as the engine of the F 800 GT is much more fuel-efficient (5.4 l / 100 km on average against 6.7 l / 100 km during this test) and that almost 2,000 euros separate the two motorcycles, the BMW is imposes as the reasoned and reasonable choice of this comparison.

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