Table of contents

• Second hand advice Honda VTR 1000 F Firestorm Quiet
• Technical data – Honda VTR 1000 F
• Used purchase: Honda VTR 1000 F
• Reader experiences – Honda VTR 1000 F

counselor

Used purchase

Second hand advice Honda VTR 1000 F Firestorm

Second hand advice Honda VTR 1000 F Firestorm
Quiet

In the competition for the most perfect one-liter V2, Honda has the edge with the cultivated and quiet VTR-1000 engine. However, the high quality is reflected in high used prices.

Peter Limmert

07/19/2000

After its debut in 1997, Honda quickly took the top spot in the big V2 league with the VTR 1000 F. And that in spite of the Suzuki TL 1000 S, which was pushing onto the market at the same time, whose disastrous start with drive and engine problems within the first year made Honda’s desired sales success much easier.
A VTR from the Schwabengarage Stuttgart was available to MOTORRAD for the test drive, first registration March 1998 with almost 11,000 kilometers, which is offered for 15,400 marks. In private advertisements, used Firestorms are usually traded a little cheaper, while large parallel importers offer brand-new VTRs, born in 1999, for the same price.
As soon as the engine is started, it is noticeable how civilly and quietly the 1000 cm³ V2 expresses its life. From 1500 rpm, the engine, whose choke is still located directly on the lower left frame strut, accelerates smoothly in first gear. In stop-and-go traffic, the driver quickly learns not to turn the throttle too excessively when starting off. Because the clutch on this example comes late and, when the speed rises above 3500 rpm, engages with a slight jerk with a surprising forward thrust.
Otherwise the VTR 1000 F can be driven without any problems. As is typical for Honda, all the fittings are conveniently at hand, and the clutch and brake are easy to operate. Whereby the front brake, despite sufficiently large double discs and four-piston calipers, deliberately does not belong to the generation of two-finger brakes as in the CBR 600 or 900 from the same company.
Only the position of the two-part handlebars is not particularly ergonomic, the wrists quickly hurt. The two stubs, actually flanged at a comfortable height above the fork bridge, are cranked too far outwards and too much downwards. Criticism also of the fairing: Already from a speed of 120 km / h, i.e. just under half of the VTR’s top speed, it hardly protects the upper body from the wind, even for short drivers.
The suspension is very comfortably sprung for a sporty tourer, certainly a boon on a long holiday tour, but for sporty driving or two-person operation, the front fork could be designed to be tighter. Speaking of a vacation trip for two: Especially with slightly larger passengers, there will be little fun on the Spartan pillion seat.
The rather unspectacular nature of the performance is extremely convincing. Between 6000 and 8500 rpm, the engine mobilizes its power reserves without disturbing vibrations, pushing forward emphatically and confidently. In contrast to the thundering competition from Bologna or the Suzuki counterpart, to enable jolt-free response even at low engine speeds, the Honda designers work with intake funnels of different lengths for the two generously dimensioned 48-millimeter Keihin carburettors and use different timing for the front one and rear cylinder.
In MOTORRAD’s long-distance test, there was nothing to complain about after 50,000 kilometers of the engine’s ingenious inner workings. The 90-degree V-Twin left the impression that it could survive at least the same distance again without an overhaul. Honda has made little changes to the Firestorm since its appearance: from 1998 an unregulated catalytic converter migrated into the exhaust system, and from the 2000 vintage the front brake discs became slightly lighter.
VTR drivers can find lots of practical tips on the Internet at www.vtr1000.de on the homepage. Both sports and touring riders often rely on an ergonomically more favorable handlebar position, the accessories trade offers more pleasant cranked parts from 350 marks upwards. The windshield can be improved up to around 160 km / h using a sports screen with a short spoiler edge from MRA-Klement, phone 07663/93 89 0, costing 149 marks.
A nuisance from model year 1998 is the tank filler neck, which has been narrowed so that only the nozzle with a smaller diameter for unleaded fuel fits. Since a flap that closes automatically by a spring was also installed, the tank ventilation no longer works and the refueling process is ended a few liters too early. And that with the already very small range of the VTR. This can be remedied by bending the lid inwards so that you can easily refill the remaining quantity.
The Firestorm is officially only offered with 98 hp in Germany. With the popular dethrottling to 110 hp, mostly only the covers in the intake manifold are removed, actually another nozzle for full load on the highway or race track and an additional control unit for 366 marks is due: What is not mentioned in the official specifications, however, are other compound needles that are intended to significantly reduce consumption.
A real offer from Honda for a larger radius of action would undoubtedly be a larger tank. And with injection, which also enabled a regulated catalytic converter, the VTR would perhaps consume less fuel. That would kill three birds with one stone, which would bring the quiet step further forward.

Technical data – Honda VTR 1000 F

VTR 1000 F

Technical specifications

engine

Water-cooled two-cylinder four-stroke 90-degree V-engine, two overhead, chain-driven camshafts each, four valves per cylinder actuated by bucket tappets, Keihin constant pressure carburetor, 0 48 mm, contactless transistor ignition, displacement 996 cm³, rated power 72 kW (98 PS) at 8500 rpm, six-speed gearbox, O-ring chain, electric starter.

landing gear

Bridge frame made of aluminum profiles, load-bearing motor, telescopic fork, stanchion diameter 41 mm, with adjustable spring base and rebound damping, two-arm swing arm made of aluminum profiles, central spring strut with lever system, with adjustable spring base and rebound damping, double disc brake at the front, four-piston calipers, floating brake discs 6 mm, 0, 0 29 mm 220 mm, cast light alloy wheels, spring travel front / rear 109/124 mm

mass and weight

Seat height 790 mm

Tank capacity / reserve 16 / 2.5 liters

Weight with a full tank 216 kg

Service intervals every 6000 km
Test values

Top speed 239 km / h

Acceleration 0-100 km / h 3.2 sec

Consumption 6.8 liters

Fuel normal
Spare part prices

Lintel parts
Clutch fitting 366 marks
Handbrake fitting 258 marks
Handlebar half 187 Mark
a rearview mirror 113 marks
Indicator front 109 marks
Speedometer 452 marks
Tachometer 374 marks
Fork tube 251 marks
Front fender 117 marks
Front wheel 826 marks
a muffler 828 marks
Tank, painted 916 marks
Frame complete 2589 marks
Cladding:
Upper shell 234 marks
530 marks per side panel
Disk 294 marks

Wear parts
Chain kit 352 marks
Front brake pads, complete 110 marks
Clutch linings, a set of 244 marks
Front brake discs 1067 marks
Air filter 76 marks
Oil filter 15 marks
Control unit (with dethrottling) 947 marks
Strengths and weaknesses

Strengthen

Cultivated, elastic engine

Track-stable, manoeuvrable chassis

Serves sports and touring riders

weaknesses

Too small a radius of action

Sparse wind protection

Soft front fork test in MOTORRAD1

Test 6/1997

Comparative test 7/1997

Comparative test 12/1997

Tried 4/199

Comparative test 11/1998

Long distance test 17/1998

Comparative test 23/1999
Tire approval type ____

front back
120/70 ZR 17 180/55 ZR 17
Dunlop D 204 FK / K
Michelin Macadam 90 X / XG
Bridgestone BT 56 F / R
Bridgestone BT 57 F / G / R
Metzeler ME Z1 front / ME Z1
Pirelli MTR 01/02

\ Footnotes: \ 1Tests can be ordered from the publisher, telephone see box on page xxx.

Used purchase: Honda VTR 1000 F

After Honda was able to easily distance its competitor Suzuki TL 1000 S, which was afflicted with chassis weaknesses and engine problems, right at the debut in 1997, the prices for used Firestorms are correspondingly stable at a high level. The Schwacke list noted: year of construction 1997 (27,500 kilometers) 10,600 marks; 1998 (19,100 kilometers) 12,100 marks; 1999 (10,700 kilometers) 10,600 marks. In the three and a half years of being on the market, around xxxx units have been sold so far. The immediate competitor, of course, remains the TL 1000 S, whose initial weaknesses have been remedied since 1998. Another adversary comes from Italy: Ducatis ST 4. A MOTORCYCLE long-distance test is currently clarifying whether the four-valve engine of the 916 in sports touring trim also combines its fascination with reliability and comfort.

Reader experiences – Honda VTR 1000 F

The look and handling of my VTR, which I bought in 1997, inspired me from the start. I swapped the original exhaust system for a Bos with ABE. Now the sound also satisfies me. After the first inspection, the engine was de-throttled by removing the reducing rings in the intake tract. In short: a very reliable machine, a good seating position for 1.72 meters, a powerful motor with a robust V2 sound, good brakes, little tendency to pitch, consumption (between 6.5 and 7 liters / 100 km) acceptable, standard tires Dunlop D 205 problem-free.
Thomas Blohm, Winsen

To complain about are the combination of small tank / high consumption, the unfavorably cranked handlebars and the too soft telescopic fork. The dethrottling had the effect of reducing consumption (previously 7.5 liters) for me, the conversion to the handlebar stubs of the VFR is easy on the wrists, and a correct oil level in the fork, possibly in conjunction with Technoflex springs, improves the response. Other sensible changes are the conversion to steel braided brake lines, a 43 chain sprocket and a rear lift with a washer on the upper strut mount. I would buy the VTR again at any time (maybe next year with injection and three-way catalytic converter?).
Carsten Doil, Stuttgart

Last year in February I was able to buy a VTR, built in 1998, with 1400 kilometers for 11,000 marks. After another 10,000 kilometers, it has proven to be a reliable machine, whose powerful V2 impresses me again and again. My tire choice fell on the Michelin Macadam, which doesn’t stick to the road as much as the Metzeler Z1, but lasts twice or three times as long. The VTR, however, is unsuitable for a passenger because the rear seat is damned uncomfortable and the front wheel loses contact with the road even more quickly in two-person operation.
Michael Baumann, Rosenfeld

Handling and driving comfort are absolutely fine. The pulling power of the V2 engine is completely sufficient, but its sound can be improved a lot with carbon silencers from Bos. Apart from a rattling left rearview mirror, I have not been able to detect any defects over a distance of 15,000 kilometers. I beveled the side stand a bit, so the machine is more secure. With a larger tank, longer tours would be even more fun.
Udo. G. Molino, Bensheim

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