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Beneath its sporty demeanor, the VFR is not content to be a very good machine; it is also a complete commercial success. Nothing surprising in view of its road qualities and its performance. Bold on Honda’s part to completely review such a famous model. Majestic, the vintage 90 hides under its finely re-modeled line a completely new motorcycle.
What do the old and new VFR have in common? Engine architecture and philosophy. In general, the design of the bike is a continuity but the lines are tighter, the appearance both more sporty and more elegant (Madame VFR?), The general appearance more modern and enticing. The VFR of the 90s is a beautiful motorcycle, dynamic without exaggerating in the sport like the GSX-R and ZXR. In search of the right compromise, the Honda asserts itself as a very rewarding machine. Impossible not to crack in front of its brand new swingarm. Single-sided I should say, because the rear wheel, with a design copied from that of the RC 30, is supported by a superb piece of aluminum closely derived from that of the hypersport car mentioned above. Honda is proud of its superbike, and the VFR takes advantage of this aura by recovering genes from RC 30. Besides the single-sided swingarm and the wheels, the V4 also benefits from the technology transfer. But wait, don’t devour this mill just yet. Linger on the dressing of the bike. It was easy to see the new headlight optics and the remarkably well integrated turn signals. 
However, under this very classy dress, did you doubt that the frame was completely revised? Also based on the RC 30 model, it is made up of large partitioned aluminum beams connected to the foundry parts that are the steering column and the side plates. The engine, fixed further forward, is held by 2 cradles supporting the frame side members.
Does the VFR look smaller? Indeed, it is. And its wheelbase has also decreased. Like the chassis, the geometry has evolved a lot. The trail is reduced to less than 100 mm, the column angle is straightened and the wheelbase loses 10 mm to 1470 mm. Japanese engineers have clearly sought to optimize the handling of their road princess. Will the increase in weight (+ 13 kg) change the situation? ?
We don’t give a damn about all the technical data when we get on the machine. Instinctively, we feel that this is a good deal. It exudes quality and seriousness. From the excellent paintwork to the complete and distinguished dashboard, the Honda flatters the owner before seducing with its practical dimensions. Center stand, ergonomic stems, exhaust mounted on a pivot to facilitate removal of the rear wheel, very well designed passenger grab handles, and fuel tap attached to the left return of the fairing. If it is easily accessible, it is annoying that its handling is so hard. Some will regret the old encrusted in the tank. We admire the finish so much that we will almost forget to start. And what does the new V4 say ?
BBRrroollloouuurrrooouurrpppp! There, it would take a recording. Impossible to imitate the characteristic noise of the 4 cylinders in V. Its song is exactly halfway between that of the 4 legs and the twin. Tripant! Evolving in concert with the motorcycle, it has kept only a few parts of the old boiler. Also inspired by the RC 30, it differs from general production by its cascading sprocket distribution. From now on, the camshafts directly attack the pushrods and no longer the pawls to actuate the valves. The intake ducts take the opportunity to rise, resulting in better filling, and the distribution settings go from 12,000 to 36,000 km.
This block goes perfectly with the style of the VFR. Less sharp than its pure sport competitors, it is already active from 3000 rpm and then gains in power with progressiveness and smoothness until the attack of the red zone. It even looks hairier after 7,500 rpm, but overall, it stands out more for its availability and coziness than for the sensations it provides. A sports enthusiast will be hungry for more, but this character trait, docile and devoid of aggression, is a very valuable asset for daily use. You could almost believe that the VFR would suffer in terms of performance. You speak, Charles! By confronting her competitors in 100 hp, this wise-looking lady accelerates harder than an FZ 750 or a GPX 750. She does not let herself be impressed by a GSX-R 750. cons, it is not comparable. With the Suzuki, it’s the Tourist Trophy live, with the Honda, it’s efficiency that rhymes with pleasure and serenity.
On board, the driving position is pleasant, slightly more sporty than before but with fair restraint, and ultimately more natural. In town, the wrists will find less their account than with the old VFR. Very little in fact because overall, the handling of this bike combines naturalness and ease. Infiltrating with ease, on the torque and relaxed, the urban landscape scrolls without concern under the wheels of the Honda. The engine just lacks flexibility in higher gears. Better not to go below 3000 trs when the selector is up and you are walking through the streets of the city. But hey, we don’t spend our life in 6th grade between buses and cars.
Valley or mountain, departmental in ribbon and quiet mood, nothing allows the best to enjoy the panorama of the rows than by crumbling on the last report. From 3,000 trs to the red zone, the V4 is available on demand.
8,500 very usable to gently benefit from the balance of the motorcycle. And then, the orange juice for breakfast begins to take effect. We find watts, the conduct becomes more incisive, 2 reports fall and the handle turns more severely. The RC 30 genes come into action. Riding the road with a half-winding, half-arsouille spirit, keeping the speed above 7,500 rpm, the pilot will then discover the sporting face of VFR. 4000 very high to take advantage of a good power, never overflowing and which gives free rein to piloting. The trajectory is printed with the handlebars, underlined by a small sway. The front axle is in charge of the turn, precise and supported by the new weight distribution. Thus, the road behavior is more efficient, more incisive but requires more concentration. Its more rigorous chassis and its design make the bike tend to rise when braking on the corner. Suddenly, there is less room for improvisation whereas the old one gave it more credit. In muscular driving, the VFR has gained in stability, efficiency and precision, but its piloting is less easy. Curves close together and approached at good speed will require a real effort to go from one angle to another.
Up to the machine’s potential in all situations, braking is nothing but praise. Precise feel, biting pile hair and constant power, the discs are imperial for efficiency when they get bitten by the pads.
If the VFR has the correct comfort and equipped with the standard firmness, it is much better than on the previous generation. The passenger will not complain about his position, rather well studied and on the whole pleasant. On the main roads, this sport-GT only offers you fast routes with a certain limit: the protection is just right. Nothing to say at legal motorway speeds, it is beyond 160 km / h that it gets tough. It starts to whistle in the esgourdes while the other parts of the body are rather well protected – if it rains, that’s another story -. Regardless of the speed or angle taken, the machine remains superbly stable. Wherever it is, the road handling of the motorcycle never disappoints. Even there the bike has improved a lot.
The results of this new VFR 750 “Carat”? Superb. It has improved or even more on all fronts. Of rare versatility, pleasing to all uses, imperial in its conduct, it suffers only from 2 things: more demanding sporty driving and a price that has become particularly strong. The first point is relative. Overall, the VFR is frankly easy and very pleasant to take. If the price makes you cough, it gives access to a machine designed to live a long time, of exemplary quality and a homogeneity that outclasses anything that rolls..
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8,735 €
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Opinion
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Replaces
VFR 750 F Carat 1991
Model marketed in
1990
1991
1992
1993
Performances
-
Max speed:
about 240 km / h -
Acceleration
0 to 100: 4.10 s
The technical aspect
Honda VFR 750 F Carat 1992
- Frame
- Frame: perimeter in foundry and aluminum tubes
- Tank: 19 liters
- Seat height: 795 mm
- Dry weight: 216 kg
- Weight in running order: 245 kg
- Train before
- telescopic fork Ø 41 mm, deb: 140 mm
- 2 discs Ø 296 mm, 2 piston calipers
- Front wheel:
120/70
– 17
- Transmission
- 6-speed
- final by chain
- Rear axle
- Mono-shock, deb: 130 mm
- 1 disc Ø 256 mm, 2 piston calipers
- Rear wheel:
170/60
– 17
- Motor
- 4 Cylinders
NS
, 4 stroke - Cooling: Liquid cooling
- 4 carbs Ø 38 mm
- 2 ACT
- 4 valves per cylinder
-
748 cc
(70 x 48.6 mm) -
100
ch
at 10,000 rpm -
7.50 mkg
at 9,500 rpm - Weight ratio /
power
: 2.16
kg / hp - Compression: 11: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Gallery
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