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What to do when you’re the most famous, and one of the latest sport-GTs? We look at his career, we pride ourselves on being one of the greatest successes of his manufacturer, and we take advantage against all expectations to change a bit, improve significantly, try to seduce once again. Sliding slowly from history to nostalgia, the 800 VFR will have waited until 2014 to give itself a boost. New design, improved chassis and preserved identity, much has been revised to keep it in its status as a legendary homogeneous sports roadster.
Any new, big evolution or marked dusting? The new plastic of the VFR would make us think that we are in the presence of a whole new machine. The trim is completely new, from the X-shaped headlight to the multi-spoke rear rim. The mirrors now house the sidelamps and turn signals. The diodes are present for the rear headlight but also, a first on a Honda, for the front lighting.
Undeniably, the general appearance is less sporty, thus regaining the rigor and maturity of the VFR saga. The dashboard modernizes its information without really changing its forms; it now also offers the gear indicator light and fuel consumption indicators.
And the note that makes you wince is of course an appendix that we thought we had forgotten for 12 years: the exhaust attached to the side. Surprising that the ass of Miss VFR wants to get rid of its outings under the saddle. A desire to return to the fundamentals, with the ingratitude of hiding the splendid rim? No, a need to lose weight. With this new pot, the 2014 edition gets rid of 7 kgs. Enormous !
And this is not the only place where the machine goes on a diet. Honda also grappled 3 kgs on the rear loop, now in aluminum. This is the first time since it cube 800 that the VFR has lost weight. And not ungrateful for a penny, she took the opportunity to enrich her equipment. ABS is still present, except that it has a new friend in terms of sensors: traction control, which can also be disconnected. Consider that the CBR 1000 RR hypersport is not even entitled to it.
The 43mm HMAS fork, fitted with preload adjustment, revises its sliders to accommodate a pair of 4-piston radial calipers. Honda thus updates the front axle without however offering it an inverted fork that we can see on so many models, sometimes less sporty and / or less noble. However, the color difference between the black sliders and the metallic gray caliper brackets is remarkably good. Too bad, the CBS coupled braking disappears. We will console ourselves with its new brake discs, bigger, from 296 to 310 mm.
One of the big assets of the VFR is the suave, mysterious and subliminal aspect of its single-sided arm, an integral part of its identity since 1990. Touching it turns out to be a delicate and even perilous exercise. With finesse and a certain incisiveness, Honda grafts a new Pro-Arm, connected to an adjustable damper in preload and rebound. New rims, simply superb, with very thin spokes, complete the renewal of the style.
Let’s take it all out and take a look inside the 6th Generation VFR. While the mutation is striking on the outside, it is much wiser on the inside. The “Pivotless” double-spar aluminum frame does not change with a bolt. The only modification of the innards of the VFR concerns the V4. Change of displacement? Power ? Technical? No, just an adjustment at the V-Tec level to make the transition between 2-valve or 4-valve per cylinder modes smoother. As well as a small update to the timing diagram and valve open time – to improve low and mid-range muscle. From now on, the maximum power of 106 hp is obtained at 10,250 rpm, ie 250 rpm lower than before. As for the couple, let’s hope that their availability is reinforced at the bottom; because at the top, at 8,500 rpm, we lost a few grams of mkg (7.7 against 8).
With this new generation, the 800 VFR renews its dress while keeping the essentials in terms of chassis and engine. With the general lightening, the VFR will thus retain its formidable homogeneity and its pronounced taste for doing everything, from the road to sport through everyday life. The 2014 version introduces an automatic flashing light reminder, taking into account the difference in wheel speed to deactivate. The 5-position heated grips are standard, and for athletes, a shifter is available in the options section. We are delighted that Honda is continuing the VFR lineage and making it evolve, but when the manufacturer decides to do THE vfr that everyone expects: the one with a V4 without this V-Tec which is not very useful, with a displacement of 1000 cm3, provided with a generous 140 -150 horsepower without being overwhelming. The rest have been on top for 20 years and have never been matched.
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Opinion
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Replaces
VFR 800 V-TEC RC 46 II 2013
Model marketed in
2014
2015
2016
2017
2018
2019
2020
Performances
-
Max speed:
about 240 km / h -
Consumption
medium: 5.60 l
The technical aspect
Honda VFR 800 F 2014
- Frame
- Frame: double aluminum beam
- Tank: 21.5 liters
- Seat height: 789 mm
- Length: 2134 mm
- Width: 748 mm
- Height: 1,203 mm
- Wheelbase: 1,460 mm
- Weight in running order: 242 kg
- Train before
- Telehydraulic fork Ø 43 mm, deb: 108 mm
- 2 discs Ø 310 mm, 4 piston radial 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, 2 piston caliper
- Rear wheel:
180/55
– 17
- Motor
- 4 Cylinders
in V at 90 °
, 4 stroke - Cooling: Liquid cooling
- PGM-FI injection
- 2 ACT variable distribution
- 4 valves per cylinder
-
781 cc
(72 x 48 mm) -
106
ch
at 10,250 rpm -
7.70 mkg
at 8,500 rpm - Compression: 11.8: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Triumph 1050 SPRINT GT 2014
BMW F 800 GT 2014
Gallery
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