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The Honda 800 VFR seems to fear neither years nor moods. However, it must comply like all the others with the standards. The most recent orders it to make some adjustments, followed by a few small changes. Difficult to distinguish, and therefore almost transparent. The most convincing are the appearance of reflectors, compliance with polluting emissions to satisfy Euro4, and an insensitive penalty of one kilo taken in the operation. Thus, the pot is slightly revamped, with a more discreet style and a cleaner breath. The air box is modified, with the removal of a valve. Outside these standards, we note the disappearance of black on the frame and fork sleeves, the adoption of L-valves on the rims as well as the addition of a 12V accessory socket. Small bonus on the power side: the restriction law previously in force in Japan has gone by the wayside. The VFR wins a horse and 0.2 mkg of torque.
A very fine update, necessary for the most famous sport-GT to continue its journey. That she can watch with a smile, boast of being one of the greatest successes of her builder, and try to seduce 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 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 15 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 basics, with the ingratitude of hiding the splendid rim? No, a need to lose weight. With this pot, the 2014 edition got 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 107 hp is obtained at 10,250 rpm, ie 250 rpm lower than on the previous generation. 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 (7.9 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 – 2019 version introduces an automatic turn signal 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 make THE vfr that everyone expects: the one with a V4 without this V-Tec which is of little use, 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.
What you must remember
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12,999 €
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Opinion
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Replaces
VFR 800 F 2018
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
2019 Honda VFR 800 F
- 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
- Operating weight: 243 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) -
107
ch
at 10,250 rpm -
7.90 mkg
at 8,500 rpm - Compression: 11.8: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Ducati SuperSport 2019
2019 BMW R 1250 RS
Kawasaki Z 1000 SX 2019
Suzuki GSX-S 1000 F 2019
Gallery
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