Comparison test of the generations: Honda VFR
Honda VFR 800 versus VFR 1200 F
After death, so some beliefs say, the soul embarks on a journey and settles in another body. Not so with Honda. The soul of the VFR 800 has passed on to the successor 1200 F without the old VFR having to die. A meaningful coexistence?
The two VFRs shine pure and white in the sun. You could almost overlook the eight-year age difference among the dissimilar yet similar sisters. Even if the 800, which is only available in white, looks more jagged with the many beads, edges and wedges in the cladding. Even the two high, triangular silencers with a total of four mouths emphasize the V4 motif. Here with a 90 degree cylinder angle and only 782 cm3; the connecting rods of the front and rear cylinders alternate on the crankshaft.
In the new VFR, however, a different heart beats with 1237 cm3. Here the two cylinder banks are only spread by 76 degrees, the two rear cylinders are framed between the two in front. Outwardly, the rounded 1200 looks bulkier. Their massive front fairing is more flat, the rear more delicate. The monstrous exhaust is emblazoned far below, to the right of the six-inch rear wheel on the left. A main stand is subject to a surcharge for the 1200, but comes as standard with the 800, although bear strength is required to jack it up.
Comparison test of the generations: Honda VFR
Honda VFR 800 versus VFR 1200 F
VFR very much. Anyone who knows the little one will immediately feel at home on the big one. It’s even a tad more comfortable. Both bikes are made for the ideal combination of sport and travel, gymnastics and touring: deep inside you sit in the motorcycle, with just the right amount of tension on your spine and a moderate knee angle. And even passengers can stand it for hours on both VFR models without cramps or dislocations.
The "old" VFR has won many tests, the new one has yet to learn to win.
Above all, the 800 needs one thing to drive: speed. The power is very subdued down below. And this although the wonderfully growling engine runs up to around 6800 tours as a two-valve engine in favor of better filling. But it’s no use. In the long-geared sixth gear, the 800 needs 11.7 seconds from 60 to 140 km / h. First shift down one or two gears, then life is really fun. From 6800 rpm, the VTEC system switches on the remaining eight valves that were previously in the rest position. Accompanied by a sensual purr, the small V4 now storms towards the far end of the speed scale. You can feel the transition from two- to four-valve engines when you accelerate, even with your eyes closed, that’s how much the VFR changes pitch and character.
The 1200 is completely different and yet similar. Their V4 rumble is accompanied by grinding noises from the cardan and the fine singing of the gear wheels of gears three and four. And the thrust? Much better than on the 800, of course. But rather restrained around the bottom for such a bolide. The big V4 grabs a lot from idle. But at 3000 / min it affords itself a trailer, only to start pushing it appropriately from 4000 turns. Annoying. It is precisely around this leap in performance that you are often out and about.
Incidentally, cardan reactions can also be felt. In the end, you switch back quite often on the 1200, moving it on country roads mainly in the third and fourth. Sovereign is different. Especially since the big engine also has a second side. When the electronically controlled flap in the exhaust releases the upper of the two outlet openings at 5500 rpm, there is a jolt through man and machine on board the 1200, too, and the engine cheers up more freely, more resonantly. Deliberate resemblance to the little sister’s character?
At least not without a problem. The abrupt increase in torque at 5500 turns conjures up black lines on the asphalt, especially in second and third gear. And beads of sweat on the forehead in the event of moisture in an inclined position. It is completely irrelevant that the measured output of 164 hp falls short of the factory specification of 173 hp. In addition, the 1200 is limited to 250 km / h anyway.
Ahead? As futuristically styled as the 1200s, the 800 looks amazingly fresh for an eight-year-old construction. And very classy in white.
Moved in compliance with the STVO, six liters of fuel per 100 kilometers flowed through the injection nozzles during the test drives. After this distance, all seven bars of the imprecise fuel gauge are still lit. On the other hand, on the 800, the second of eight bars is going out. No wonder if the small 18.5-liter tank of the 1200 suddenly goes low, while the more economical 800 with its 22-liter barrel isn’t even on reserve. And the little one tastes every meter. She seems more light-footed. Logically, with 8.5 centimeters less wheelbase and less caster. In addition, the small VFR rolls on a 180 mm rear tire, while the large one rolls on a fat 190 mm slipper.
But the wonderfully adhesive Dunlop Roadsmart (in special identification "K") the 1200s do really well. It wins over the Bridgestone BT 021 "NOT" from MOTORRAD 1/2010 and 3/2010 enormous, drives more neutrally and more precisely, more stable and easier to handle. In view of the striking difference in driving behavior, the Bridgestone tire set of the top test machine is now available for assessment by the manufacturer in Japan. In terms of steering precision, the "thickness" even the one with Bridgestone BT 020 "BB" sweaters 800s behind. Even if the 1200 pilots swirling around in alternating curves is much more exhausting than the driver of the small VFR. At the exit of a curve, the big one likes to drive outside.
The spring elements follow the road relief extremely sensitively. With the 800, the shock absorber is a real fulfillment, it offers the ideal compromise between comfort and tightly coordinated, stoic stability. The 1200s can’t keep up with that, its slightly underdamped shock absorber offers less reserves, starts pumping in pairs or on rugged terrain. Especially since the adjustment range of the rebound is quite small. However, the upside-down fork of the big ones is better tuned than the conventional telescopic fork of the little sister. The 800 series sometimes irritates when you step on the brake pedal with a violently prancing rear wheel. ABS subject to surcharge or not. On the other hand, the slightly front-heavy, serial equipped with ABS can take off with the rear wheel when anchoring heavily.
So a real high-flyer? Well, a worthy successor for sure. In any case, amazing how much of the soul of the little VFR can be found in the big sister.
Technical data Honda VFR 800
Ahead of its time: four headlights burn the road at night; here are the two high beam lights above and already in 2002 this pane was streamed from behind.
Engine:
Water-cooled four-cylinder, four-stroke 90-degree V-engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 36 mm, regulated catalytic converter with secondary air system , 497 W alternator, 12 V battery 10 Ah, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 43:16.
Bore x stroke 72.0 x 48.0 mm
Displacement 782 cc
Compression ratio 11.6: 1
rated capacity 80.0 kW (109 hp) at 10500 rpm
Max. Torque 80 Nm at 8750 rpm
Landing gear:
Bridge frame made of aluminum, telescopic fork, Ø 43 mm, adjustable spring base, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 296 mm , three-piston floating calipers, disc brake at the rear, Ø 256 mm, three-piston floating caliper, partially integral braking system with ABS.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Bridgestone BT 020 tires tested "BB"
Mass and weight:
Wheelbase 1460 mm, steering head angle 64.5 degrees, caster 95 mm, spring travel f / r 109/120 mm, seat height * 795 mm, weight with a full tank * 253 kg, payload * 191 kg, tank capacity / reserve 22.0 / 2.0 liters.
guarantee two years
Service intervals 6000 km
Colors White
price 12,340 euros
Price test motorcycle** 13,290 euros
Additional costs around 170 euros
* Manufacturer information
** including ABS (950 euros)
Technical data Honda VFR 1200 F
Individual: V-shaped headlight with dipped beam on top. Turn signals and safety-relevant LED position lights sit in the sweeping mirrors.
Engine:
Water-cooled four-cylinder four-stroke 76-degree V-engine, one overhead, chain-driven camshaft, four valves per cylinder, fork rocker arm and bucket tappets, wet sump lubrication, injection, Ø 44 mm, regulated catalytic converter, alternator 570 W, battery 12 V / 12 Ah, hydraulically operated multi-disc oil bath clutch, (anti-hopping), six-speed gearbox, cardan shaft, secondary gear ratio 2,699.
Bore x stroke 81.0 x 60.0 mm
Displacement 1237 cc
Compression ratio 12.0: 1
rated capacity 127.0 kW (173 hp) at 10,000 rpm
Max. Torque 129 Nm at 8750 rpm
Landing gear:
Bridge frame made of aluminum, upside-down fork, Ø 43 mm, adjustable spring base and rebound damping, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm, six-piston fixed caliper, disc brake at the rear, Ø 276 mm, Double-piston floating caliper, partially integral brake system with ABS.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/55 ZR 17
Dunlop Roadsmart tires tested "K"
Mass and weight:
Wheelbase 1545 mm, steering head angle 64.5 degrees, caster 101 mm, spring travel f / r 120/130 mm, seat height * 800 mm, weight with a full tank * 268 kg, payload * 195 kg, tank capacity 18.5 liters.
guarantee three years
Mobility guarantee three years
Service intervals 12,000 km
Colors Red, silver, white
price 14,900 euros
Additional costs around 170 euros
* Manufacturer information
Brake measurements
The 1200 (left) has fat six-piston calipers at the front. The 800 brakes with three three-piston calipers; the left front is pivoted (arrow). When braking, it activates a secondary brake circuit for the rear stopper.
The 1200 has ABS as standard, the 800 has an extra cost of 950 euros. The two VFRs vary when the brakes are applied. On the 1200, the hand lever completely activates the right six-piston caliper, but only four pistons on the left. A pair of pistons at the front left and the two brake pistons on the rear wheel are controlled by the foot pedal. The case with the 800 is more complicated: the hand lever recruits all three brake pistons of the front right floating caliper and the two outer ones on the left. The foot pedal pinches the middle front left brake piston and the two outer ones of the rear caliper. And the last rear piston controls the rotational movement of the left front caliper via a secondary brake circuit.
And the effect? In the 800 series, the composite brake works in both directions: it always bites at the front and rear with every braking. Therefore, when pulling on the hand lever alone, the delays are slightly higher and the braking distances shorter, see below. The 1200 brakes when braking "forehead" behind not with. But when you step on the pedal, including braking at the front left, it decelerates more. The same applies to a combination of front and rear brakes, in which case the 1200 will slow down the 800.
Braking distance from 100 km / h
Front only:
| Honda VFR 1200 F. | 8.2 m / s² (47.0 m) |
| Honda VFR 800 | 8.5 m / s² (45.5 m) |
Back only:
| Honda VFR 1200 F. | 8.1 m / s² (47.6 m) | Honda VFR 800 | 6.6 m / s² (58.5 m) |
Front and back:
| Honda VFR 1200 F. | 9.5 m / s² (40.6 m) | Honda VFR 800 | 9.2 m / s² (41.9 m) |
MOTORCYCLE measurements
Drawing: archive
The VFR 1200 F is also well ahead of the VFR 800 in the test.
The V4 of the 1200 VFR climbs in strongly, but falls into a deep torque hole at 3000 turns; here it is barely above the almost two thirds of displacement "800s". The torque then increases by a hefty 30 Newton meters up to 4000 rpm. Things really take off at 5500 rpm. The more agile little VFR has a flat, indented torque curve from 3000 to 6400 turns. It only storms rapidly in the four-valve range, from 6600 rpm.
Readings:
Top speed:
| Manufacturer information | km / h |
| VFR 1200 F |
250 | VFR 800 |
244 |
Acceleration:
| Manufacturer information | 0-100 km / h |
0-140 km / h |
0-200 km / h |
| VFR 1200 F |
3.0 | 4.7 | 8.9 | VFR 800 |
3.7 | 6.2 | 13.4 |
Draft:
| Manufacturer information | 60-100 km / h |
100-140 km / h |
140-180 km / h |
| VFR 1200 F |
4.5 | 3.8 | 4.1 | VFR 800 |
5.3 | 6.4 | 7.0 |
Fuel consumption (country road):
| Manufacturer information | Liters / 100 km |
| VFR 1200 F |
6.0 | VFR 800 |
5.3 |
Theoretical range (country road):
| Manufacturer information | Km |
| VFR 1200 F |
308 | VFR 800 |
415 |
CONCLUSION
In a generation comparison, the new Honda VFR 1200 F wins over its predecessor, the VFR 800.
1st place: VFR 1200 F
With Dunlop Roadsmart tires, it breaks the 700-point barrier. With lower consumption and a larger tank, it would be even further ahead.
2nd place: VFR 800
After eight years at the forefront, second place is truly no shame. Especially since the small V4 feels much lighter and more agile. It just lacks more pressure than ever.
25th Pictures
Pictures: Comparison test of the generations: Honda VFR
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Video: Driving report Honda VFR 1200 F
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