Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750
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Pros and cons of the Honda VFR 800 and VFR 750

Pros and cons of the Honda VFR 800 and VFR 750

Pros and cons of the Honda VFR 800 and VFR 750

Pros and cons of the Honda VFR 800 and VFR 750

35 pictures

Pros and cons of the Honda VFR 800 and VFR 750
Honda

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Careful facelift: the V4 classic VFR is entering the 2006 season.

Pros and cons of the Honda VFR 800 and VFR 750
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Careful facelift: the V4 classic VFR is entering the 2006 season.

Pros and cons of the Honda VFR 800 and VFR 750
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Careful facelift: the V4 classic VFR is entering the 2006 season.

Pros and cons of the Honda VFR 800 and VFR 750
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Careful facelift: the V4 classic VFR is entering the 2006 season.

Pros and cons of the Honda VFR 800 and VFR 750
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Careful facelift: the V4 classic VFR is entering the 2006 season.

Pros and cons of the Honda VFR 800 and VFR 750
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Careful facelift: the V4 classic VFR is entering the 2006 season.

Pros and cons of the Honda VFR 800 and VFR 750
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Careful facelift: the V4 classic VFR is entering the 2006 season.

Pros and cons of the Honda VFR 800 and VFR 750
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Careful facelift: the V4 classic VFR is entering the 2006 season.

Pros and cons of the Honda VFR 800 and VFR 750
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Careful facelift: the V4 classic VFR is entering the 2006 season.

Pros and cons of the Honda VFR 800 and VFR 750
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Careful facelift: the V4 classic VFR is entering the 2006 season.

Pros and cons of the Honda VFR 800 and VFR 750
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Careful facelift: the V4 classic VFR is entering the 2006 season.

Pros and cons of the Honda VFR 800 and VFR 750
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Careful facelift: the V4 classic VFR is entering the 2006 season.

Pros and cons of the Honda VFR 800 and VFR 750
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Careful facelift: the V4 classic VFR is entering the 2006 season.

Pros and cons of the Honda VFR 800 and VFR 750
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Careful facelift: the V4 classic VFR is entering the 2006 season.

Pros and cons of the Honda VFR 800 and VFR 750
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Careful facelift: the V4 classic VFR is entering the 2006 season.

Pros and cons of the Honda VFR 800 and VFR 750
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Careful facelift: the V4 classic VFR is entering the 2006 season.

Pros and cons of the Honda VFR 800 and VFR 750
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Careful facelift: the V4 classic VFR is entering the 2006 season.

Pros and cons of the Honda VFR 800 and VFR 750
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Careful facelift: the V4 classic VFR is entering the 2006 season.

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Careful facelift: the V4 classic VFR is entering the 2006 season.

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Careful facelift: the V4 classic VFR is entering the 2006 season.

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Careful facelift: the V4 classic VFR is entering the 2006 season.

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Careful facelift: the V4 classic VFR is entering the 2006 season.

Pros and cons of the Honda VFR 800 and VFR 750
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Careful facelift: the V4 classic VFR is entering the 2006 season.

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Careful facelift: the V4 classic VFR is entering the 2006 season.

Pros and cons of the Honda VFR 800 and VFR 750
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Careful facelift: the V4 classic VFR is entering the 2006 season.

Pros and cons of the Honda VFR 800 and VFR 750
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Careful facelift: the V4 classic VFR is entering the 2006 season.

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Careful facelift: the V4 classic VFR is entering the 2006 season.

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Careful facelift: the V4 classic VFR is entering the 2006 season.

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Careful facelift: the V4 classic VFR is entering the 2006 season.

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Careful facelift: the V4 classic VFR is entering the 2006 season.

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Pros and cons of the Honda VFR 800 and VFR 750

Pros and cons of the Honda VFR old / new
Age before beauty? Or the other way around?

The new Honda VFR 800 looks fresher than its 24-year-old predecessor – the two test editors Henniges and Engwer agree on this. Not about anything else. Do you really have to have the new one, or does the old VFR 750 F not do the same?

Roman Kirschbauer, Rolf Henniges

06/05/2014

Contra by Roman Engwer: “I am for displacement instead of VTEC”

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Pros and cons of the Honda VFR 800 and VFR 750

Pros and cons of the Honda VFR old / new
Age before beauty? Or the other way around?

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One thing I have to admit right away: If there was a retrofittable ABS for the old VFR 750 F, I would buy it right away. Nobody is immune from a panic braking – not even a professional. My RC36, which is getting on in years, delays as fresh as on the first day. Equipped with a steel braided brake line, the brake even has a decent pressure point and therefore has no significant disadvantage compared to the new VFR 800. And the closer I look at it, the less I know why I should exchange my old VFR for the new one.

The new one looks more modern, of course. But otherwise? Both have a rigid chassis, a full fairing anyway, and even the single-sided swing arm and the exhaust are at the same angle as before. Only: the stainless steel pot of the 750 sounds much better. This hoarse V4 rumble is only rudimentary in the 800s. But that’s not all: If you want to remove the rear wheel of the RC36, you have to loosen exactly one screw, pull the exhaust back a few degrees via a ball joint and thus have enough space for dismantling. With the RC79 you have to remove the entire rear silencer. Should that be progress?

1990 – Honda VFR 750 F (RC36 / 1)


Pros and cons of the Honda VFR 800 and VFR 750


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Water-cooled four-cylinder four-stroke 90-degree V-engine, 748 cm³, 74 kW (100 PS), max. Torque 73 Nm, aluminum bridge frame, wheelbase 1467 mm, weight with a full tank 244 kg, price 1990: 15,570 marks.

The VFR built from 1990 onwards is a perfectly crafted and well thought-out motorcycle down to the last detail – and is still unmatched in this discipline. Need another example? If you remove the seat hump on the 800, you are looking into space. Where the seat bench is visible on the old VFR, under which the fold-out pillion handles are located, searches for it in vain with the new one. If you want to take someone with you on the spur of the moment, you always have to go for a walk in your backpack with the 800 passenger pillion seat and handles. What do they think??

And to be honest: Reading the data sheet for the RC79 arose from frustration. Does this really have to be VTEC? Why didn’t the engine simply give the engine 100 or 200 cubic capacity more and throw out the expensive valve control system? The goal of combining the torque strength of a two-valve engine with the revving power of a four-valve engine has not really worked properly.

If you leaf through the MOTORRAD editions from earlier and compare the test bench curve of the old with the new one, you will agree with me: The 750 without VTEC has an almost identical power and torque curve despite the cubic capacity disadvantage. Not even the consumption or the total weight of the two differ significantly. The new VFR even weighs a kilo more. There is a full 24 years of development time between the two models. And nice gimmicks such as self-resetting turn signals, heated grips and LED light do not justify a new acquisition for me. I don’t think about it until Honda builds a VFR 1000. Without VTEC.

Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pro from Rolf Henniges: “24 years of development are really noticeable”

Colleague Roman Engwer is ostensibly right. Anyone who already has a VFR like him will not find it necessary to switch to the new one. At least not until he has tested the new one. Let’s be honest: It would indeed be fatal if Honda had stopped in terms of development in the last 20 years. The new VFR not only looks better, in my opinion, no, it is also more stable, safer and richer on the road than its much-loved one from 1992. It’s as always: you glorify the past and interweave good memories with subjective ones Driving impressions. ABS and traction control are real progress, that cannot be ignored.

2014 – Honda VFR 800 (RC79)


Pros and cons of the Honda VFR 800 and VFR 750


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Water-cooled four-cylinder, four-stroke, 90-degree V-engine, 782 cm³, 78 kW (106 PS), maximum torque 75 Nm, aluminum bridge frame, wheelbase 1406 mm, weight with a full tank of 245 kg, price 12,285 euros.

As for the technical side, on the other hand: That the wheel removal is faster with his old bowl because he can bend the silencer away via a joint – free! Nowadays, most people go to the workshop to change tires anyway, possibly combining their stay with an inspection. And I think it’s a rumor that its 24-year-old VFR with steel-flex brake line and double-piston floating calipers decelerates at a similarly high level as the new one with radially screwed four-piston fixed calipers. A comparison measurement would actually be appropriate here. In general, you should challenge him and his scrap iron to a duel. And put him on the new one. It sure is very stupid to watch him drive away from his own machine …

But let’s stay objective. Roman criticizes the either-bench-or-cover on the new VFR. Both are possible with his. That’s correct. But with a little manual skill you can certainly file a few recesses in the cover of the new VFR so that it can be mounted despite the seat and pillion grab handles.

In terms of VTEC, however, I totally agree with him. The technically complex system is superfluous, as it really does not bring any advantages in terms of performance: Its old RC36 produces almost identical power.

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750


Pros and cons of the Honda VFR 800 and VFR 750


Pros and cons of the Honda VFR 800 and VFR 750


Pros and cons of the Honda VFR 800 and VFR 750
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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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Still, I would choose the new VFR. On the one hand, because I like it optically, on the other hand, because the technology used makes it theoretically possible to install new control software and thus always stay up to date. And of course, because as a touring rider I like features such as standard heated grips, the perfectly regulating ABS, traction control, the self-resetting turn signals or the glaring light. To be honest: never before have so many cars voluntarily pulled aside. The VFR LED headlight does not dazzle. But it signals that something fast, important is coming from behind. The LED light is therefore anything but a gimmick, a novel, but an increase in security. I’ll stick with it: Regardless of what the used market has to offer – if you want to buy one of the last sports touring bikes on the market, you can’t ignore the VFR 800!

Pros and cons of the Honda VFR 800 and VFR 750

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Pros and cons of the Honda VFR 800 and VFR 750

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