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• Duel of the V4 sports tourers
• The height-adjustable driver’s seat of the 800 series is standard
• Maintenance intervals of 12,000 for both bikes
• Pros and Cons
• Technical data and measured values
• Conclusion

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Clear distance: the two V4 engines always separate between 35 and over 50 Newton meters.

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Honda built its first racing machines with V4 engines as early as 1979, series motorcycles from 1982. Various configurations and models have followed to this day: from 500 to 1300 cubic meters, installed horizontally and lengthways.

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Honda VFR 800 F: Extremely stable in curves, precise and neutral, easy-revving engine, nicer V4 sound, noble appearance, many valuable details, but engine up to 7000 rpm narrow-chested, poor pulling values ​​and very expensive for an 800.

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Honda VFR 1200 F: top acceleration and pulling power, powerful V4 engine with DCT option, case as standard, clean cardan shaft, but sets itself up on bumps and when braking, high consumption, really heavy and, in absolute terms, expensive.

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It feels like the handlebars are further away. Clunky: the traction control switch.

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Isn’t there something missing? On the contrary: only the 1200 engine offers the DCT option without a clutch lever.

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Here the single-sided swing arm looks more elegant thanks to the chain drive, the rear wheel more delicate.

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Somewhat chunky silencer with exhaust flap, shapely rear wheel, easy-care cardan.

Honda VFR 800 F and Honda VFR 1200 F in comparison test

Duel of the V4 sports tourers

Honda has been building motorcycles with V4 engines for 35 years, and established the new category of sports touring bikes in 1986. Today the Honda customer has a choice: What turns on more? Almost 800 or a good 1200 cubic meters, 106 or 173 hp, chain or cardan shaft, 90 or 76 degree cylinder angle, Honda VFR 800 F or Honda VFR 1200 F?

Honda built its first racing machines with V4 engines as early as 1979, series motorcycles from 1982. Various configurations and models have followed to this day: from 500 to 1300 cubic meters, installed horizontally and lengthways. In the form of the VFR 750 F (model code RC 24) with V4 drive, Honda also created the archetype of modern sports tourers in 1986: sporty and yet comfortable, even for two. The hallmarks of tens of thousands of VFRs since: closely fitting full cladding, aluminum bridge frame and outstanding reliability. This is currently offered by both the Honda, which was almost completely turned inside out in 2014 VFR 800 F as well as the Honda VFR 1200 F, which has been available since 2010.

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Honda VFR 800 F and Honda VFR 1200 F in comparison test
Duel of the V4 sports tourers

Honda VFR 800 F pampers you with great smoothness

The Honda VFR 800 F pampers you with great smoothness, turns silky and freely high. Accompanied by wonderful grumbling, the firing order of the V4 with 180-degree crankshaft. This ultra-short stroke is strong in character, but weak in torque. Much more punch is offered by the less short-stroke 1200, and pushes quickly. At 3500 and 5500 tours, the power increases almost like an attack. The sound of the Honda VFR 1200 F with a 28 degree crank pin offset is less specific. The 800 puffs out nicer, visually and acoustically.

The Honda VFR 800 F needs 4.5 liters of fuel per 100 kilometers on country roads, the big one a good liter more. The small one has the larger tank with 21.5 liters, the large Honda VFR 1200 F has to make do with 19 liters. She also weighs a hefty 289 kilograms. Ten of them, however, go to the account of the exclusive double clutch technology, which costs 1000 euros extra. This means that you shift manually using Tiptronic or fully automatically without ever having to engage the clutch: D-mode engages the next higher gear extremely early, and S-mode quite late. Because of the cardan and DCT, the € 16,500 expensive 1200 is difficult to push when cold.

Tourer

Honda VFR 800 F in the driving report

Equipped for the future

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Tourer

Honda VFR 800 F in the top test

Running miracle reissued

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The height-adjustable driver’s seat of the 800 series is standard

Even the Honda VFR 800 F cracks the 13,000 euro and five hundredweight mark with suitcases. But the elegant 800 drives much more nimbly. How the sleek, slim, almost petite mini-VFR circles is simply sensational. It has a built-in curve radar, drives safely and precisely – like on rails. It gives you a lot of trust. Especially since their sensitive, easy-to-swallow spring elements meticulously follow the asphalt relief, ironing everything smooth. The conventional fork works great. The modernistic styled Honda VFR 1200 F with its expensive upside-down fork is also full and creamy on the road. But the shock absorber on the heavy cardan arm is a bit rougher.

The Honda VFR 1200 F stands up noticeably in an inclined position on mogul slopes; The same applies to the grip on the six-piston stoppers. Whereby one of the couples at the front also presses the pedal. The 800 brakes (four-piston calipers at the front) anchor completely separately – with more manual force with less impact. With the small VFR, the driver grows closer together thanks to the much more compact knee joint. However, in the old school you have to stretch yourself athletically far to the handlebars. Honda offers adapters that are around 1.5 centimeters higher. The height of the driver’s seat on the Honda VFR 800 F can be adjusted as standard – awkwardly with six screws.

Maintenance intervals of 12,000 for both bikes

Measured the magic triangle seat – handlebar – footrest is practically identical on both VFRs, maximum five millimeters back or forth. It feels like you’re sitting a bit more upright on the Honda VFR 1200 F. And this despite the fact that the rear cylinder pair is closer on the 1200. Their wider windshield blows the airstream uncomfortably precisely onto the driver’s neck. Overall, the Honda VFR 800 F with its bright full LED headlights looks more valuable and refined. It gives the bigger kick when driving and looking at it.

Both the Honda VFR 800 F and the Honda VFR 1200 F offer immobilizers and 12,000 service intervals. What we want from Honda in 2016: a VFR 1000 without VTEC. About 135 hp and 225 kilograms light. In addition, economical in fuel consumption and preferably with toothed belts. That would be the Solomonic solution from both machines.

Enduro

BMW R 1200 GS and R 1200 RT, Triumph Explorer and Trophy, Honda Crosstourer and VFR 1200 F in the test

Concept comparison of travel enduros and tourers

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Tourer

Comparison test: BMW K 1300 S HP against Honda VFR 1200 F DCT

Sports tourers from Honda and BMW put to the test

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Pros and Cons

Honda VFR 800 F..

Honda VFR 800 F.

plus
• Extremely stable, precise and neutral in curves
• high-revving motor
• nicer V4 sound
• noble appearance, many valuable details
• Decent acceleration values ​​from a standing start

minus 
• Engine up to 7000 rpm narrow-chested
• poor pulling power
• felt an even sportier sitting position
• Very expensive for an 800

Honda VFR 1200 F..

Honda VFR 1200 F.

plus 
• Top acceleration and torque
• Powerful V4 engine with DCT option
• Case as standard
• clean cardan

minus 
• stands on bumps and when braking
• high consumption
• really difficult
• expensive in absolute terms

Technical data and measured values

25th photos

Pictures: Honda VFR 800 F and Honda VFR 1200 F in comparison test

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Montero

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Rivas

Bilski

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Performance measurement.

Clear distance: the two V4 engines always separate between 35 and over 50 Newton meters. But from not even two-thirds of the displacement, the 800 series gets a comparably good torque yield. The curve of the Honda VFR 800 F is clearly divided into two parts: first two-valve, then four-valve operation. In two stages, at 3500 and 5500 rpm, the Honda VFR 1200 F builds up its abundant power, but remains 12 HP below the rated output.

Conclusion

12th photos

Pictures: Honda VFR 800 F and Honda VFR 1200 F in comparison test

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