Honda VFR 800 F in the driving report

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Honda VFR 800 F in the driving report
plant

Honda VFR 800 F in the driving report

Honda VFR 800 F in the driving report

Honda VFR 800 F in the driving report

Honda VFR 800 F in the driving report

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Honda VFR 800 F in the driving report
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A narrower waist, lower seat height – people with short legs are now also welcome. I’m sure they’re also happy that the handlebars are a little higher and closer to the driver.

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The indicators are integrated into the mirrors and also well into the rear. Overall, the machine is very valuable.

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Honda VFR 800 F in the driving report.

Honda VFR 800 F in the driving report

Equipped for the future

After twelve years, the VFR is finally getting an update again. Honda wants to have improved the virtues of the machine and is again attracting customers with the Honda VFR 800 F..

The VFR has been part of the street scene for 28 years and now comes with the Honda VFR 800 F another update. Around 75,000 copies are currently rolling on European routes alone. From the early 750 models to the first 800, which took the stage in 1998 and even introduced the variable valve control VTEC in the motorcycle sector in 2002.

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Honda VFR 800 F in the driving report

Honda VFR 800 F in the driving report
Equipped for the future

Motor impresses with its character, ease of revving and power

The engine of the Honda VFR 800 F is already convincing after the first few kilometers of sweeping roads in the Spanish hinterland. At least as far as the VTEC is concerned. The transition from two to four valve drives takes place as usual between 6500 rpm and 7000 rpm. But instead of the damned jerking, only the extra power that comes with a changed engine sound is noticeable: Suddenly, the cylinder head pisses more nervously. The whole thing happens as smooth as never before. well done.

However, the V4 drive is a bit more cautious than in the previous model: Instead of 109 hp at 10,500 rpm, Honda now only gives 106 hp at 10,250 rpm. The torque is also slightly lower: 75 Nm at 8500 rpm instead of 80 Nm at 8750 rpm as before. This acceptable reduction is already an anticipation of the Euro 4 emission limits applicable for motorcycles in 2016. Whatever the case, the engine of the Honda VFR 800 F is fun, because it convinces with character, revving and power from the cellar. The shift assistant (199 euros surcharge), which is available as an option for the first time at Honda, also does its job perfectly. Even without coupling, the courses slide buttery lightly.

Honda VFR 800 F in the driving report

Tourer


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Handlebars a little higher and closer to the driver

But not only the engine is equipped for the future, the rest of the Honda VFR 800 F has also taken one, if not two steps forward. For example, the pilot is now sitting a bit more touristy, because the handlebars are slightly higher and closer to the driver than on the previous model. This effect can be increased with an adapter plate (Honda accessory). When it comes to safety, the brakes rely on radially bolted four-piston fixed calipers plus 310 mm discs at the front. ABS is of course on board as standard, but the VFR has said goodbye to the CBS composite braking system.

Another new feature is traction control, which uses ABS sensors to detect and react to wheel speed imbalances. If necessary, ignition and injection are withdrawn. Which worked very well at the presentation in Spain. Many white zebra crossings in the coastal region around Benidorm were as smooth as soft soap even without rain. Even when gently accelerating on the white one hit terrifying hooks with the also presented CB 650 models, while the traction control immediately prevented such slips on the more powerful Honda VFR 800 F..

Honda VFR 800 F now weighs just 239 kilograms

Also new to the Honda VFR 800 F is the rear frame, the aluminum single-sided swing arm, and the arrangement of the radiator and exhaust. While the previous model managed with two water coolers attached to the side of the fairing, these are now positioned in front of the engine again. And the double silencer that was previously located under the seat had to make way for a conventionally positioned single silencer again. Reason: centralization of the masses, says Honda. Overall, they want to have saved ten kilograms compared to the previous model.

Nevertheless, the new one is not a handling miracle. The Honda VFR 800 F, which weighs just 239 kilograms, remains stoic and stable on course, steers precisely, but not as light as a feather. Sports-minded drivers have to tackle faster changing bends to correct direction. The chassis is sporty and stiff, but not uncomfortably tuned and gives good feedback. Just like the new stoppers, which shine with very good controllability and more than decelerate. The suitability for everyday use has also been improved. The seat height is now variable – 790 and 810 millimeters are available – the new LED headlights are dazzlingly bright and the indicators are reset automatically. Overall, the new VTEC-VFR is definitely a step forward compared to the old one. Thanks to evolution.

Technical specifications


plant

A narrower waist, a lower seat height – people with short legs are now also welcome. I’m sure they’re also happy that the handlebars are a little higher and closer to the driver.

Honda VFR 800 F.

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 / 11 Ah battery , 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 cm³
Compression ratio: 11.8: 1
Rated output: 77.9 kW (106 hp) at 10,250 rpm
Max. Torque: 75 Nm at 8500 rpm

landing gear: Bridge frame made of aluminum, telescopic 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 310 mm, four-piston fixed calipers, disc brake at the rear, Ø 256 mm, double-piston floating caliper , ABS, traction control.

Cast aluminum wheels: 3.50 x 17; 5.50 x 17
Tires: 120/70 ZR 17; 180/55 ZR 17

Dimensions + weights: Wheelbase 1460 mm, steering head angle 64.5 degrees, caster 95 mm, suspension travel f / r 108/120 mm, seat height 789–809 mm, weight with a full tank of 239 kg, permissible total weight 432 kg, tank capacity 21.5 liters.

Guarantee: two years
Colors: red, black
Price: 11,990 euros
Additional costs: 295 euros

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