First ride: 2014 Honda VFR800 review

VFR purists - this is the upgrade you’ve been waiting for

Posted: 2 April 2014
by Steve Farrell
A 1988 VFR750

ANYONE with memories of motorcycling in the late Eighties will also remember the early Honda VFR750, cutting an elegant single-colour figure against a background of graphics-plastered bikes.

Its uncluttered styling and simple lines promised exhilaration without being boastful. It looked potent and mature.

It wasn’t only notable for its looks. In the launch year, 1986, Ron Haslam rode a stock VFR750 to third place in the Transatlantic Challenge at Donington Park.

In 28 years, the VFR has never strayed far from its furrow as the original sports tourer, although it went a bit cocky and NR750-esque in the Nineties, and some purist fans never embraced the 800 it evolved into.

But the latest version, the heavily revised 2014 VFR800, seems more than ever to echo the under-stated self-assurance of early models.

It's so sleek there are few lines for the eye to follow. It's like looking at a pool of red. Or black or white if you're mad enough to choose another colour. A pool you want to dive into.

The changes go well beyond looks. According to Honda, almost everything except the main frame and engine has been replaced for 2014.

It’s got new suspension at both ends. The fork is adjustable for preload and compression damping, the shock for rebound and preload, with a remote preload adjuster.

It’s got new wheels with thinner spokes, and a new brace on top of the single-sided swing-arm to add stiffness.

The steel sub-frame is now die-cast aluminium, saving 2kg. The twin under-seat pipes have been replaced by a single can on the right, saving another 5kg.

It’s got heated grips, traction control, clever new self-cancelling indicators, a new dash and height-adjustable pillion and rider seats.

It’s practically an all-new model, and not before time. The last major updates came 12 years ago. Since the launch of the bigger VFR1200 in 2009, Honda has been pushing that as the flagship of the range. With sales of its middleweight sibling slipping, it was time to revive a legend.

So can it fill the giant shoes of its predecessors? Or will the weight of expectation prove too much?

What’s clear from about 100 yards of the new bike is the class it seems to exude. It could be permanently bathed in soft lighting and it would barely add to the effect.

Every piece of bodywork fits together with every other piece with other-worldly precision. The gaps between them (“shut lines”, a Honda man informed me at the launch in Alicante), are hair-thin and perfectly uniform.

In the instrument panel, the usual digital arrangement of black-on-grey is inverted to make grey digits on black, a simple change that nevertheless lends to the impression this is special.

Even factory-fitted heated grips usually look like an afterthought. Not on the VFR800, where the instrument panel tells you what heating level they are set to. It also tells you your fuel consumption, average speed and what gear you’re in.

With the 782cc engine idling in neutral, the temptation to blip the throttle and make the needle rise on the big central rev counter, unleashing a bit of V-four howl, is irresistible.

On twisty mountain roads, there's enough torque to drive out of corners from 4,000rpm. At 7,000, the howl gets louder as Honda’s VTEC system switches from two valves per cylinder to four.

Early versions of VTEC-equipped VFRs met with criticism of the sudden step-up in power. It might be fine if you’re nailing it through the gears, but hovering around that area in the rev range, some found it jerky and annoying. 

Now the step-up is perceptible but not dramatic. There’s no surge exactly. The engine roars more loudly, power picks up smoothly and the needle climbs with renewed enthusiasm to the red line, just below 12,000rpm.

It’s addictive. As the change in engine note arrives, you’re reminded that VFR stands for ‘V-Four Racing’.

All the bikes given to journalists were fitted with a quick-shifter, an option with price to be confirmed. The sensation of clutch-less up-shifts with the throttle held wide open is fun, but it’s the noise that really makes it. A succession of VTEC howls punctuated by almost instant gear changes makes you feel like you are Ron Haslam in the 1986 Transatlantic.

Then a looming corner tightens up and you remember that you are not Ron Haslam.

Not that the VFR800 doesn’t cope well. The new brakes, which include ABS as standard and are not front-and-rear linked like many Honda’s of the past, are powerful and precise, delivering all the stopping force your fingers ask and no more. Braking into a corner, the forks retain enough travel in reserve for the bike to remain composed as you let off and tip in.

For long distance touring, the riding position may be a tad sporty for some, the reach to the bars a little far, putting too much weight on the arms. Personally I don’t mind it. It’s part of what gives the VFR a sense of purpose, part of its spirit. I would happily ride it to Timbuktu in a day, park it in the sand and spend the evening standing and looking at it.

Purist fans of the original VFR750 have tended to reject the later 800s, with their hoity-toity variable valve timing. To me, this new 800 seems everything the middleweight VFR should be: a true sports-tourer that’s going to be as handy on a track day as a week-long ride to the Algarve. 

As always, I can find things to complain about. Earlier I called the self-cancelling indicators ‘clever’, and they are, in that they use difference in front and rear wheel speed to detect when you’ve finished taking a corner. I’m just not sure they work that well in practice. Sometimes the indicator cancelled earlier than I wanted, sometimes later. If you have to override it, what’s the point?

The traction control button is on a box on the left bar which, unlike the heated grips, does look like an afterthought. It has two settings, on and off, and to its credit it’s very easy to switch between them. No annoying need to close the throttle, as with many systems. You just hold the button for a couple of seconds and a warning on the instrument panel tells you it’s off.

The traction control system works by retarding the ignition and gives smoother intervention without using throttle-by-wire, according to Honda. I’ll be honest: on the launch ride I was not aware of it intervening at any point.

Just beneath the tail unit are slightly obtrusive mounting points for panniers, in black. No doubt they look better than a conventional pannier frame. My criticism is that if you don’t want luggage, you don’t have to have a pannier frame. The latest mounting system is permanent and, without panniers fitted, it looks a bit like something is missing.

Adjusting the rider’s seat height requires a spanner and at the higher setting the gap between seat and bodywork looks a little too big.

These are minor points. 

Overall the impression remains one of class, beauty and potency. An optional pillion seat cowl fits with the same precision found everywhere. There’s already a good-sized compartment under the pillion seat, with enough space for waterproofs. With the seat swapped for the cowl, there's even more room.

The new VFR feels grown up but still exciting. Sophisticated, accomplished, exhilarating, sporty, elegant. 

All the things early VFR750s represented.

If you’re an early VFR purist, this could be the upgrade you’ve been waiting for.

Model tested: Honda VFR800

Price: £10,499

Power: 105hp

Torque: 55.3lbft

Kerb weight: 242kg

Seat height: 789mm/809mm

Colours: red, white, metallic black

Availability: May

Read our 2006 Honda VFR800 first-ride review

Review your Honda VFR750



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Thank you, been waiting for this review, maybe waiting for this bike, now bring back an updated but clean lean blackbird and an updated lightweight gadget free VTR or refined RC51 or the rumoured VFR 1000R and Honda will be back on track, the Grom, the CB1100 and this VFR may be a good direction..what's next?

Posted: 03/04/2014 at 05:36

Engine sounds like a lot of fun but 242kgs ?! And it's lost 7kgs !

Posted: 03/04/2014 at 11:32

The rear preload adjuster is in a bad place, covered in shit and seized up after one winter. Also, a minor bug bare is why have honda changed the indicator / horn layout? BMW finally listened to customer feedback and went 'normal' so why change? Would a car manufacturer decide to put the radio in the door 'cos most people are right handed? No. Regardless of any research into the subject, we all know where the horn is and where the indicators are so there's no benefit of moving them round except to 'look innovational'.

Posted: 03/04/2014 at 12:11

very reminiscent of recent triumph tourers... nice, but underwhelming

Posted: 03/04/2014 at 12:24

At last a honda i can buy !.Sorry triumph when my sprint st needs replacing it will be this as you are more interested in cruisers or adventure bikes.daytona excepted.

Posted: 03/04/2014 at 18:03

lovely , but £2000 overpriced expect some discounts

Posted: 03/04/2014 at 22:57

For £10,500 i would want gear driven cams! And not flailing camchains and useless tensioners x2.

Posted: 04/04/2014 at 16:17

No doubt the fit, finish and reliability will be superb, but the bike falls short of the mark for me...needs more stomp!!

They should have made this a 1000cc, no V-Tec, 140 bhp, with loads of grunt and a tank range of 200 miles - they would have sold shed loads of them then!

The 800's a bit weedy, only 55 lb/ft of torque, and the 1200's a bit lardy and numb, Honda's market research is well out of touch - just my opinion, no doubt someone will be along in a mo to argue otherwise!

Posted: 04/04/2014 at 20:23

None of the recent VFRs have been gear driven since 2010 and they are reliable ,,i actually had a 1984 VF750F which was reputed to have the chocolate cams and flailing cam chains in the early 1990s and it was flawlessly brilliant , should have kept it .

i want one of the new ones but would not pay more than £6000 so maybe in couple years time some low mileage ones will be on the market .

Posted: 07/04/2014 at 12:53

Nice upgrade,but seriously 242kg it's a porker for 800cc!

Posted: 08/04/2014 at 00:16

The nicest of the last VFR's, but for me the best, the 1991 one, great engine (maybe an upgrade with injection would have been good for this one) lovely sound on it, and very nice fairing design, still modern nowadays .

Posted: 08/04/2014 at 09:33

"ANYONE with memories of motorcycling in the late Eighties will also remember the early Honda VFR750"
Memories? I'm still riding my 1989 VFR750F RC24... (the last symmetrical model with a proper swing arm and twin exhausts).

Posted: 10/04/2014 at 12:59

I'm a huge vfr fan. I've had 4 including a vfr750 1997 and 3 vfr800's (98,99 and currently 2001). Love the gear driven cam engine sound but they need more grunt. 100hp and 80nm of torque doesn't cut it anymore and not when you have soo much weight to move. This bike should have been a 1000cc V4 with gear driven cams putting out 130-150hp and 110nm of torque and I would be bashing down the door to get it. Honda has finally upgraded and delinked the brakes and fitted better suspension but I know I'm not the only one in saying the engine still let's down the bike as does the weight.

Posted: 26/04/2014 at 14:10

Love the look of it but the killer for me was the stupidly high footrests,absolutely ridiculous on a sports tourer i reckon they are higher tha a gsxr 750 k6 i rode recently .Killed it for me and thats a shame as i love the bike

Posted: 26/05/2014 at 09:18

Talkback: First ride: 2014 Honda VFR800 review


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