Click to read: Honda VFR800 owners reviews, Honda VFR800 specs and to see the Honda VFR800 image gallery.
DID THE MIGHTY Honda make a bike that was worse than its predecessor? Some would say 'yes', citing the uneven power delivery as the VTEC extra valves come into operation with a jolt. Heavier but sportier than previous VFRs but, despite critics, it's still an institution to be reckoned with.
Sports tourers in general, and specifically VFRs, are jacks of all trades. Dedicated, fully-dressed mile-munchers such as, say, BMW's R1200RT or Honda's own Pan European will tour better, while there are any number of 600, 750 or 1000cc tools better suited to more sporting activities. But this begs the question: since a sports tourer doesn't have to excel at anything in particular, why have so many manufacturers been chasing their tails for so long trying to come up with something as standard-setting as the VFR? There are new machines on the market taking on Honda, but for second-hand money little comes close.
That over-complex VTEC motor works well but its mildly schizoid nature does seem somewhat out of kilter with the VFR's more staid image. For that reason alone many VFR traditionalists shy away from this newfangled contraption. Instead, the addition of VTEC has broadened the VFR's appeal to those of a more sporting disposition.
Ergonomics have that one-size-fits-all quality that only Honda seems to have mastered. Comfort's good for most, although the screen is a bit low for taller riders. Headlights are awesome and linked, anti-lock brakes take the guesswork out of stopping in the wet, but some riders still prefer to work all that stuff out for themselves. Build quality is reassuring, although keeping a high-mileage VFR in showroom condition requires some effort - there are a myriad hard-to-clean places around the rear shock and the single-sided swingarm's sprocket carrier. But a VFR is always a safe bet, and resale values remain strong.
Key ID: Pointy nose and lights are a giveaway. Non-VTEC bikes have regular exhausts rather than underseat pipes and less angular styling.
Walk away: if it needs the 16,000-mile service, which can cost £500 due to the complexity and inaccessibility of the V-four, VTEC-equipped motor. Console faults are also a costly fix.
