Forget the pipe-and-slippers image, Honda's VFR has taken the term 'all-rounder' to a new level. It does absolutely everything, and does it well.
If there's any bike that can showcase Honda's design philosophy, it's the VFR. On the market since 1986, the V4-engined sports-tourer has always been able to boast class-leading performance, reliability, comfort, and user-friendly character. In fact, the VFR is arguably the most perfect bike ever made. Fine engineering, top class build quality, and brilliant balance - which makes it the one of the very best all-rounders ever - are just some of its numerous virtues.
The only thing that 'lets it down' is its image. To some, the Honda is just a bit too perfect, a bit too sensible, and signals that you've moved into the married-kids-mortgage-pension way of life all of a sudden.
However, as long as you can bear being branded a bit of a Norman Normal, living with a VFR can rarely be considered a bad idea. The Honda sets the standard for versatility, and its multi-tasking ability hasn't really ever been matched by another motorcycle.
If you want a bike that starts every morning, can take you either to work, the shops, the races, or the continent - and do so with total competence, at whatever pace you fancy, you should look no further than a VFR. If you want a bike that you don't have to clean every time you park it for fear of it rotting, you should look no further than a VFR. Or if you want a bike that'll perform almost as well as new, even when it's clocked up 50,000 miles, you should look no further than a VFR. Get the picture?
Constant development during its 17-year history has ensured it has improved each year, and the latest VTEC version is a very hard act for a rival bike builder to match, let alone beat.
We tried an absolutely mint 2002 VFR 800 with just 3500 miles on the clock which,
unsurprisingly, rode like it had just had its PDI. The Honda you see here is up for grabs for £5995 at Pidcocks in Nottingham (01159 692200) - a two grand saving on new - and is a classic example of the bike.
Smoothly delivered power and torque flood from the flexible detuned RC45 motor, making it simplicity itself to pootle around on at a leisurely pace. Not having to constantly prod the gearlever to maintain momentum merely adds to the relaxing feel.
When you want to see the speedo needle point to some bigger figures, the engine is just as obedient. On top of that, although the 108bhp mill will get you going pretty damned sharpish, when you cane it a bit harder the lovely linear style of delivery of those horses means you're unlikely to be caught out. However, it has to be said there is definitely a discernable, yet still friendly, kick at 6000rpm, which coincides with a gorgeous induction roar. It makes revving the V4 totally addictive.
Sunday scratching, or even the odd track day, are well within the VFR's impressive range of capabilities. Its handling isn't as sharp as, say, a Suzuki GSX-R or Honda FireBlade, and the suspension has been designed with more thought to comfort rather than pure speed. Make no mistake though, the VFR can be hustled round circuits at a seriously impressive pace with a good rider on board. Only the CBS linked brakes may cause concern to some at these speeds. Personally, I think that once you've recalibrated your balance of effort through the lever and pedal, you'll be fine. Overall, the CBS system advantages far more riders than it handicaps.
Longer runs are never a problem for the VFR. Rider and pillion comfort is excellent, and the tank range of 150-200 miles maintains high average speeds. Thoughtful additions like a centre stand (remember those), grab handles, clock and ambient temperature gauge all add to the civility of any journey. Touring is another thing the Honda excels at.
Verdict Put a VFR to any test, and it'll meet the challenge. Praise for its prowess will be regular from day one of ownership. Dealer visits for repairs or warranty claims will be much rarer. The Honda isn't a good bike to introduce you to AA or RAC men. It's a bike you buy to ride, park up and forget about - a faithful servant, which you'll never want to sack.
VFR750 EVOLUTION
1986: Launched as a replacement to Honda's infamously fragile VF750F. Featured
gear-driven cams, and Honda's first alloy beam frame.
1988: More mid-range power, 17-inch wheels, new bodywork with adjustable screen.
1990: New frame and single-sided swingarm. More mid-range power, four into one exhaust. New bodywork
1994: New NR750 inspired bodywork. New frame, swingarm, wheels, and exhaust.
1998: Completely new model. RC45-based 781cc fuel-injected engine, side-mounted radiators, CBS linked braking system.
2002: All-new model, featuring VTEC variable valve timing, chain driven cams, fresh bodywork and styling. ABS option.
VISORDOWN TIP
You can have problems if you neglect the chain-adjusting hub in the swingarm.
The hub can seize solid, preventing you from tightening the chain, and landing you with a repair bill of up to £100 at a dealers to sort it. There is a simple way to avoid this.
Strip out the hub, and coat the surface which mates with the swingarm in Copaslip. It's a bit of a fiddly job, but will stave off the corrosion for many thousands of miles. Expect to pay around £50-75 at a dealer.
Forget the pipe-and-slippers image, Honda's VFR has taken the term 'all-rounder' to a new level. It does absolutely everything, and does it well.
If there's any bike that can showcase Honda's design philosophy, it's the VFR. On the market since 1986, the V4-engined sports-tourer has always been able to boast class-leading performance, reliability, comfort, and user-friendly character. In fact, the VFR is arguably the most perfect bike ever made. Fine engineering, top class build quality, and brilliant balance - which makes it the one of the very best all-rounders ever - are just some of its numerous virtues.
The only thing that 'lets it down' is its image. To some, the Honda is just a bit too perfect, a bit too sensible, and signals that you've moved into the married-kids-mortgage-pension way of life all of a sudden.
However, as long as you can bear being branded a bit of a Norman Normal, living with a VFR can rarely be considered a bad idea. The Honda sets the standard for versatility, and its multi-tasking ability hasn't really ever been matched by another motorcycle.
If you want a bike that starts every morning, can take you either to work, the shops, the races, or the continent - and do so with total competence, at whatever pace you fancy, you should look no further than a VFR. If you want a bike that you don't have to clean every time you park it for fear of it rotting, you should look no further than a VFR. Or if you want a bike that'll perform almost as well as new, even when it's clocked up 50,000 miles, you should look no further than a VFR. Get the picture?
Constant development during its 17-year history has ensured it has improved each year, and the latest VTEC version is a very hard act for a rival bike builder to match, let alone beat.
We tried an absolutely mint 2002 VFR 800 with just 3500 miles on the clock which,
unsurprisingly, rode like it had just had its PDI. The Honda you see here is up for grabs for £5995 at Pidcocks in Nottingham (01159 692200) - a two grand saving on new - and is a classic example of the bike.
Smoothly delivered power and torque flood from the flexible detuned RC45 motor, making it simplicity itself to pootle around on at a leisurely pace. Not having to constantly prod the gearlever to maintain momentum merely adds to the relaxing feel.
When you want to see the speedo needle point to some bigger figures, the engine is just as obedient. On top of that, although the 108bhp mill will get you going pretty damned sharpish, when you cane it a bit harder the lovely linear style of delivery of those horses means you're unlikely to be caught out. However, it has to be said there is definitely a discernable, yet still friendly, kick at 6000rpm, which coincides with a gorgeous induction roar. It makes revving the V4 totally addictive.
Sunday scratching, or even the odd track day, are well within the VFR's impressive range of capabilities. Its handling isn't as sharp as, say, a Suzuki GSX-R or Honda FireBlade, and the suspension has been designed with more thought to comfort rather than pure speed. Make no mistake though, the VFR can be hustled round circuits at a seriously impressive pace with a good rider on board. Only the CBS linked brakes may cause concern to some at these speeds. Personally, I think that once you've recalibrated your balance of effort through the lever and pedal, you'll be fine. Overall, the CBS system advantages far more riders than it handicaps.
Longer runs are never a problem for the VFR. Rider and pillion comfort is excellent, and the tank range of 150-200 miles maintains high average speeds. Thoughtful additions like a centre stand (remember those), grab handles, clock and ambient temperature gauge all add to the civility of any journey. Touring is another thing the Honda excels at.
Verdict Put a VFR to any test, and it'll meet the challenge. Praise for its prowess will be regular from day one of ownership. Dealer visits for repairs or warranty claims will be much rarer. The Honda isn't a good bike to introduce you to AA or RAC men. It's a bike you buy to ride, park up and forget about - a faithful servant, which you'll never want to sack.
VFR750 EVOLUTION
1986: Launched as a replacement to Honda's infamously fragile VF750F. Featured
gear-driven cams, and Honda's first alloy beam frame.
1988: More mid-range power, 17-inch wheels, new bodywork with adjustable screen.
1990: New frame and single-sided swingarm. More mid-range power, four into one exhaust. New bodywork
1994: New NR750 inspired bodywork. New frame, swingarm, wheels, and exhaust.
1998: Completely new model. RC45-based 781cc fuel-injected engine, side-mounted radiators, CBS linked braking system.
2002: All-new model, featuring VTEC variable valve timing, chain driven cams, fresh bodywork and styling. ABS option.
VISORDOWN TIP
You can have problems if you neglect the chain-adjusting hub in the swingarm.
The hub can seize solid, preventing you from tightening the chain, and landing you with a repair bill of up to £100 at a dealers to sort it. There is a simple way to avoid this.
Strip out the hub, and coat the surface which mates with the swingarm in Copaslip. It's a bit of a fiddly job, but will stave off the corrosion for many thousands of miles. Expect to pay around £50-75 at a dealer.
