Honda VFR800

The reason for that is essentially you got a just-bigger-than-medium motorcycle which had giant performance (or near enough), civil road manners, and a seating postion that didn't have you looking up chiropractors in the phone book. A pretty good combo.

The move from 750 to 800 (actually 782cc) circa 1999-2000 brought with it a more peaky injected powerplant with good outright power and one of several versions of Honda's linked braking system (aka DCBS). From some points of view (including mine), it was a backward step. Some of the 750's legendary flexibility had been lost. Move up to this year...

This time around the big news is VTEC - a variation on the variable valve/cam theme which has been most used in various forms by Honda and Toyota in the automotive world. Honda also trialled this on a CB400 for the Japanese market. The gist of the idea is you have a two-valve-per-cylinder powerplant in the lower and mid rev ranges, which gives max flexibility, then a four-valver at higher revs for monster performance.

In the VFR's case, the two-to-four changeover happens at 7000rpm, a long way short of the 11,700rpm redline.

Underestimating
While the VTEC gizmo may be the technical highlight, it would be underestimating the bike to say it's the only change. In fact just about the whole package has come in for a revamp - chassis, various mechanical details, braking (we're now into MkIV of DCBS, I think) and, perhaps most controversally, styling.

The VFR scores a far more angular look than any of its predecessors - and perhaps any of its siblings. It's a bit of a shock to the eye, though the four-lamp snout is unmistakable when you see it fill your mirrors. If the current GoldWing's lamps are any indication, the extra illumination up front will be the bike's most-loved feature for anyone who does some country riding at night.

Quick fang
We got to play with the latest Viffer for a couple of hours on some backroads north of Melbourne, over a mix of freeway, easy backroads, a little tight stuff, and even a bit of gravel.

Without direct comparison to its immediate predecessor, I'm so far convinced the mid-and-low-range performance is a significant improvement. In some slower corners, I reckon you could carry a gear higher than previously without suffering on exit grunt.

While the four-valve performance kicks in at 7000, it's at just over 8000 that it makes its presence felt. Then the induction humm changes to a manic cackle and the Viffer picks up its sidecovers and hoots off into the horizon at a thoroughly respectable rate. It's still not tyre-shredding horsepower (80kW is the claimed max at 10,700rpm), but more than enough for the job.

Though you can't help but wonder why H hasn't just bitten the bullet and bumped the engine capacity up to a litre.

What I should get to though is the best part, which is the suspension. Ridden as supplied, it was on the firm side of medium for a sports-tourer, but exceptionally well-controlled - keeping contact with the road despite some invitations to do otherwise. Full marks for Oz conditions, leave it alone and just ride it.

Steering is neutral. Simple as that.

Braking is good, with nice feel. The latest-gen DCBS is almost 'invisible' on the road - apparently the front brake response from the foot pedal has been backed off to the point where you really have to hammer it before it chimes in. Okay, now I'm happy - it felt better than the system on the injected Blackbird I owned a little while ago.

Rider accommodation is good, even for tall people. There's decent legroom and the motorcycle feels solid. The suspension and semi-sports seat aren't ideal for long distances over ornery tar, but you could live with the combo.

Okay, then?

As a package, it will continue the VFR tradition of being a surprisingly good all-rounder. Capable and comfortable enough for the city, fine as an occasional tourer (there's a 22-litre fuel tank and now there's optional panniers designed for the model) and a very respectable sports bike. I much prefer it to the first-gen 800.

Story: Guy Allen