Honda VFR800

WHAT WE LIKE

Honda's VFR800 is truly one of the great stayers of the modern motorcycle world. The VFR750 hit its mark when first launched in 1986, but that model can trace its origins even further back, to the VF750 of 1982. In the mid-to-late '80s the first VFRs were seen as sports machines, although with time and progress they slipped comfortably into the sportstourer role.

The VFR750 made way for the VFR800 in late 1997, the ground-up revision breathing new life into the VFR name. Now unashamedly a dedicated sportstourer, the VFR800 copped its next decent revision in 2002, when Honda introduced VTEC to the VFR's 90-degree V-four engine, along with chain-driven cams to replace the old gear-driven set-up, plus new styling.

Since then Honda has left the VFR800 pretty well alone, save for a couple of minor tweaks here and there, such as refining the VTEC system (for more on the VFR's VTEC, see 'Price and Equipment', below).

With the impending introduction of the all-new VFR1200, the VFR name looks set to live on well into the future. Will the VFR1200 spell the demise of the VFR800? We imagine so. Honda is remaining tight-lipped - but with continuing steady sales (in recent times well in excess of 200 new VFR800s have been sold each year), the VFR800 is likely to be available for a little while yet.

Honda quotes the VFR800 as being good for 80kW at 10,500rpm and 80Nm of torque at 8750rpm, that power then being fed down to the ground via a hydraulic clutch, six-speed gearbox and chain final drive.

Aged as it is, it's perhaps no surprise to find that the rest of the VFR800's gear is pretty standard fare. Wrapped around the engine is a twin-spar alloy beam frame, suspended by a conventional 43mm fork and a rear monoshock. Both are adjustable for preload and rebound.

Braking duties are handled by a trio of Nissin three-piston calipers - yep, it's Honda's Dual Combined Brake System, which sees proportional braking power applied at both ends, even if only the front lever or rear pedal is used in isolation. ABS is not available for the model here in Australia.

A colour-matched pillion seat cowl and a centrestand come as standard, while factory options include colour-coded 35lt panniers and a matching 45lt topbox; carbonfibre look triple clamp cover, fuel filler cover and tank pad; a bike cover and a 50mm higher screen.

The central analogue tacho is complemented by LCD displays either side, showing speed, air temperature, engine temperature, time, two trip meters and an odometer.

Available for $15,990 (manufacturer's recommended price before statutory and dealer charges), the VFR800 comes with a 24-month unlimited kilometre warranty, and is available in Candy Glory Red or Silver Sword Metallic.

Nine years is a bloody long time for a motorcycle to remain relatively untouched - god knows how long it equates to in human years - yet I'm constantly amazed how well these things carry their age. The performance and handling is still right up there, the ergonomics are spot-on and the styling, in this hack's humble opinion, remains cutting edge. Throw in an excellent finish and competitive pricing, and there's really little to complain about.

Thumb the starter and that 90-degree V-four whirrs into life. A big part of the VFR's success is right here, in this powerplant. Rougher than an inline four but smoother than a V-twin, the V-four really does have a character all its own, with its own distinct voice. Pull in the light clutch, snick first and give it a few revs - the VFR pulls away smoothly and cleanly, and with no small degree of urgency if required.

This is an incredibly flexible engine. There's good grunt down low and through the midrange, which then builds seamlessly into a feisty top end. The VTEC, to my mind, is technology for technology's sake. As you sweep past 6600rpm there's a noticeable surge in power as the full four-valve operation kicks in, accompanied by a pleasing howl from the triangular, underseat pipes. The transition is now quite smooth - it used to be rather pronounced - which is the result of some tinkering a few years back. It certainly does add an extra element to the ride experience, but I can't help but feel that if VTEC was such a winner, Honda would have adopted it elsewhere within its range.

Regardless, the VFR is just as content to potter along in stop-start traffic, as it is to cruise the highways or charge up a mountain road - it's a bike for all reasons, which is the secret to its success.

VTEC aside, there's nothing particularly revolutionary about the VFR, partly because it is getting on in years and partly because it's constructed around tried-and-true engineering principles. The twin-spar alloy beam frame, when combined with a conventional 43mm fork and monoshock, delivers a ride that's the perfect balance of sports performance and touring comfort. It soaks up the bumps well, yet when a sporting mood takes you, it'll happy oblige - with rock-solid lines, excellent ground clearance, and good feedback.

Honda's Dual Combined Brake System - where the front lever brings on some braking pressure at the rear wheel, and vice versa - has polarised opinion for years, but I have to admit I've always wondered what all the fuss is about. As far as I'm concerned, after a very quick period of adjustment, the VFR's brakes deliver good power and decent feel, end of story. This isn't a razor-sharp track bike we're talking about, after all, and Honda has fine-tuned the proportional pressures over the years so you will be able to drag a bit of back brake through a U-turn without upsetting the apple cart, so to speak.

Another area where the VFR scores highly is practicality. The ergonomics are perfect - good legroom, a slight forward incline for the rider and a comfy seat. Ditto for the pillion. It comes with a centrestand (hallelujah!), and the 22lt tank is big enough to cover the distances afforded by the bike's general level of comfort. I got about 17km/lt out of the VFR on general duties (commuting and highways), which is good for about 340km before you hunt down a servo - good going. Hard charging, however, saw this drop to around 14.5km/lt.

For the long haul, there's a 50mm higher windscreen available as an option for taller types, plus factory panniers and topbox. Throw these on and the VFR really is a capable interstate blaster, with the benefit of good sporting ability should you reach any twisty bits along the way.

That really is the key to the VFR's status as a perennial favourite. Purists may see a sportstourer as nothing more than a compromise - the 'master of none', rather than the 'Jack of all trades'. The VFR, however, really does do an excellent job of just about anything you throw at it. I can't wait to see what the VFR1200 will be like, but in the meantime - and probably for a good while yet - the VFR800 will continue to hide its age well.

If I was a single man, I wouldn't knock back a date with Elle Macpherson - would you?

ENGINE
Type: 782cc, liquid-cooled, 16-valve, DOHC, four-stroke, 90-degree V-four
Bore x stroke: 72mm x 48mm
Compression ratio: 11.6:1
Fuel system: PGM-FI electronic fuel injection

TRANSMISSION
Type: Six-speed
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame type: Twin-spar alloy beam
Front suspension: Conventional 43mm telescopic fork, adjustable for preload and rebound
Rear suspension: Monoshock, adjustable for preload and rebound
Front brakes: Twin 296mm discs with three-piston Nissin calipers and DCBS
Rear brakes: Single 256mm disc with three-piston Nissin caliper and DCBS

DIMENSIONS AND CAPACITIES
Dry weight: 213kg
Seat height: 805mm
Wheelbase: 1460mm
Fuel capacity: 22lt

PERFORMANCE
Max. power: 80kW at 10,500rpm
Max. torque: 80Nm at 8750rpm

OTHER STUFF
Price: $15,990 (manufacturer's price before dealer and statutory costs)
Colours: Candy Glory Red or Sword Silver Metallic
Bike supplied by: Honda Australia, tel (03) 9270 1111, www.hondamotorcycles.com.au
Warranty: 24 months, unlimited kilometres