Honda VFR800 - Buying Used

Back in 1986, the 90º V-four VFR was as exotic as it got and featured straight-cut gear driven cams, which firmly laid to rest the dreadful reputation earned by the previous VF750. At that time the term 'Sports Tourer' hadn't really found its way into common usage and the VFR was a sports bike. So much so that in the hands of high calibre racers like Malcolm Campbell and Joey Dunlop the VFR enjoyed a fair bit of success before spawning the legendary RC30.

History

Over the years that followed, the VFR received a tweak here and refinement there. 1988 saw the demise of motorcycling's equivalent of the mullet, the 16" wheel, to be replaced by a 17-incher instead. By 1990 the fairing had been sharpened and the twin mufflers disappeared to be replaced by a four-into-two into one system that allegedly boosted mid-range torque. From there the changes were more about updating the looks rather than changing what was fundamentally a brilliant design. The last of the VFR750s is now highly sought after as it has gained almost cult status as being the last of the real VFRs. A point of view guaranteed to promote some debate here at AMT headquarters.

Which brings us to the VFR800. Not the latest chain driven cam V-tec version that features the gimmicky and arguably pointless variable valve-timing, but the one that had the engine based on the world superbike winning RC45.

Launched in 1997 the 800 received a relatively lukewarm reception. No-one could deny it was a good thing, and many journos said some very nice things, but in terms of towering excitement - Nah! How strange - and why?

Boosted to a capacity of 781cc, the 16-valve DOHC V-four churned out 110PS, weighed a somewhat porky 208kg (dry) and had once again undergone a restyle. Everything about the VFR was civilised but potent and the features stirred into the mix should have ensured palpitations in the heart of any red-blooded rider. After all, here was a motorcycle that was still undeniably exotic VFR. There was the new 'pivotless' frame coupled to the now trademark single-sided swingarm. There was the new electronic fuel-injection again derived from the RC45 and a host of new and improved features designed to appeal to everyman, woman and anything in between.

So why didn't the VFR 800 rule for another ten years in the same way the 750 had? It may have been that the VFR had lost its edge, after all over the years it had stacked on a bit of weight, the clothes were more conservative and, although it could still carried a useful punch, the VFR looked like it had settled comfortably into middle age. Then again it may be that the opposition had finally caught up and competition in the form of Ducati and Triumph had simply edged ahead.

No matter what the reason, the fact is that the VFR800 is still an excellent bike that is holding its value well in the marketplace and represents a brilliant used buy.

On the road

Just as you'd expec,t the VFR is 'I seem to have fallen off that log' easy to ride. There's stacks of usable power, especially once the thing gets out of bed at 4000rpm and starts taking an interest above 6000rpm. From there the power surges up with a direct relationship with the rev counter needle sweeping across the white-faced dial all the way to the 11,750rpm red-line. If midrange is your thing - and if it isn't it should be - then this is what you want, especially when the road urges you to run rings around sun-crowned hills and swoop and dive through shadowy valleys. It's also nice when the roads are wet, slippery and it's time to tiptoe through the city streets to work or home.

On the subject of bends and overall handling, the VFR takes a bit of effort to drop over into turns, but once it's there it settles into just about any lean angle you'd care to indulge in. Playing knee-down race-god today are we? Go right ahead. Something a little more casual perhaps? Yes we can look good doing that too. The suspension is really top class road riding stuff. Multi-adjustable for multiple riders and styles, it just absorbs with a quality feel that keeps telling you did the right thing with your money here.

Brakes, now here's a thing - the VFR has 'Dual Combined' linked brakes, which link the twin 296mm discs up front with the 256mm unit at the back. A lot of people hate them having never tried them, the truth is the Honda system is one of the best around and you just don't notice it in operation 99 percent of the time. Sure you could find fault if you looked for it, but the bottom line is they stop the bike well and with a high degree of control. In day-to-day use and in an emergency that's all you really want.

In terms of comfort and equipment the VFR is okay, it's better than a lot but could still be better. The seat is a good-un but the bars, footrests and lever positions just don't suit everyone. The flagship sports tourer should have had adjustability to suit different riders and riding styles.

Equipment is as good as it gets although a cruise control would have been a worthwhile addition. The fairing works well and the digital dash gives you all the information you need like clock, accurate fuel gauge, trip and odometer - and some you don't, like the outside air temperature. Do they seriously think that freezing rain or 40º heat might escape our attention?

What to look for

Because it's a VFR, mechanically nothing goes wrong. Seriously, nothing. That's not to say there haven't been a few flies in the Veefas ointment. Regulator/rectifiers have a habit of getting too hot and then packing up and leaving home, often leaving the rider far from home with a discharged battery. The regulator units themselves aren't the problem, but the wiring is. This in turn leads to excessive heat and the poor little devil gets cooked into oblivion. There are simple and cheap fixes that completely remove the problem. Another occasional fault is the temperature sender, which is located in the V of the cylinders. In all fairness this is a pretty rare occurrence and you could justifiably feel unlucky. A cheap and relatively small component that should be easy to get to you'd think. No, expect to expend some fairly heated energy trying to get to it, removing the old one and replacing with the new.

While we're into the electrical stuff, the circuit board for the electronic dash on early models has been known to cause a couple of problems, although these seem to have been weeded out now,

Apart from those few items, the VFR is trouble free and owners can expect to have long and happy relationships with their machine. That said, whenever you go to look at a secondhand unit, always-always look for signs of accident damage. Check to see that the chain has been adjusted on the single sided swingarm using the right tool rather than the infamous hammer and big screwdriver and be sure that it's available when you buy. Make sure that the brake discs are likely to pass a roadworthy and that there's no play in any of the bearings. Ask to see the service records and always take it for a test ride.

Service costs for a VFR are what you'd expect. A minor service every 6000kms will cost around $240 inclusive of parts, and a major at every 24,000kms, which includes valve shims and all other parts will cost $450.

Improvements

Discounting the regulator mod, which should be done as a matter of course, it all depends on what you're looking for out of your VFR. V-four sports weapon or distance sucking tourer. If it's the former, then the soft suspension will need firming up and a Power Commander fuel-injection tuning unit matched to a free breathing can and air filter will liberate a few ponies. The latter? Well I'd be looking in the American magazines for some adjustable handlebars, adding a cruise control, a 'double bubble' screen, some hard luggage and booking a place on a ship to take me to Europe and some serious mountain passes.

Which model?

It really doesn't matter, the key considerations should be condition, price, kilometres and what goodies does it come with? These things hold their value extraordinarily well and they tend to be owned by enthusiasts rather than rev-heads. Spend your money secure in the knowledge that what you'll get is a quick, capable, quality motorcycle.

By Rob Smith (Australian Motocycle Trader)

SPEX: Honda VFR800 Fi.

ENGINE:
Type: Liquid cooled, DOHC, sixteen valve, 180º V-four, four-stroke;
Displacement: 781cc;
Fuel system: EFI.

TRANSMISSION:
Type: Six-speed, constant mesh;
Final drive: Chain.

CHASSIS AND RUNNING GEAR:
Frame type: Twin spar alloy;
Front suspension: 41mm telescopic forks adjustable for preload;
Rear suspension: Monoshock adjustable for preload and rebound;
Front brake: 296mm dual disc with three-piston calipers (Linked);
Rear brake: 256mm disc with three-piston caliper.

DIMENSIONS AND CAPACITIES:
Claimed dry weight: 208kg;
Claimed seat height: 805mm;
Fuel capacity: 21 litres.

PERFORMANCE:
Claimed power: 110PS at 10,500rpm;
Claimed torque: 8.4 kg-m at 8500rpm.

Glass's Guide:
1998 $10,700;
1999 $11,300;
2000 $12,000;
2001 $13,900;
2002 $14,200.