Quick spin: Honda VFR800F

What's the secret to hiding your age? A few have tried to come up with the answers – where does notorious con-man Peter Foster live these days? – but most have failed miserably.

Honda's VFR800 may have the answers, as it's one of the true stayers of the motorcycle industry without looking tired or dated. In fact, the VFR800 will celebrate its 20th anniversary in 2017 – probably a good as time as any for a special edition like Yamaha has just announced for its VMAX, which is turning 30.

The VFR800 can trade its origins even way before 1997, as the original VFR750 was launched in 1986 -- and if you want to probe further the VF750 probably started the whole family tree in 1982. That's a storied history.
In those early days, the VF(R) lineage was probably seen as a sports one, but over the years as times, tastes and performance expectations changed, the sportstouring moniker took over -- one which the current-day VFR800F carries out unashamedly with extremely due diligence and a lot of fun.

The continued popularity of the VFR800 has come despite only a couple of revisions, including 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.

In 2010, the VFR800 gained a sibling in the form of the VFR1200F, which some in the motorcycle commentarial suggested may have spelt the demise of the VFR800. Instead, it's appeared to have worked in reverse, with the little mile-muncher still continuing to churn out steady sales for Honda in a contemporary beat, while the 1200 has been a huge disappointment from the get-go. I'm sure Honda wasn't planning it that way…

In 2014, Honda updated the VFR800F, with the latest iteration of its evergreen V-four-powered sportstourer featuring a host of revisions and improvements.

The suite of updates included a revision to the 800cc, 90-degree, V-four engine's VTEC valve system to boost low and mid-range power, the addition of traction control and two-channel anti-lock braking, a 3kg lighter die-cast aluminium subframe, a new swingarm and 43mm fork, and the fitment of radial brakes. Moreover, the seat height is now adjustable by 20mm, there's revised instrumentation, and the lights are now LED.

In total, the model's kerb weight has been reduced by a whopping 10kg, mainly due to a single muffler replacing the dual underseat design of the previous model. Claimed kerb weight is now 239kg.

A big part of the VFR's success is, undoubtedly, the extremely flexible and linear powerplant. It's just so full of character, and has always been. It's actually 'lost' a couple of horsepower in the latest guise, which is neither here nor there when you consider that it has such delicious and smooth power delivery from the basement, which morphs into the midrange before a real kick at about 8000rpm.

Redline is 12,000rpm, and there's about 750pm of over-rev available if you really want to keep the Viffer on the boil. Speaking of ratios, the gap between the second and third cogs is quite large, but in an engine with such a broad spread of torque it isn't a big momentum killer.

Honda quotes the VFR800F as being good for 78kW (106ps/104.6hp) at 10,250rpm and 75.1Nm of torque at 8750rpm, the power then being fed down to the ground via a supple hydraulic clutch, six-speed gearbox and chain final drive. Those peaks are 2kW and 5Nm lower than the previous model, but with Honda playing with the cam timing and valve duration and overlap, it's actually more 'rideable' than ever.

The traction control is basic in the sense that it's single mode. Honda says it "covers a wide variety of riding conditions and situations", but on a bike that is such a quality all-rounder it'd have to be.  But compared to the previous offering – zilch -- it's a welcome rider aid, alongside the anti-lock braking, which has been a glaring omission until now. The anti-lock braking is non-switchable, which isn't uncommon in the sportstouring landscape.

The VTEC variable valve timing in the engine switches between two-valve and four-valve operation. Essentially, the VFR operates on two valves per cylinder up until it reaches 6600rpm, when it switches over to four valves per cylinder. When the revs are dropping it switches back to two-valve operation. Honda says this delivers the best of both worlds -- boosted fuel economy without sacrificing low and midrange grunt, with a storming top end.

The VTEC transition has been softened on the new model, following on from a moderation exercise in the previous update. It's worked though, and just about all the abruptness has been engineered away.

We'll get to try out on the spritely donk again soon in the updated VFR800X adventure bike.

My biggest journey on the VFR800F was a zig-zag trek from Melbourne to Yarrawonga return, which took in all that the bike thrives on: cruising on the highway, negotiating dense traffic and gobbling up twisty roads. The $14,599 (plus on-road costs) did it standing on its head, and my only complaint is the excessive wind buffeting across the chest and shoulders. A taller screen would definitely be the way to go for the mile munchers – there's one in the accessory catalogue alongside colour-coded panniers and a top box – while there's always a bit of pressure on the wrists to contend with on the sports-leaning machine.

Practicality-wise, it's a winner though. The ergonomics are perfect -- good legroom and a comfy seat. Ditto for the pillion. It comes with a centrestand, and the 21.5-litre tank is big enough to cover the distances afforded by the bike's general level of comfort.

And I love the creature comforts such as the five-way adjustable heated grips, and the user-friendliness of the self-cancelling indicators.

Braking duties are handled by four-piston radial brakes on the front, and a twin-piston caliper on the rear, moving away from the previous Nissin dual combined brake system setup. The brakes have a solid feel at the lever and are more than powerful enough.

The updated instrumentation incudes two rectangular LCD screens sandwiching the analogue tacho, and information includes two trip meters, speed, average and instant fuel consumption, a fuel gauge, air temperature, engine temperature and time. The two toggle and reset buttons on the dash are a little awkward to get at, though.

The performance and handling of the VFR800F is still right up there, the ergonomics are spot-on and the revised styling, complete with leaner waist, has given it a new lease on life. Throw in an excellent finish and competitive pricing, and there's really little to complain about.

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, combined with the conventional 43mm fork and monoshock, delivers a ride that's the perfect balance of sports performance and touring comfort.

It's an excellent bike that remains a perennial favourite.

PERFORMANCE
Maximum power: 106ps, 104.6hp, 78kW at 10,250rpm
Maximum torque: 75.1Nm at 8750rpm
Fuel consumption measured: 5.29lt/100km

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, 108mm travel
Rear suspension: Monoshock, adjustable for preload and rebound, 120mm travel
Front brakes: Twin 310mm discs with four-piston Tokiko calipers, ABS
Rear brakes: Single 256mm disc with twin-piston Tokiko caliper, ABS

DIMENSIONS AND CAPACITIES
Rake: 25.3 degrees
Trail: 95mm
Claimed kerb weight: 226kg
Seat height: 805mm
Wheelbase: 1460mm
Fuel capacity: 21.5 litres

OTHER STUFF
Price: $14,599
Colours: Candy Glory Red or Sword Silver Metallic
Bike supplied by: Honda Australia, hondamotorcycles.com.au
Warranty: 24 months, unlimited kilometres