Model history
In 1998 the Honda Motor Company started selling the first new version of its 'bike for all seasons' the VFR800. Prior to that year the VFR had been considered to be the best all-round motorcycle money could buy and in its 750cc form had wowed everyone who was anyone on two wheels. The original VFR750 was produced to follow the VF750, a machine with an unfortunate tendency to eat its own camshafts. Accordingly the VFR750 motor was engineered to be totally indestructible.
From its first sales in 1986 the bike passed all tests with flying colours and became the benchmark for any and all machines in the sports-touring category. By 1998 however it had begun to be seen as a bit staid, and was thought of as an old man's bike. Added to that was some serious competition from Triumph and Ducati so Honda responded with the VFR800.
Physical characteristics
Although the new bike was visually understated and still obviously a VFR, it was in effect a brand new machine. It had a new, detuned and longer-stroke RC45 power plant rather than a development of the original VFR family line. Power and torque figures were up on the old model but the torque was the real improvement. From 6000rpm the rider is propelled on a steady wave right up to the 11750rpm red line.
The new but still unmistakeable VFR bodywork covered a frame derived from the VTR1000 Firestorm. This incorporates the VFR trademark of a single-sided swing-arm pivoted in the rear of the crankcase, thereby using the engine as a stressed member of the frame. Handling is best described as impeccably neutral. The braking system departed from the normal front and rear independent arrangement and Honda fitted their DCBS linked braking system. In this system, squeezing the front brake lever applies pressure to the front pistons as normal but also to two of the rear pistons. Pressure on the rear brake pedal applies two rear pistons with the two remaining front pistons. This arrangement irritated some and had others enthused but was praised - in some circles at least - for removing 'fork dive' under heavy braking.
This new machine quickly re-established itself as the king of the all-rounders, and there are still very few machines which will carry their owners on any track-day at a very respectable pace, but yet - with only some tweaks to the suspension settings - leave the track and carry the rider and pillion on a two-week tour of Europe in considerable comfort.
The latest revision of the VFR800 features underseat exhausts, although some would argue that the first model is still the better of the two.
