What Honda doesn’t lack are iconic models and symbols of generations. In 1986, another one was born, the Honda VFR750F, the first VFR ever. Since then, these initials have followed Honda’s legacy everywhere. We tested the first VFR800 VTEC (and probably one of the first in our country) and went for a few kilometers to tell you everything.
More than 35 years have passed since the launch of the original VFR model and its popularity seems to be reaching new highs. The 86′ VFR750 F was a motorcycle with a lot of quality and an affordable price for what it offered. Many claim that this was due to the Japanese brand’s attempt to distance itself and redeem from the launch of the Honda VF, originally released in 1983.
Not wanting to make the same mistakes as in the past, Honda immediately tried to establish the VFR in the market and at the time of the renewal of the original motorcycle in 1990, the second generation emerged and the golden wing brand already had a solid foundation to work on. In 1998, there was a almost complete renovation of the motorcycle, with an increase in the V4’s displacement, going from 748 cc to 781 cc, as well as an increase in its power to 110 hp. The frame and swingarm were also deeply modified to reduce the weight of the VFR, and the introduction of combined braking with ABS was also important, but not pleasing to everyone.
In 2002, the VFR divided opinions even further, with a new generation in which Honda introduced the V-Tec system, initially tested on the CB400SF VTEC, launched only for the Japanese market in 1999. Created to provide a good response at low and medium speeds, this system – in simplified terms – deactivated two valves in each cylinder, offering better combustion and response up to 7,000 rpm, at which point the 4 valves per cylinder were activated and the engine’s full potential unleashed! In theory, V-Tec is a perfect system in terms of what it can offer, but the truth is that the reviews were mixed, with many users being pleased and many others stating that the disadvantages outweighed the benefits.
EXPERIENCING THE V-TEC
It is true, the focus of this version is undoubtedly the V4 engine with the V-Tec system, and that is where we should start counting our experience with this motorcycle. The tested unit had just over 27,000 km and is in impeccable condition, from aesthetics to the engine. And yes, there are currently variable valve systems in various models and different brands, but perhaps this is the most famous in the world and we can understand why. The VFR800 V-Tec has an unbelievable sound throughout the rev range – especially this unit with the Delkevic exhausts – and it is hard to ignore the huge surge that the bike gains from 7,000 rpm onwards. It is also difficult to ignore that the activation of the V-Tec is quite noticeable and somewhat outdated in terms of smoothness, when compared to current standards of other similar systems. Here it feels like a small turbo.
But is it uncontrollable or dangerous? No. Not even close. On the contrary. It puts a huge smile on your face and creates an even greater desire to always ride above 7,000 rpm and hear the V4 roar in all its splendor. The truth is that this bike has a very “friendly” and amiable engine at lower revs, and when we decide to unleash the V4 at high revs, it is the king of the jungle. Or the road in this case.
THE PACKAGE
This motorcycle has such a unique heart that it almost makes us forget about the rest of the package, which is also quite appealing. Since its inception, the VFR has not had a purely sporty purpose, but it is also not a touring motorcycle. It is indeed a sport touring, a term almost unknown nowadays in truth. The bike is comfortable, with a wide and spacious seat and raised handlebars for greater comfort in city and out-of-town rides. At the same time, the 43 mm front suspension offers good performance in more aggressive riding (although it only has preload adjustment), as well as the Pro-Link linkage rear shock – with preload and extension adjustment – connected to an aluminum bracket at the back of the engine. And it may not be a pure and hardcore sports bike, but the VFR800 V-Tec offers very good sensations and moments of fun when its full potential is requested.
However, it is in the more touristy and relaxed part that this motorcycle stands out, with comfort and ease of handling being highlighted for long trips at faster speeds, or even short trips in the city at low speeds. The throttle is precise and the clutch and gearbox are smooth, considering the model’s over 20 years of age.
But there is something to point out – nothing is perfect. The brakes. Despite already having a combined braking system, both the power and feel are not the best. A lot of pressure is needed on the right lever and even after applying a lot of force, the effectiveness is not the best and it is guaranteed that the system is far from what is expected from a sport touring motorcycle currently, but also from motorcycles of its time.
DOES IT ALL
At the end of the day, it was impossible to let go of this VFR without a smile on your face, largely due to the incredible sound of its V4. Still, the whole package is enjoyable and offers good sensations in any driving situation. And there is always something in this type of work that gives a special pleasure. The absence of electronics and advanced safety systems makes us ride the motorcycle in a different way, and often enjoy and make the most of everything it has to offer. The sensations are more real and visceral, and when those sensations are good, there is little that can be said to counter the huge smile that remains on the face.
The motorcycle is not perfect and its 22 years show in some departments, especially in braking (in others we even forget about the two decades), but it does not prevent this VFR800 V-Tec from providing us with immense driving pleasure.
THE OWNER – RUI JORGE
“I remember that in 2001, when I got my motorcycle license, I saw the first images of the Honda VFR800 VTEC in the specialized magazines, and I fell in love.”
This was the motorcycle I wanted for myself one day, but life took some turns and I ended up with the GSX-R 1000 for years (also a motorcycle I always dreamed of having). After 20 years, I had the opportunity to acquire this VFR and the circle was complete, besides being a way to honor my father who had a ’94 VFR, one of the most memorable motorcycles of his life.
Although it doesn’t have an outstanding power, when the VTEC system kicks in at around 7000 rpm, this VFR seems to gain a new soul, with an incredible sound from the V4 coming out of the exhaust pipes that I installed. Even today, the aesthetics are super modern, it has incredible comfort for both the rider and passenger, and the driving pleasure is superb.
In summary, I feel lucky because I have had both dream motorcycles from when I was a kid, the Suzuki GSX-R 1000 and this magnificent Honda VFR 800 VTEC.”
HONDA VFR800 VTEC
ENGINE 4-cylinder V
DISPLACEMENT 781.7 cc
POWER 81 kW (110 hp) @ 10,500 rpm
TORQUE 82 Nm @ 8,500 rpm
TRANSMISSION 6-speed
FRAME double aluminum beam
FUEL TANK 20.8 liters
FRONT SUSPENSION 41 mm telescopic fork, 100 mm travel
REAR SUSPENSION pro-link mono-shock with pro-arm system, 120 mm travel
FRONT BRAKE double 296 mm disc, 3-piston calipers
REAR BRAKE 256 mm disc, 3-piston caliper
FRONT TIRE 120/70 ZR17
REAR TIRE 180/55 ZR17
WHEELBASE 1,440 mm
SEAT HEIGHT 805 mm
WEIGHT 208 kg (dry)
