News 17 Apr 2015

Review: 2015 Honda VFR800F

CycleOnline.com.au test rides the 2015 Honda VFR800F.

In the world of sports-tourers, you are not going to get a better bang-for-your-buck machine than the 2015 Honda VFR800F. At a smidge under $15k there’s a lot of motorcycle to be had – a lot of Honda actually.

The new VFR800 is the culmination of years of evolution that began with the introduction of VTEC to the VFR800 in 2002. VTEC is a valve system that allows the four valve cylinder heads to operate only one intake and one exhaust vale at low rpm, and two of each at higher rpm. The benefits of this system are improved torque and a linear power delivery – perfect for a sports-tourer.

The original VTEC VFR800 was a timely update from the dated yet brilliant VFR800Fi. At a time when Ducati’s ST4 and Triumph’s Sprint ST were leaving it behind in terms of style and performance, an evolution of the Fi was needed.

But the first VTEC model wasn’t nice in its operation; the transition in valve operation from two to four valves was abrupt. While the styling was better, the underseat exhausts left no room for anything but expensive luggage options and the bike was noticeably heavy.

Image: Alex Gobert.

Image: Alex Gobert.

Falling off the pillion seat in Honda’s range when the new VFR1200 came to market in 2009, the VFR800 is back again to bolster up Honda’s sports-tourer range with a host of updates that improve the previous machine’s shortfalls and also bring it up to date with modern technologies that you come to expect in most motorcycles these days.

Honda has put a lot of work into getting the cam timing and valve overlap right to soften the transition of the VTEC system and also improve bottom to midrange performance delivery. This tweaking has come in with a remap of the fuel injection system at one end and an underslung exhaust at the other.

The changes internally see a rise in the compression ratio to 11.8:1, from 11.6:1, and they are the changes. Changes they are, and for the better. The engine’s power delivery is very different from before with the most noticeable improvement down low in the rev range.

There’s actually less power and less torque, slightly less, but Honda has worked wonders with what it’s got. Power comes on earlier and pulls through stronger than it did before. The abrupt surge from the VTEC is all but gone now.

Image: Alex Gobert.

Image: Alex Gobert.

You still feel it kick in, but the change in engine noise is more an indicator of what’s going on. The flexibility in performance hasn’t seemingly been at the cost of economy – you’ll still manage 5L/100km easily.

Honda has rolled in traction control on the VFR – something that is regularly becoming a standard fitment control along with ABS on most models these days. The engine’s linear delivery doesn’t make the traction control a necessity like it is on more aggressively-engined machines, but it’s nice to know it is there particularly when you are riding unfamiliar, unpredictable backroads – the kind of roads this machine is built to seek out.

On roads like that you need a chassis balance that errs on the side of comfortable, yet is controlled enough when you want to push hard. The VFR is just that. Dropping a massive 10kg, the chassis dimensions are also a bit more relaxed with a 20mm longer wheelbase and 5mm more trail.

A lot of the weight has come from up high by dropping the underseat exhausts and also shedding three kilograms from the sub-frame in the process. The centre of gravity is lower and more central and combined with Honda’s brilliant Pro-Link rear suspension and 43mm HMAS forks the handling dynamic is sharper and more controlled than before.

Image: Alex Gobert.

Image: Alex Gobert.

One-up or two-up, the base setting is a nice balance and with the amount of adjustability in the suspension you’ll not have a problem fine tuning to varying weights, riding conditions and luggage – with a couple of tools of course.

By moving the exhaust from under the seat the VFR is now much easier to get all sorts of luggage options onboard, though the Honda accessory panniers fit seamlessly to the mount points built in, and look great.

The ride triangle is comfortable, and you’ll have no problems doing big days in the saddle. With two seat positions of 789 and 809mm, as well as an accessory handlebar mount that moves the bars up 15mm, there’s plenty of scope to open or close up the ergonomics to suit your height. Shorter riders will appreciate the thin mid-section and the standover height is quite a short one.

Wind protection from the fairing is good – good for a sporstbike and just not enough for a full-blown tourer. You expect that on this style of bike. The fairing in all works well to keep the brunt of the air off you and it’ll keep you dry in light showers too. Oh, and standard fitment heated handlebar grips are a godsend in the cold and wet.

Image: Alex Gobert.

Image: Alex Gobert.

Honda has not only modernized the design, but the LED headlights – a first for Honda – and taillight work excellently at night. The dash design, too, is a new design with gear position indicator, clock, fuel consumption readings some of its best aspects.

So what’s not to like about the VFR? The switchgear is dated, particularly the big button for the traction system: you wont have any concerns about finding it or accidently turning the system off. But that’s it.

It’s a machine that can’t be faulted for what it is, what it does and, best of all, how much it’ll cost you to do it. I challenge you to out and try and find a better value, better performing sports-tourer for the price of the VFR800F.

Specifications

Capacity: 782cc
Claimed power: 78kW @ 10,250rpm
Claimed torque: 75Nm @ 8500rpm
Wet weight: 242kg (wet)
Seat height: 789/809mm
Price: $14,599
Detailed specs: motorcycles.honda.com.au

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