2014 Honda VFR800F First Ride

The allure of the V-4

In the 80's, Honda's platform of choice for homologation racing was the V-4. The RC30 (and later the RC45) instantly spring to mind, and it was from this stock that Honda created the Sport Tourer category with the wonderful VFR750. It was even raced in it's first year, notably by ‟Rocket” Ron Haslam, who took it to third at the Transatlantic Challenge at Donnington Park.

Despite these successes, the rest of the sports bike world turned to the lighter inline four engine, leaving Honda to turn the VFR into the mid-range tourer we know today.

The V-4 has always been the Honda darling, as it exhibits perfect primary balance (no annoying vibrations). It is also a great balance between the low end torque of a V-Twin and the high-revving in-line fours. In short, it will pull very nicely when you need it to, and give you top end to keep you interested. It also sounds good, too.

If you want to understand the allure of the V4, just talk to anyone who's ever owned one. Firstly, the chances are that they still do - VFR owners are very loyal - and secondly, they will talk forever about how it's the best motorcycle ever created. Mind you, most of us do that no matter what we ride.

Given that Honda likes to use the V-4 platform as their technology showcase (the old VFR800 was the first to use V-TEC) and the VFR1200 was the first to offer a dual clutch transmission it's a curious fact that this is the first update in eight years. Some might say you don't tinker with perfection, but the sports tourer market has come a long way in that time. Have Honda got it right?

First Impressions

Let's start with the looks. Thankfully, Honda has decided not to pursue the styling cues introduced with the VFR1200. Instead, it maintains the looks of the older VFRs (and Honda like to say the CBRs) but with a more modern feel.

The VFR has always been more refined than it's sports bike brethren. It's usually eschewed the garish sports bike graphics in favour of a mono-coloured design.

The current VFR800F is available in a very traditional Honda red, but also a fantastic pearl white. The photos don't do it justice and you'll want to take time to admire the quality of the finish as it sparkles in the sun.

The fit and finish really is superb. The fairing is so nicely put together, it looks like it might be a nightmare to service it yourself, though Honda tell me it's not at all.

The bike seems long. Side by side with the CBR650F you realize it's not, but the reach over the tank is longer than many bikes owing to the size of the V-4 engine, but not uncomfortably so. Overall, the riding position seems pretty forward and sporty, but without sacrificing the roominess you want for all day comfort.

It's also got all the modern bells and whistles you'd want. ABS (though it's not the front-rear linked CABS you see on other models), self-cancelling signals, traction control, heated grips - which show their level on the dashboard - integrated pannier mounting. There'll also be a quick shifter as an option. About the only thing missing is multiple engine mappings, but then I've never really seen the point of them.

Turning on the ignition reveals a fantastic dashboard. It's grey on black, which is highly visible no matter what the ambient lighting. I suspect this is something you may see other manufacturers copying in the near future. If you're near something reflective, you'll notice the lights, too. They are bright, but in a good, non-blinding way. Seeing these LED beauties, you'll soon realize that all other motorcycle lights tend to blend into the background.

And then you hit the starter… The V-4 really is a glorious sounding engine, grumbling and menacing. Before the V-TEC kicks in around 7000rpm it does sound a little hollow, but above, it's a glorious symphony of mechanical menace. I think we spent a full five minutes in the lot just tickling the throttle, listening.

[cid=41709,https://i.embed.ly/1/image?url=https://v.cdn.vine.co/r/thumbs/4028E6FC3E1097322887137869824_2.1.0.1913780843255291009.mp4.jpg?versionId=vlYfNO0CQdoPkrVX.ph9bktgh5cT__1E&key=516300eb362841bdadceffb501cc9537]

Let's ride

There are some days made for riding and this is one of them. Mid-twenties, full sun and no hint of clouds. And there are some bikes made for riding. The VFR is one of them.

The riding position is great. It pushes you forward, but not at the expense of comfort. While I didn't get chance to ride it all day, after 90 minutes in the seat, I felt as fresh as when I just got on.

Seat height is adjustable by an inch, and though I tried both heights (you need tools to change it) I detected very little difference. Even with the feet tucked back, balls on pegs, I had plenty of room. Give that I'm 6' and 200lbs, that's not too bad at all. In short, it's a bike I'd be more than happy to spend all day on and plan to soon.

At slow speed, the throttle is incredibly linear and a superb clutch makes control very precise. Turning on a two lane road is a breeze, which is more than I can say for some sports tourers that have you dangling a leg out for confidence.

At the other end of the tacho, things are no less composed. From the off, power builds steadily, propelling you forward with predictable accuracy. Once you hit the V-TEC limit, there is a slight lift and revs do seem to build more quickly as you charge to the 11,500rpm redline. I had to dig to find specs, but it seems to be about 105hp which felt about right.

Handling is also pretty damn tasty. The brakes have excellent feel and the suspension is spot on. Even braking late into a corner fails to upset things. The roads up here around Calabogie are a great test, too, with lots of twisties. Today, things are pretty quiet and there's plenty of opportunity to get into trouble except I don't as the VFR has always got my back.

The Honda VFR800F is the kind of bike that will plug away all day at low revs, eating highway miles, and it will do it in anticipation of finding something a little bit gnarly and letting you have some fun.

In short, it's like Jekyll and Hyde. Except it's not. Not quite…

My complaints

If anything, the VFR is too composed; too placid. It's not that there's not enough power. The fact I was rarely on the throttle stop, or hitting the redline too hard tells me so. It's just that I expected more oomph. I anticipated more of a kick as the V-TEC switched in. I needed that tangible moment when you twist the throttle and it whips your head back. Even with the traction turned off, it's hard to make it step out of line.

Instead, what you get is linearity. Completely predictable linearity. This is not a bad thing and it probably says more about me than the VFR. For most of your riding, it's precisely what you do want. But in the twisties, I just felt it needed that extra little lift out of the corner, that promise that the front wheel is unloading. And this is with one person, no bags, remember? Two up, with luggage, it'll be that much tamer. I suspect it's something that could be fairly easily corrected with an after market ECU and probably even in a future service update.

I wasn't a fan of the self-cancelling signals, either. Honda calls it new and revolutionary, but I've had the feature my Triumph for two years now and I have to say Triumph's work better. The Honda signals work as long as you signal late. Signal early, which you should be doing at speed, and you may find it cancelling before you make your turn. Which means you need to turn it on again, which kind of defeats the purpose.

It's also a shame we didn't have the luggage to test. It's not that I wanted the extra weight, but VFR is a sport tourer; how much it can carry is a major feature. Unfortunately, there's no price on the bags or a bundle price (yet).

More VFR800F highlights

• I already mentioned the lights. While I (sadly) didn't get chance to test them at night, they are superb for being seen during the day.
• The under-seat area: Most bikes these days barely have room for a couple of zip ties and your title/insurance papers. It's a welcome surprising that under the passenger seat there is room for a full set of waterproofs. Replace the passenger seat with the included-in-the-box cowl, which I'd do from the off, as well as remove those grab handles and you have even more room

• Grips: Pretty much standard on any tourer these days, they're nicely integrated and easy to activate. While it was too hot to test whilst riding, I turned them on full and found them far too hot to use with my summer gloves. With five settings, I'm sure you'll find something that works for all conditions.
• Maintenance: While the single sided swing arm is sexy, maintenance can often be tricky, especially with that exhaust in the way. Thankfully, rear wheel removal doesn't require the can to come off. Two bolts loosened, one removed and the tailpipe swings out the way. Genius. The oil filter looks similarly easy to get at and required minimal panel removal.

I really like this bike

I'm complaining about the performance above in way that makes me sound like I hate it. I don't. Far from it. I really like this bike and I spent that night dreaming about the exhaust note. It really is that good.

The 2014 VFR is a motorcycle that is made to be ridden. It handles so well that it would benefit from the extra power. It's almost that the engine, with that oh-so-beautiful sound, is the weakest part of the package.

And what a package the rest of if it is. Comfort, great looks and an incredibly capable motorcycle that, while it didn't set my soul in fire, did make it smoulder.

This is not the motorcycling equivalent of a one-night stand, but the girl you wished you'd married

Anyone familiar with the VFR will find this a more than capable upgrade. Everything about it is familiar but better. If you've never ridden one before, this is a sporty bike that won't leave you bent double in agony after an hours riding and you really should try it.

US pricing is not yet available. At CAN $14,445 it's not cheap, especially when you'll almost certainly want to add in the hard bags to take it to around $15,000.

Compare that to the closest spec'd bike on the market - the BMW F800GT. While it's not quite as engaging to ride, it is 40lbs lighter and over a $1000 less.

What you are getting for the premium is a bike that will make you feel special, especially when you open the throttle. As long as you want to keep it long term and the new one matches the older models reliability, it's going to keep you smiling for years to come.

About the V-TEC

V-TEC is Honda's name for Variable Valve Timing and Lift Electronic Control. Typically found in cars, it's a way of changing engine timing to improve power, efficiency or both, depending on how hard the engine is working. It's rare in motorcycles, with the former VFR800 being just about the only internationally available motorcycle to use it.

Below 7000rpm the engine uses just two valves (one intake, one outlet). Over and above, a second pair of valves are bought into play allowing the engine to breath more freely. On older V-TEC models this led to a jump in power and if you maintained a high rpm engine speed, the variable value timing would lead to jittery performance as it jumped from two to four and then back again.

Honda have resolved the problem with the newer model. It suffers very little from the jitters due to, I suspect, engine mapping that smooths it out. In practice, it just makes the engine sound very cool at higher revs.