Honda VFR's....why no love?

[Stephen Hill]

I have a 1999 (5th gen) VFR.   Love the bike.  Pre-vtec, pre-catalytic converter, gear driven cams, arrow pipe, heli-bars, corbin solo and corbin dual seats.  About 16,00 miles on it.  Looks new.  Replaced one rectifier, and a pair of tires.  That's it.

Milk toast is a totally wrong description.  The bike starts pulling hard at 3500 rpm and redlines at 12,000.  You don't need to spin it up like that, but how many bikes have 8,000 rpm of usable power?
The bike handles really well:  stiff frame, powerful and predictable linked brakes.

Why they are overlooked?  My theory is they are an all-rounder:  part sports bike, part tourer, part commuter.  All-rounders have fallen out of favour these days.  Unless they are a naked bike.  Which a VFR isn't.

Interesting sidebar:  Honda stopped selling the VFR 800 in 2009 when they introduced the 1200, then reintroduced it in 2014 by popular demand.  Not many bikes manage to come back from the dead.

Stephen Hill

[Arizona Wayne]

What Kirby1923 hasn't told you about his VFR is it has no bodywork.  You can't even tell it's a VFR when you first see it. 

So now Kirby has a VFR & CX100........coinci dence?

[kirby1923]

What Wayne doesn't know is that it has been completely restored to like new condition!

 

[Motormike]

I get to respond to this, since I own one ( 2007 RWB anniversary edition)  Like any motorcycle, my 800 VFR has its good and bad points.  First the Bad: Torque...there isn't any.  Like most Japanese multi-cylinder engines, you have to spin it to make power. With a 12,000 RPM red line, the thing doesn't get out of it's own way until about 8 grand. Fine at a track day, but not so much on the street.   The stupid 2 valve/4 valve VTEC...really? Someone at Honda thought it was a good idea to put a step right in the middle of the power band?  I thought that went away with the two-strokes.  It's a pointless gimmick that adds nothing to the bike.  Everyone who's ever ridden the older geared cam versions (without VTEC) say they are much better.   The Good:  Light weight (by most standards), smooth running,  and the bike has wonderful neutral handling...probably it's best feature.  A nice large fuel tank for 200+ mile range.  I'm partial to single sided swing arms.  They make rear wheel changes a 10 minute affair, of course a CARC Moto Guzzi rider already knows that.  I have the factory hard bags on mine so it's sort of a gentleman's sport touring bike.  I can ride it all day, and there aren't many sport bikes I can say that about.  Plus I like the look of mine and get more than a few complements on it (I'm shallow, I know!)
Plus, being a Honda, I just change the oil and throw on a fresh set of tires every so often.  They are out there for cheap money.  Ride one and see if you like it. 

[Motormike]

You know, when Honda re-introduced the new 800 VFR, I was stunned that they kept the VTEC on the engine.  The feature has been almost universally panned. The styling looks nice on the redo though.  I'm sure they are languishing on the dealers floors and can be had for below cost.

[kirby1923]

I get to respond to this, since I own one ( 2007 RWB anniversary edition)  Like any motorcycle, my 800 VFR has its good and bad points. First the Bad: Torque...there isn't any.  Like most Japanese multi-cylinder engines, you have to spin it to make power. With a 12,000 RPM red line, the thing doesn't get out of it's own way until about 8 grand. Fine at a track day, but not so much on the street.   The stupid 2 valve/4 valve VTEC...really? Someone at Honda thought it was a good idea to put a step right in the middle of the power band?  I thought that went away with the two-strokes.  It's a pointless gimmick that adds nothing to the bike.  Everyone who's ever ridden the older geared cam versions (without VTEC) say they are much better.   The Good:  Light weight (by most standards), smooth running,  and the bike has wonderful neutral handling...probably it's best feature.  A nice large fuel tank for 200+ mile range.  I'm partial to single sided swing arms.  They make rear wheel changes a 10 minute affair, of course a CARC Moto Guzzi rider already knows that.  I have the factory hard bags on mine so it's sort of a gentleman's sport touring bike.  I can ride it all day, and there aren't many sport bikes I can say that about.  Plus I like the look of mine and get more than a few complements on it (I'm shallow, I know!)
Plus, being a Honda, I just change the oil and throw on a fresh set of tires every so often.  They are out there for cheap money.  Ride one and see if you like it.

With all multi (four) cylinder machines you have to keep your revs up for power. If your used to short shifting a twin it would seem that there is a lack or torque but.....no torque? not so.

VFR 750 F....53.7 ftlb@ 8000 rpm.

850 Breva....51.6 ftlb@ 7000 rpm.

8000 rpm is barley breathing on the Honda, but 7000 rpm on the Breva is at or near the line.

Need to learn how to use the wonderful flat torque curve of the V 4.

When I'm cooking on the VFR I rarely go below 6,000. I can't imagine riding my CX like that except for short periods.

:-)

[ohiorider]

Seems to be a lot of love for the VFR Hondas from several of our forum members who spent saddle time on them.

[Chuck in Indiana]

When I'm cooking on the VFR I rarely go below 6,000. I can't imagine riding my CX like that except for short periods.

Yeah, on the Guzzis, I like to stay around 5-6K. That's right in the meat.. 

[Arizona Wayne]

What Wayne doesn't know is that it has been completely restored to like new condition!

 

Glad to hear that.  It has been a few years since I saw it.   What caused all the bodywork to need replacing?

[JohninVT]

With all multi (four) cylinder machines you have to keep your revs up for power. If your used to short shifting a twin it would seem that there is a lack or torque but.....no torque? not so.

VFR 750 F....53.7 ftlb@ 8000 rpm.

850 Breva....51.6 ftlb@ 7000 rpm.

8000 rpm is barley breathing on the Honda, but 7000 rpm on the Breva is at or near the line.

Need to learn how to use the wonderful flat torque curve of the V 4.

When I'm cooking on the VFR I rarely go below 6,000. I can't imagine riding my CX like that except for short periods.

:-)

50ft/lbs from an 800cc four cylinder sport tourer is kind of pathetic.  Especially when you have to rev the tits off the thing to get it.  Riding one with a passenger immediately brings that flaw to the forefront.  VTEC exacerbates the problem.  They weigh as much as a Norge or 1200 Sport, have similar ergonomics but 20ft/lbs less torque.  However, I�d buy an Anniversary edition in a heartbeat if I stumbled onto a deal because they�re great looking and VFR�s age incredibly well. They have higher build quality than 90% of the bikes on the market and that shows decades later. 

[Arizona Wayne]

With all multi (four) cylinder machines you have to keep your revs up for power. If your used to short shifting a twin it would seem that there is a lack or torque but.....no torque? not so.

VFR 750 F....53.7 ftlb@ 8000 rpm.

850 Breva....51.6 ftlb@ 7000 rpm.

8000 rpm is barley breathing on the Honda, but 7000 rpm on the Breva is at or near the line.

Need to learn how to use the wonderful flat torque curve of the V 4.

When I'm cooking on the VFR I rarely go below 6,000. I can't imagine riding my CX like that except for short periods.

:-)

1 time I was next to an early VFR in traffic on my CX and as soon as there was an opening I shot ahead with it's grunt, leaving the VFR behind.  Later the VFR rider caught up to me and told me a cop saw what I did and I better get lost, which I did.  I prefer low/midrange torque to having to rev a motor to accelerate like I had to do on 2 strokes.   My VX800 and 750 Brevas both have very linear power and that's the way I like it. 

[Gino]

I have a 2000 model, pre vetch, bought it because it was cheap, had it around 1 year and I've ridden it twice, my wife has used it maybe 3 times. Meanwhile we've been busy wearing out the Guzzis and the Nortons! As soon as I get organised I'll be selling it, no soul

[kirby1923]

50ft/lbs from an 800cc four cylinder sport tourer is kind of pathetic.  Especially when you have to rev the tits off the thing to get it.  Riding one with a passenger immediately brings that flaw to the forefront.  VTEC exacerbates the problem.  They weigh as much as a Norge or 1200 Sport, have similar ergonomics but 20ft/lbs less torque.  However, I�d buy an Anniversary edition in a heartbeat if I stumbled onto a deal because they�re great looking and VFR�s age incredibly well. They have higher build quality than 90% of the bikes on the market and that shows decades later.

8000 rpm on a VFR is hardly revving the tits off it....and 50 ftlb of torque for an 850 twin is revving the tits off it. Not only that the V4 is putting more HP to the ground at 8000rpm than the twin at 7000.
Ridden 1000's of miles two up on the 750 VFR loaded...easy.

[kirby1923]

Glad to hear that.  It has been a few years since I saw it.   What caused all the bodywork to need replacing?

When you saw the machine over 3 years ago in CO I had just ridden it in from the ranch in MT where I had been keeping it for several years.
One summer I striped off the plastic from the front and installed a big HID headlight as well as handlebars  and Shinko 705 tires.
I made it into a pretty fair dirt road machine so I could plow around in MT. It turned out to be a pretty fair GS substitute  (except for the suspension travel). I now have A KLR there.

The year after you saw it in CO I rode it to CA and restored it back to stock. I rode it on a 3,000 mile trip back when the total eclipse happened in AUG. . Reminded me of what a superb machine it is.

Like I said I can strip all the panels and the gas tank for major C check in less than 20 min. It has 4 screw type fasteners and the rest are aircraft type dzus 1/2 turn fasteners. Very well designed and thought out.

Honda lost money on the VFRs but it was their flagship for a while. My CX is very crude in comparison but I still like it for what it is and it always improves my mood when riding... although painful sometimes.

Your dreaming if you think a well ridden VFR won't beat a CX off the line, it'll leave it for dead!

:-)

[Arizona Wayne]

Your dreaming if you think a well ridden VFR won't beat a CX off the line, it'll leave it for dead!

:-)
[/quote]


I hope so.  All I know is what I experienced but did not say a CX is faster than a VFR.  Maybe that VFR rider didn't mind being hung up in traffic. 

[yyj200]

For a rather recent post, of why no love?, there seems to be a lot of action. I think the first gear driven VFR 750 Interceptor was one of the finest bikes ever made. Whenever I'm feeling a bit long in the tooth, I give myself a bit of a thrill and regain some of that youthful feeling. Great old bike! That's why I still have my old 86.

[timmythecop]

Best bike produced by humans. Ever. By a large margin. i love mine and the bike has never been the limiting factor. And you can hoon like below, and that is fun.

[JohninVT]

8000 rpm on a VFR is hardly revving the tits off it....and 50 ftlb of torque for an 850 twin is revving the tits off it. Not only that the V4 is putting more HP to the ground at 8000rpm than the twin at 7000.
Ridden 1000's of miles two up on the 750 VFR loaded...easy.

I re-read my posts and can see why you might think I�m slagging the VFR.  I don�t mean to.  I�m only sharing my thoughts on why I think they languish on showroom floors compared to other bikes with a similar purpose.  I specifically mentioned the 1200 Sport and Norge because both are similar in weight, dimensions and intent.  Both make more torque at 3,000rpm than a VFR does at peak.  When you look around at 550lb sport touring bikes, most have at least 70ft/lbs.  That doesn�t mean a VFR isn�t still a great bike.  It just means in comparison to other bikes in its� class it falls short in one particular category.  It�s like not having heated grips or cruise control on a dedicated touring bike. 

I�d kill for a VFR400.  I�d also have a very hard time saying no to a white 93.  They�re my favorite.[/url]
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[timmythecop]

https://www.youtube.com/watch?v=FUBl5XmTjmI
Me on my milquetoast bike:

[blackbuell]

My wife and were actually quite comfortable touring on my 1998 VFR's; the lack of torque was never a big problem; true, back then our combined weight was less than 260 lbs.

[Chuck in Indiana]

Best bike produced by humans. Ever. By a large margin. i love mine and the bike has never been the limiting factor. And you can hoon like below, and that is fun.

Needs a chook..

[weevee]

I've a couple of VFRs: a 750 (RC30) and an 800Fi (5th generation). 

To say there is no love for the V-fours is misleading; they are in fact one of the most popular models ever produced and they've a very strong following even today.  The VFR was sold in huge numbers and for many years, and it's for this reason and no other that the values of used models is presently low.  Availability is everything when it comes to a bike's valuation.  Rare VFRs (RC30s/RC45s) are in fact realising �25,000 ~ �30,000 GBP presently in the UK, whereas the commonly available machines can be bought in decent condition for under �2,000.  ..and at this price they're an absolute bargain.

I bought my RC30 as a stablemate for the two Ducati 888s I had at the time (..one of them an SP4) ~ but after a decade of fanatical Ducati ownership, the RC30 quickly redefined for me what makes a motorcycle iconic.  These machines are simply awesome, and after every run on mine my dissatisfaction with the Ducatis grew.  When hustled along the average UK 'A' road, they just couldn't compete with the VFR (..and this despite my throwing a bucketful of cash at their chassis/suspension renovation).  Eventually I realised I was wasting my cash, and the Ducs were sold.  That was almost 15yrs ago.  Many 'more modern' machines have come into my possession since then, but of them all, only the RC30 is still in my hut!  Nothing I've ridden even comes close.

Torque output?  I can only say it as I've found it, and in my experience the V-four is one of the most tractable motors you could wish for.  Tractability and torque aren't always the same.  For instance, the Daytona motor in my Magni has great globs of torque ~ and yet its gear selection is crucial.  Try to open the throttle at anything less than maybe 3,000 rpm and it will tell you in no uncertain terms that it is not happy!  Conversely, the RC30 will pull top gear literally from idle speed up to 12,000 rpm without a hiccough. (..as will the 800Fi ~ although not quite as smoothly).

Reliability?  I've not had the 800Fi long enough to test its endurance, but in the time I've owned the RC it's run like clockwork.  In the last thirteen years it's needed fuel/oil, tyres, a throttle cable and a battery ~ and that's it.  I've not even replaced a bulb on it!

As to milk & toast:  The attachment lists just a few of the V-4's competition successes (..these are primarily Championships won, not simply races), and in many of its race victories, eight of the top ten finishers were VFR-mounted too!  Can anyone name another bike of which the same could be said?  IMHO, as a pure road racer the VFR rewrote the rules ~ and as a tourer it has few equals.

Steve

 

[zedXmick]

Lower picture with power bronze wind screen and Heilie bars added.

I was an original owner of a 1991 VFR 750...the v4 engine at 10,000 rpm is full of soul. I purchased my 2010 VFR 1200 DCT as a new leftover in 2012. I absolutely love this machine.....it has soul in spades.  The grunt of the big V4 is intoxicating.     That said I am looking into a new machine with even more grunt and smiles per mile.  This motorcycle has peaked my interest in a new machine like nothing else,since I picked up the VFR. SUPERCHARGED 197RWHP and 134 ft lbs of torque outa do it.

[MikeLemon]

As far as I'm concerned, I own my two favourite bikes. The first VFR I owned unfortunately head-butted a Toyota in 2007. I'd had it new since 2000, and had put 75 thousand miles on it.  I bought a basket case 1999 FiX in 2013, and spent the winter doing a nut and bolt level rebuild.  The following summer I rode it from Sussex to Croatia and back, and since then have been round France a couple of times with full camping gear. 

I love my Le Mans, and it is much more involving to ride, but after an hour or two I've had enough of the toll it takes on my aged frame. The VFR? All day comfy at illegal speed, and great fun on mountain passes, twisty Black Forest roads,  and around the Italian lakes.  Bit of a wife/mistress thing, I guess :evil