Honda vfr 800 specifications top speed. Constant improvements to the bike

Many people who are just starting their biker journey are wondering what kind of bike to buy. Each rider is guided by the reviews of other buyers and the advice of his friends. It should be borne in mind that when purchasing Chinese equipment, you hang on yourself an unbearable burden of constant worries and fuss with a motorcycle. This is due to the fact that plastic on mopeds from China often breaks with a small fall or impact. It also makes no sense to buy an expensive motorcycle right away, because in order to learn it is better to buy a bike that will not be a pity when it falls. That is why, the best solution would be to purchase an inexpensive but reliable bike from the previous owner. The Honda VFR 800 is, in our opinion, the best option. It is about this motorcycle that will be discussed in our article.

Why exactlyHonda VFR 800

We chose this particular motorcycle for review for a reason, and now we will explain why. Firstly, the Japanese company Honda has always been famous for the quality and reliability of the vehicles they sell. It is in Honda motorcycles that you will find unsurpassed quality in every detail, the reliability of the engine and other power units, and of course, impressive design. Secondly, motorcycles of this brand, whose age may exceed 15 years, will be much more practical and more convenient than the new Chinese technology. We can guarantee you that the Honda VFR 800 will last you much longer than a Chinese bike of dubious production, and even more so, it will give you more pleasant impressions from owning and operating a motorcycle.

Briefly about the model

Honda began developing the VRF 800 back in 1998 to compete with Kawasaki and Suzuki. For two years, some of the best Japanese engineers worked on the motorcycle, and in 2000, the first Honda VFR 800 motorcycle was made at the Honda factory. By the way, it is worth saying that the new 800 cc motorcycle had a predecessor, the VRF 750. sought to outdo other motorcycle manufacturers, as it tried to please fans who love the VRF 750, and provide an improved bike with better performance and an updated look.

As mentioned earlier, this model began to be produced in 1998. However, the Honda VFR 800 is still in production today, so our review will focus on the latest version of this motorcycle.

Specifications

The Honda VRF 800, whose technical characteristics are no different from any other modern sports bike, is still very good. It has a V-shaped four-stroke engine that has four cylinders. As mentioned earlier, the engine volume was 800 cm 3, which is 50 cm 3 more than its predecessor. The power of the motorcycle has also increased a little, and now the owner of the motorcycle has all 109 hp available, which instantly spin the engine and accelerate the motorcycle to a hundred in about 3-4 seconds. It is quite logical that such a motorcycle needs liquid cooling, which was exactly what was implemented on the Honda VFR 800 model. It is also worth noting that the motorcycle engine is injection, so any impact on the throttle is perceived by the bike very adequately, which can be said about carburetor engines.

All these indicators allow you to accelerate the motorcycle to a maximum speed of 242 km / h, given that the total weight of the bike is 240 kg. In the case of weight measurements for "dry", that is, without liquids such as oil, gasoline and others, the weight of the VFR 800 will be only 210 kg. As for fuel consumption, here, as always, everything is relative and depends on the riding style of the motorcyclist. According to the motorcycle manufacturer, the motorcycle consumes 6.3 liters of gasoline per 100 km on the highway. However, according to the owners of the Honda VRF 800, fuel consumption usually fluctuates between 8 and 12 liters per 100 kilometers.

It is worth talking about the features of this bike, because they are more than enough. Of course, the main feature of the new version was the injection engine, which has a better return and has a large number of advantages over carbureted engines. Owners are no less pleased with the presence of an additional ABS system, which helps a lot during bad weather and poor traction. ABS controls tire slip, which keeps the rider in control of the bike. Also, it was in this model that Honda first used the new VTEC system, instead of the usual gear timing technology. This system allows you to rationally use the potential of the engine and create the most favorable situation at a different number of revolutions.

Having finished with the features of the bike, it is impossible not to go through its tangible and useful advantages, which make it possible for the owner of the bike to feel the maximum pleasure from driving it. Firstly, I would like to note an unusually soft, but at the same time very collected suspension. A 43mm telescopic fork is installed in front of the motorcycle, which perfectly fulfills all the most difficult bumps. And as a rear suspension, an exclusive Pro-Link gas-oil shock absorber is presented.

Additional confidence is given by hydraulic brakes, which have two brake discs in front and one in the rear. The 6-speed gearbox allows you to operate the motorcycle with maximum comfort, because the shifting is very smooth. It is worth noting the good traction of the motorcycle at low speeds - this is especially appreciated by advanced motorcyclists. The thing is that such motorcycles are very easy to use when riding on the rear wheel. It is at the moment of raising the front wheel that such a factor as traction power plays an important role.

Conclusion about the motorcycle

In conclusion, I would like to say that the Honda VFR 800 motorcycle, the technical characteristics of which we have analyzed today, is one of the best options for driving both in the city and on the highway. All the best features of this motorcycle give an unforgettable experience of riding and, in general, owning a bike.

Honda VFR800: 1998 - present, 781 cm³, 107-108 hp, 150-450 thousand rubles.

Honda VFR800: 1998 - present, 781 cm³, 107-108 hp, 150-450 thousand rubles.

The motorcycle is really versatile: it is both a sprinter and a stayer, allowing you to move comfortably in dense city traffic day after day, get out on the track on the weekends, and go on a trip during the holidays. Carburetor or injection, what is an Interceptor, is it worth being afraid of VTEC "and - we will try to clarify these and other questions about the selection and operation of the 800th" vyfera ".

STORY. VFR800 (for the US market - Interceptor), which appeared in the Honda model range in 1998, replaced the VFR750F, which had lasted in the production program for 12 years (from 1986 to 1997). The engine remained the same configuration - a four-cylinder V-shaped, but its working volume increased from 748 to 781 cm³. The carburetor was replaced by the PGM-FI fuel injection system, so the model index usually indicates the letter i (injection) - VFR800i.

The running gear of the 800th "vyfera" has also undergone changes compared to the 750th. Among the most notable are a new 41mm cartridge front fork dubbed HMAS (Honda Multi Action System), a modified rear wheel cantilever swingarm and a second-generation D-CBS (Dual Combined Brake System).

In 1999, Honda introduced the public to the jubilee version of the Vyfera: the VFR800i Anniversary. This motorcycle is completely identical to the base model, the differences are only in the color scheme: the anniversary VFR had a silver-red color in the style of Michael Hailwood's motorcycle. But the anniversary “vyfer” looks rather strange: it seems that the front plastic from silver was put on the “unfolded” red motorcycle.

By 2000, the company had upgraded the 800cc sport touring car. The improvement of the fuel injection system and the emergence of a new catalytic converter of exhaust gases were aimed primarily at improving the environmental friendliness of the engine, and the automatic enricher (and, accordingly, the abolition of the "manual" one) greatly simplified the start of a cold engine. The clutch mechanism was modified: on the updated “vyfer” it became softer, feedback improved. The upgrade also touched on the VFR800 electrics: the introduction of a new relay-regulator solved the problem typical for motorcycles in 1998-1999. the problem associated with the sudden death of this device. In addition, the Vyfer was equipped with a HISS (Honda Ignition Security System) immobilizer. Externally, the updated VFR800 can be distinguished by new rounded mirrors on aluminum brackets.

At the end of 2001, the completely updated VFR800 VTEC debuted, radically different from its predecessor both externally (thanks to new sharp shapes, four-lamp headlight optics and two silencers under the seat) and technically. First of all, as the name implies, the engine of the new "vyfer" received a system for changing the height of the valve lift with electronic control VTEC (Variable valve Timing and lift Electronic Control). Similar to one of the “automobile” versions of VTEC (VTEC-E), the “vyfera” engine has two modes: at low speeds, one intake and exhaust valve per cylinder operates, while at high speeds (about 7000 rpm), the second pair of valves is connected. The emergence of the VTEC system had practically no effect on the maximum power indicator, but the engine characteristics in the low and medium speed range were significantly smoothed out, the dip in the first half of the speed range completely disappeared. The fuel injection system received new nozzles (each of which has 12 nozzles, and not one, as before), which ensured greater uniformity of the fuel-air mixture and, as a result, its more complete combustion.

The real shock for the "vyferophiles" was the use of a timing chain drive on the new VFR800 instead of the legendary RC-45 gear drive that had been used since the time of the engine. Nevertheless, according to Honda, this decision allowed to reduce the mass of the power unit, mechanical losses and significantly reduce the level of mechanical noise. The clutch on the VFR800 VTEC has been redesigned, and the gearbox has also changed: the first gear has become shorter, while the rest, on the contrary, are longer.

They don’t look for good from good, so Honda engineers left the combined brake system, slightly changing its settings: when you press the brake lever on the steering wheel, the pressure created in the rear brake circuit became slightly lower. The second-generation "vyfera" frame has become more massive and stiffer, especially at the point where the rear suspension swingarm is attached. The fork has also become more solid: the diameter of its feathers has grown to 43 mm. The volume of the fuel tank has increased by 1 liter (up to 22 liters). However, all this has led to, if not very noticeable, but still an increase in the weight of the motorcycle: the new VFR800 is 3 kg heavier than its predecessor.

In 2003, ABS became available as an option - a system that is very useful for a sports and touring device, but adds 5 kg to the weight of the motorcycle.

In 2004, an alarm button appeared on the right console and the color schemes changed.

In 2006, the VFR800 underwent another upgrade. Honda has redesigned the VTEC system, the main goal being to make it run smoother. The moment of connecting the second pair of valves during a set of revolutions was shifted from 6800 rpm to 6600 rpm, the shutdown threshold was also changed - from 6600 rpm to 6100 rpm. In combination with the modified settings of the fuel injection system control unit, this made it possible to provide a smoother switching between two- and four-valve engine operating modes.

The ABS system was included in the standard equipment of the VFR800, and not an option, as it was before. External differences are clearly visible to the naked eye. The mufflers have become matte instead of polished, the direction indicators have received "white" lenses, the windshield is now tinted. In addition, the plastic insert between the headlights began to be painted in the color of the motorcycle (until then it was black).

FOR WHAT? Speaking of the Honda VFR800, answering the “why” question is a piece of cake. "Vyfer" can really be attributed to universal motorcycles: it is perfect for daily trips from home to work and back, and for unhurried promenades around the evening city, it allows you to occasionally get out on the track (of course, one cannot speak of outstanding results, but to go on at the level of its more athletic counterparts, it allows without straining) and is well suited for long-distance travel, it does not matter, alone or with a passenger. In addition, the motorcycle not only has a very interesting appearance (which, you see, is important), but also has a high quality of workmanship - the “vyfer” looks really expensive.

For lovers of long-distance driving, an impressive volume of a gas tank will be a noticeable plus - a 22-liter fuel reserve, combined with a moderate appetite for an injection V-shaped four, gives the VFR800 an enviable autonomy. A comfortable fit in unity with a comfortable seat will not make long-term progvaty on the "vyfer" torture, and the presence of a central stand in combination with a rear wheel cantilever mount will allow you to repair a punctured wheel in a roadside tire service. The presence of a version with ABS for many will be another trump card when choosing a motorcycle.

WHERE TO LOOK? There are no difficulties with the search for "vyfers": the number of VFR800 offers of both the first and second generation is large. On the Russian market, in addition to the official and "gray" "Europeans", there are devices from the American and Japanese markets. True, now it will not be possible to find a new, without mileage, “offer” from the officials, but it is not a problem to bring from the USA, for example, a trade-in VFR800 with a mileage of several thousand miles.

TUNING. Long years on the assembly line and the high popularity of the motorcycle could not but give rise to a large number of offers from various third-party manufacturers for all kinds of tuning and styling of the VFR800. What exactly to develop and improve in the “vyfer” depends solely on the preferences of the owner of the device and the thickness of his wallet.

But first of all, you should think about installing sliders. For the VFR800, they are extremely useful, because in the event of a fall, they allow you to save not only the engine covers and partially plastic, but also radiators. Of course, on the first generation, the direction indicators can play the role of sliders, but they are painfully fragile. The complexity of installing sliders is directly proportional to the level of their usefulness - you will have to drill plastic and change or redo the expansion tank of the cooling system - the slider axis passes through it. The sliders themselves cost from 3 thousand to 6 thousand rubles. depending on the design and manufacturer. Installing them on a turnkey basis in the service is estimated at the cost of a set of fenders.

If you plan to actively operate a motorcycle in its tourist incarnation, you should take care of the issues of transporting luggage in advance, in the database it is poorly suitable for this. There are, of course, native luggage systems from Honda, but the four-figure price tag for them (in euros, of course) does not attract everyone. Of course, you can install cases and mounting systems from third-party manufacturers; a set of three trunks from Givi, Kappa or Hepco & Becker will provide from 100 to 130-odd liters of luggage volume. You can limit yourself to one top case, the cost of this option will be 8-10 thousand rubles. for wardrobe trunk and another 2-4 thousand rubles. for the mounting platform. Top cases are available not only for 40, but also for 48, 50 and even 52 liters, and in such a “trunk”, for example, two integral helmets can easily fit.

Continuing to improve the tourist component of the "vyfer", you can take care of installing a more comfortable seat (for example, from Corbin, the budget is from $ 440 per seat and about 220 of the same "evergreen" for the passenger back) and a "tourist" windshield from MRA or Zero Gravity, which will cost 4.5-6 thousand rubles. Add comfort to the motorcycle and the installation of heated handlebars. A product from Oxford will cost 3.5–4.5 thousand rubles, Saito is somewhat cheaper: 2.5–3.5 thousand rubles.

If you think about improving the sports component of the “vyfer”, then the path is standard: installing a direct-flow exhaust and a low-resistance filter, as well as installing and configuring Power Commander (the latter will cost 10-12 thousand rubles without the cost of work).

The process of "suffocating" the deformed "vyfers" for the Japanese market deserves special mention. The fact is that motorcycles produced for sale in the Land of the Rising Sun have an important difference from their European and American counterparts - a significantly lower maximum engine power and a maximum speed limited to 180 km / h, which, you see, disgusts the Russian mentality. Therefore, many want to correct the situation. The difficulty is that the restriction is implemented not purely in software, but in hardware: you will have to remove the restrictor in the intake (it’s trite to cut out a plastic plug), change the intake pipes to normal ones (1.5–3.5 thousand rubles per set, depending on greed seller), change the release (usually either a forward flow or a used stock from a "European"), work with a soldering iron with the dashboard and "brains" (break the contact, install the necessary jumpers). In principle, the whole procedure has been repeatedly described on various forums on the network, and some motorcycle services are ready to do it for 6–8 thousand rubles.

PRICES. Today, prices for the first generation VFR800, that is, released in 1998-2001, are in the range of 150-250 thousand rubles. Deviations depend on the degree of fatigue of the motorcycle, the greed of the seller or the urgency of the sale.

Prices for "vyfery" of the second generation start from 200-220 thousand rubles. for motorcycles of the first years of production and are approaching the 450,000th mark for vehicles of the last years of production. Despite the presence of a strong tourist component in the VFR800, you can find (or bring to order) motorcycles in “almost new” condition, with a mileage of several thousand, or even hundreds of kilometers. The price of the latter corresponds to the upper limit of the specified range.

Let's start with information about Honda's ongoing recall and service campaigns for the VFR800. Accordingly, if the selected motorcycle belongs to the risk group, it is better to make sure before buying whether it went through this campaign.

In February 2004, there was a recall campaign related to the insufficient strength of the rear subframe - under heavy loads it could crack.

In July 2005, Honda initiated a recall campaign due to possible brake fluid leaks from the PCV (Proportional Control Valve) valve on all motorcycles equipped with a combined CBS brake system.

A year later, in July 2007, a new recall followed - oil leakage is possible due to corrosion of the oil cooler tubes. The tubes are at risk due to the possible ingress of water between the tube itself and its rubber casing. The probability of this, according to Honda, is extremely small, but it is better to play it safe and at least check their condition.

In addition, the "vyfer" 1998-1999. there is a well-known weak point - the relay-regulator. On these motorcycles, the device with enviable regularity was subjected to self-frying, but in 2000 the problem was solved. Sometimes the mass spontaneously disappears from the front wiring harness. This manifests itself as follows: when starting the motorcycle, there are no problems until the starter button is released, after which the engine immediately stalls, the headlight shines half-heartedly. It is treated elementarily, without opening the native wiring: just throw a separate wire from one of the "mass" wires (from the high or low beam lamp connector) onto the frame or the "minus" of the battery. In addition, if the previous owner liked to drive with the high beam on, the connector from the generator to the relay-regulator could melt.

Sometimes there are "vyfery" with clearly audible noise in the clutch. In principle, it is desirable to treat this problem, but many people drive like that, and for quite a long time and happily ever after.

There are also instances of the second generation VFR800 (with a timing chain drive) with unhealthy sounds in the cylinder heads. This is usually treated by replacing the chain tensioners or adjusting the valve clearances. By the way, it is worth remembering that the procedure for adjusting valve clearances on the VTEC "vyfer" is quite laborious. In addition, for some reason, there is still an opinion among Russian motorcyclists that valve clearance adjustment is necessary only on desmodromic Ducati, while the rest of the motorcycles should be able to “never climbed into the engine”. Therefore, it would not be out of place to ask (especially if the motorcycle has a mileage of several tens of thousands of kilometers), whether the valve clearances were generally adjusted or not, because the manufacturer obliges to do this procedure on the VFR800 once every 25 thousand km.

Well, of course, given that the plastic on the VFR800 costs a lot, it is worth studying it more closely. It does not hurt to pay attention to the condition of the radiators: it happens that whole sidewalls hide a broken radiator of the cooling system underneath, and replacing it will cost a pretty penny. On motorcycles with sliders installed, you need to evaluate the condition of the expansion tank of the cooling system. Most often, during installation, a hole is made in it and a sleeve is soldered through which the slider axis passes, and such a modification of the tank can cause coolant leaks.

Ducati ST3, 2003 - present, 220-280 thousand rubles.

Motorcycles for filming were provided by Mister Moto.

The honda vfr 800 is no match for the combination of the three most important characteristics for a sportbike: first-class comfort, excellent performance and easy maneuverability. According to reviews, the honda vfr 800 has established itself as one of the most technical models. The developers managed to combine into one whole performance of sportbikes and comfort of tourists. The motorcycle is also suitable for trips around the city, since many can envy its maneuverability, and for long trips. There is no doubt that the build quality and reliability are in the first place for the manufacturer.

The appearance of the motorcycle

The sporty character can be traced in the smallest details. The severity of the forms makes the appearance of the bike memorable. The absence of superfluous details and bright colors makes the vfr 800 extraordinarily serious. The fairings are made of expensive plastic. The build quality is very high. Aggressive forms make Honda a leader on the road.

Visually, the motorcycle seems to be very large due to the fairly massive trim parts and voluminous mirrors. But this impression changes radically, one has only to sit behind the wheel. The radiators are located on the sides, but even with falls, there is a chance that they will remain intact. The footrests are fairly low. Riding comfort is ensured by a comfortable seat and the correct height of the steering wheel.

The bike has a classic diagonal frame made of aluminum, which has not undergone significant changes since the very first models. The saddle height is only 805 mm, which allows, if necessary, to reach the asphalt without problems. Ground clearance is 125 mm, which improves aerodynamic performance. The total weight is 249 kg, which does not affect maneuverability and handling. With a load capacity of 195 kg, you can take long trips with everything you need with you.

Specifications vfr 800

The manufacturer equipped the vfr 800 with a powerful fuel-injected engine, which, together with a two-stage valve system, delivers great power very quickly in any driving style. The camber angle is 90 degrees. The ignition system is electronic. The motor is started with an electric starter. The power of the generator is amazing. It is capable of delivering 497 watts of energy. A six-speed gearbox is used.

The front suspension consists of a 43 mm HMAS cartridge type telescopic fork. The fork travel is 108mm. The Pro-Link rear suspension is equipped with an oil-gas shock absorber, has a seven-stage rebound and preload adjustment. Suspension travel is 120 mm.

The motorcycle has a complex brake system. The front brakes consist of double floating discs, which are equipped with a three-piston hydraulic system. The rear brake consists of a disc with a combined three-piston system. CBS and ABS provide high safety and prevent the wheels from locking during emergency braking.

Average fuel consumption is 5.7 l / 100 km with a mixed city driving style. With an increase in speed over 150 km / h, the consumption will increase to 8 l / 100 km.

Advantages:

1. High quality and reliability of the motorcycle.
2. The technical characteristics of the honda vfr 800 are designed specifically for lovers of high-speed driving.
3. A good combination of the speed of a sportbike with the comfort of a tourist allows you to make long trips.
4. Good maneuverability combined with handling make the bike easy to handle. All mechanisms work in such a way that even a beginner can ride a bike. Only initially it is necessary to drive at low speeds.
5. The load capacity is almost 200 kg.
6. With constant maintenance, the bike will work without failure for a very long period.
7. The use of expensive materials increases the service life of individual components.

Flaws:

1. The seat is located in such a way that when driving within the city, especially in a situation where you have to stand in traffic jams, the driver can honor a certain discomfort. But when driving on the highway, this drawback does not manifest itself.
2. A large circulation circle of antifreeze when driving through traffic jams leads to the fact that the engine heats up quite strongly.
3. High price and maintenance cost.
4. The complex engine system makes it difficult to access the spark plugs that belong to the rear cylinders.
5. Installing a fuel pump in the tank does not allow installing an additional filter for finer fuel cleaning.

In general, all reviews of the honda vfr 800 are positive. Many are attracted by the expensive and stylish appearance, which plays an important role in the image of the bike owner. Most, however, choose the vfr 800 motorcycle because of its excellent performance, Japanese quality and reliability.

text from Motor Review No. 6, 2003: Nikolay Batrakov

Honda VFR800FI: 781cc, 106hp, 255km/h, $6500, 1998, monitored since 2002,

Everything is relative. Now, if I hadn’t once tried someone else’s VFR, I would never have known that I have a completely different - “correct” one. After all, not only do we choose our devices, but motorcycles also choose us.

I didn't get love at first sight with VFR. He ordered and paid with his eyes closed, never a train. The motorcycle was bought specifically for a trip to Europe planned for the summer. Then I had a Yamaha Thundercat, which did not at all draw for the “my choice” nomination in the “touring motorcycles” category. Therefore, when the opportunity arose to purchase even a "strangled" Japanese VFR800FI at a "similar" price, he did not hesitate for a second. So, VFR was slowly coming to me from Japan, and I was driving Thundercat around Moscow. And then my friend suggested that I change for a while - he took my Thundercat, and I got his VFR.

The first impression of the motorcycle was disgusting. What kind of heavy, clumsy cow? The VFR immediately struck me as incredibly huge and clumsy. Space-sized mirrors create the illusion of large dimensions, in a dense stream of cars there is a feeling that the motorcycle is about to catch someone with the edge of the side plastic. It is inconvenient to hang over, and it turns somehow “wrong”, and some kind of twitchy. In traffic jams, for some reason, it “falls over”, all the time you have to work with the clutch. I got upset then. Well, nothing, I think, he travels in a straight line, I drive to Europe and sell it quickly. So when my VFR finally arrived, I didn’t feel any special joy, but just went for a ride. And a completely different story began.

These two Hondas turned out to be completely different bikes. There was an impression that they only look alike, but in fact, there is nothing in common between them. I still don't really understand what's going on here. Probably, the suspensions are tuned differently on them, different rubber, maybe the wear of the shock absorbers is different, maybe the settings of the motors are different. Who knows... In order to accurately tell the difference between two used motorcycles, it would probably take a team of professional testers to "roll" them "in smoke". Therefore, I will only talk about my VFR.

The weather is good, the mood is great, and the driving experience is completely different. The motorcycle, as they say, goes by itself. The sound of the “veshka” ... where are the line workers, no radio tape recorder is needed, you will listen. I want to go and go.

I got used to it instantly, literally in the first half hour of driving. "Vyfer" turned out to be a surprisingly comfortable motorcycle. It is very stable on the road, but it also turns willingly, but rather with a steering wheel, that is, with the notorious “counter-steering”, and not with a tilt of the body. Not jerky, but rather high-torque, it picks up speed easily in almost any gear. A large tidy is easy to read, everything that is needed and not needed can be seen in the mirrors. Mirrors "vyfera" can be folded a hymn, the best mirrors have not yet seen. The optics are also good - two huge headlights perfectly illuminate the road and do not let even the drivers of route gazelles forget about their existence. The motorcycle generally has a solid appearance and gives the rider a sense of self-worth, which is also important.

In three weeks, I wound more than five thousand kilometers on it. I traveled to the Moscow region, and to work, and rode at the karting track. The motorcycle "did not load" at all, it was controlled easily and obediently. We removed the power limiter almost immediately (it's good when you have friends!) And the V-shaped "four" earned full strength. The device came to me with standard mufflers, which, in general, I was satisfied with, and with a regular windshield, which could have been higher.

The combined CBS brake system works great, the car slows down fabulously. Even when only the front brake is pressed, the motorcycle does not rise to the front wheel, but, as it were, presses to the ground, “squats”. If you use both brakes, then it freezes as if rooted to the spot. Emergency braking on VFR, using both brakes on a country track almost to a complete stop. The motorcycle stopped very quickly, without blocking the wheels.
VFR is sensitive to Moscow road dirt and wet markings. The wheel may skid, but the bike slides predictably and regains traction easily.

Whether cornering or driving in a straight line, the VFR is reliable. There is absolutely no feeling that he can fly off the road, hitting a wheel in a pothole or a bump, there is no unpleasant wobbling when the motorcycle hits a comb or a rut in the asphalt. Side wind and turbulence from trucks do not cause much inconvenience to the driver of the "vyfera". The bike is still heavy. It doesn't feel like you're riding a Thundercat and it feels like you're just running really fast through the cars. It feels like you are driving a car, but the car is very obedient and predictable.
It is a pleasure to carry passengers on VFR. Attempts by neighbors to fidget in their place have almost no effect on the direction of movement of the motorcycle, the weight is almost not felt, the passenger sits “in his place”, without sliding down on the driver every minute. From this point of view, VFR is much more convenient than Thundercat.

Now quite often I hear that the "vyfer" is "rotten", the power of the eight-hundred-cube "veshka" is not enough for fans to grab in a straight line. Well, "rotten" - not "rotten" ... all this is subjective. In general, I like turning more than “unscrewing the handle” on straight lines. On the Moscow Ring Road on a weekday, without any questions, the VFR travels about 150 kilometers per hour, not between rows, but in a car way, changing lanes. And I don't need to go faster. To each his own.

Of the shortcomings, or even rather not shortcomings, but the features of VFR control, perhaps only one noticed. The low-set footpegs grip the pavement easily in deep corners. I broke one this way. So here you have to be more careful.

Before a trip to Europe, I changed oil and candles on the “vyfera”. The oil is easy to change, you just need to remove the left side of the fairing. The oil filter is removed with a universal puller, which is sold at any auto parts store. Those two candles that are facing the consumer are located on the front side of the engine, they are very easy to unscrew, and those that look inward are problematic. However, it's a problem for me...

I am glad that all the bolts that fasten the plastic are designed for the same hexagon - very convenient. During maintenance, he also changed the broken footboard. Here Honda engineers set up an unexpected and very unpleasant ambush. Both footrests hang on a pivot that connects the swingarm to the motor. In order to remove the right footrest bracket, it is enough to unscrew the nut, and in order to remove the left one, you need to pull out the entire axle - again a problem.

The bike was not specially prepared for the trip. He left the standard windshield, and instead of a rigid wardrobe trunk system, he bought “swing bags”. The solution, by the way, was not very successful. It is difficult to get into these bags in order to get some trifle. Once you tie these bags to a motorcycle, you don’t want to untie them back at all. Anyway, what's done is done, we packed up and hit the road.
In Europe, we traveled about 10,000 km in twenty days. This is about seven hundred kilometers a day, or seven to ten hours driving. On the "vyfera" did not get tired at all. Thanks to the low-lying footrests, the legs are not bent too much, and they do not get numb at all.

Wind protection is sufficient even with the standard Honda glass. However, the flow of oncoming air is cut off so that all midges encountered along the way are on the helmet visor, which, of course, is not particularly pleasing to the driver. I think that this problem will disappear if you put a higher glass from MRA or Givi.
The saddle is very comfortable, wide and "anatomical". You can just sit, or, if you get tired, fidget back and forth. All body positions are equally comfortable for driving a motorcycle.

The gas tank is enough for 350-380 kilometers at an average driving speed of about 120 km / h. Traveling faster in Europe is expensive. In this mode, fuel consumption per 100 kilometers is approximately 5.5 liters.

During the journey, we came across different roads. We drove along the broken-down E95 highway in the Novgorod region, and along the Norwegian mountain serpentines, and along highways, and along the small paths of the rural Czech Republic. At the end of the trip, we were not easy, even on the Finnish country road. Everywhere VFR did a great job! On wet pavement in corners, the motorcycle did not blow at all, despite the fact that the speed was quite high. In the Czech Republic, roadsides are so generously covered with fine gravel that it covers half of the entire roadway.

In a turn, it is almost impossible to avoid hitting the wheel on this gravel. Here the demolition of the rear wheel was felt, but the motorcycle only slightly crawled to the side, control over the control was not lost at all.
For all the time, the VFR did not have a single breakdown. Chain D.I.D. practically did not stretch. By the way, it is pulled up by an eccentric, such an oval gear is very convenient, the child can handle it. The Metzeller MEZ4 rubber wore very evenly, without forming "ledges" on the sides. Considering that the motorcycle in these tires holds the road quite well, I can only recommend them for installation on the VFR.

At the end of last season, he laid his "vyfera" on the asphalt, and not just to one side, but with somersaults and coups. “Praise” to our road workers, at the very bend of one of the bridges there was fresh smeared bitumen, and it was on it that emergency braking was necessary. As a result, uncontrolled slipping led to a fall. He himself was more frightened than injured, but the motorcycle got it.

When he managed to cling to the curb and roll over to the other side, I don’t understand. One pleased, very strong plastic turned out to be on this Honda - it got off with cracks, while both side radiators and the headlight were intact. Even the turn signals, having worked as sliders, retained their appearance. Only the clipon of the steering wheel burst, and only because of it the motorcycle had to be evacuated. VFR turned out to be tenacious!

Even taking into account unforeseen expenses, the bike turned out to be quite budget. At the same time, it should be mentioned that when I bought it, it had new tires and new pads, which saved me from additional costs.
For me (height 180 cm, weight 80 kg) VFR turned out to be a very successful option for a versatile motorcycle. It can be used as a means of transportation, go to work, you can just ride around the city, go to the country or travel without overpaying for a couple of hundred cubes in the motor.

We are pleased to present the completely redesigned 2014 VFR800F, a touring bike with a sporty feel.

Whether cruising the high-speed trails or deftly traversing mountain passes, the VFR never fails, always displaying impeccable style. Honda has been making motorcycles with unique V4 engines for over 40 years, and the most popular model with this engine is the VFR800F. The motorcycle has found many fans around the world for all the years of release. When creating a new model, Honda carefully listened to their opinion. The VFR800F is one of the best and most balanced road bikes around, with around 75,000 VFR800F motorcycles currently in operation in Europe alone! The famous VFR800F is truly a sport tourism masterpiece.

The new motorcycle Honda VFR800F 2014 received a number of updates and innovations:

• New appearance.
• TCS stabilization system.
• Upgraded engine.
• New fork.
• New pendulum.
• New rims.
• diode optics.
• Heated handles.
• Height adjustable seat.
• Self-acting turn signals.

Engineers have retuned the 782cc V4 engine with VTEC to deliver more power and torque at low to mid-range revs. Modernized the duration of the opening / closing of the valves. Peak power develops at 10,250 rpm and peak torque at 8,500 rpm. The VTEC system operates only one pair of intake / exhaust valves at low revs, and as the revs increase, it switches to four valves. The character of the motor has become more balanced.

The motorcycle received a new, more modern and aggressive appearance and a new headlight design, now it is LED. The rear brake light and turn signals are also LED. The turn signals are integrated into the mirrors, similar to the VFR1200F.

The 2014 VFR800F received some chassis upgrades with a new aluminum Pro Arm cantilever swingarm and a new 43mm Honda Multi-Action System (HMAS) telescopic fork with adjustable spring preload. The rear suspension has remote adjustable preload and rebound damping. The motorcycle has new aluminum wheels. Brakes: Radial 4-piston calipers with 310mm brake discs front and 256mm disc rear. Combined C-ABS is standard.

The seat height is now adjustable from 789 mm to 809 mm. The motorcycle is equipped with standard heated grips (5 settings). The dashboard is also redesigned: digital speedometer and tachometer, gear indicator, ambient temperature gauge, fuel consumption indicator, tachometer, knob indicator.