Motorcycle specifications HondaVFR 750 F Carat 1992 The perfect match

The VFR is not only a very good machine, it's also a complete commercial success. And that's hardly surprising, given its roadholding and performance. It's a bold move on Honda's part to completely revamp such a renowned model. The majestic '90 hides a completely new motorcycle beneath its finely redesigned lines.

What do the old and new VFRs have in common? Engine architecture and philosophy. Broadly speaking, the bike's design is a continuity, but the lines are tauter, the appearance both sportier and more elegant (Madame VFR?), the overall look more modern and enticing. The VFR of the '90s is a beautiful motorcycle, dynamic without overdoing the sportiness of the GSX-R and ZXR. In search of the right compromise, the Honda asserts itself as a very rewarding machine. It's impossible not to fall in love with its all-new swingarm. Monobar, I should say, as the rear wheel, with a design copied from that of the RC 30, is supported by a superb piece of aluminum closely derived from that of the aforementioned hypersport machine. Honda is proud of its superbike, and the VFR takes advantage of this aura by recovering genes from the RC 30. In addition to the swingarm and wheels, the V4 also benefits from the technology transfer. But wait, don't devour this mill just yet. Let's take a look at the bike's bodywork. It was easy to see the new headlamp optics and the remarkably well-integrated turn signals. And yet, underneath this classy exterior, did you suspect that the frame had been completely redesigned? Also based on the RC 30 model, it's made up of large aluminum partitioned beams connected to the castings that make up the steering column and side plates. The engine, mounted further forward, is held by 2 cradles supporting the frame rails.
Does the VFR look smaller? Yes, it is. And its wheelbase has also been reduced. Like the chassis, the geometry has evolved considerably. The headroom has been reduced to less than 100 mm, the column angle has been straightened and the wheelbase is 10 mm shorter at 1470 mm. The Japanese engineers have clearly sought to optimize the handling of their road-going princess. Will the weight increase (+13 kg) change anything?

You don't really care about all the technical data when you get on the bike. Instinctively, you feel it's a bargain. It exudes quality and seriousness. From the excellent paintwork to the complete and distinguished dashboard, the Honda flatters the owner before seducing with its practicality. Center stand, top-of-the-range ergonomics, pivot-mounted exhaust for easy rear wheel removal, well-designed passenger grab handles, and fuel tap mounted on the left side of the fairing. If it's easily accessible, it's annoying that it's so hard to handle. Some will regret the old one embedded in the fuel tank. We're so impressed by the finish that we almost forget to start the engine. And what does the new V4 say?

BBRrroollloouuurrrooouurrpppp! That would require a recording. It's impossible to imitate the characteristic sound of the V4. Its song is exactly halfway between that of the 4-legs and the twin. Tripping! Evolving in concert with the bike, it has kept only a few parts from the old distiller. Also inspired by the RC 30, it stands out from the general production line for its cascade gearing. From now on, camshafts engage directly with tappets, rather than finger followers, to actuate the valves. The intake ducts were raised, for better filling, and the valve timing was increased from 12,000 to 36,000 km.
This block blends perfectly with the VFR's styling. Less spiky than its pure-sport rivals, it's already active from 3,000 rpm, then gains power smoothly and progressively right up to the redline. It even seems hairier after 7,500 rpm, but on the whole, it stands out more for its availability and pleasantness than for the sensations it delivers. Sporty enthusiasts will be left wanting more, but this docile, non-aggressive character is a valuable asset for everyday use. You'd almost think that the VFR would suffer in terms of performance. You bet, Charles! Compared to its 100 hp rivals, this wise-looking lady accelerates harder than an FZ 750 or GPX 750, and is in no way impressed by a GSX-R 750. When it comes to riding, however, there's no comparison. With the Suzuki, it's Tourist Trophy live, with the Honda, it's efficiency rhyming with voluptuousness and serenity.
On board, the driving position is pleasant, slightly more sporty than before, but with just the right amount of restraint, and ultimately more natural. In town, the wrists will find less to do than with the old VFR. Very little, in fact, because overall, the handling of this bike combines naturalness and ease. The cityscape slips smoothly under the Honda's wheels, with a relaxed, torquey ride. The engine just lacks flexibility in the higher gears. It's best not to drop below 3,000 rpm when the selector is up and you're cruising along the city streets. But then again, we don't spend our lives in 6th gear between buses and cars.
Valley or mountain, ribbon road or quiet mood, nothing allows you to enjoy the panorama of the enfilades better than cruising in last gear. From 3,000 rpm to the red zone, the V4 is available on demand.
at 8,500 rpm, you can take advantage of the bike's balance. And then, the orange juice from breakfast starts to take effect. Watts are back, riding becomes more incisive, 2 gears drop and the grip turns more severely. The RC 30 genes kick in. Straddling the road with a half-wheeling, half-wrenching spirit, keeping the revs above 7,500 rpm, the rider discovers the sporty face of the VFR. at 4,000 rpm, you'll enjoy plenty of power, but never too much, leaving you free to drive. The trajectory is set with the handlebars, underlined by a little wiggle. The front axle is the master of the bend, precise and supported by the new weight distribution. As a result, roadholding is more efficient and incisive, but requires greater concentration. Its more rigorous chassis and design mean that the bike tends to rise when braking at an angle. As a result, there's less room for improvisation, whereas the old bike gave it more credit. In hard riding, the VFR has gained in stability, efficiency and precision, but is less easy to ride. Close bends taken at speed will require a real effort to move from one corner to the next.
Living up to the machine's potential in all situations, braking is nothing short of praiseworthy. Precise feel, precise bite and constant power, the discs are imperial in their efficiency when bitten by the pads.

If the VFR has the correct level of comfort and firmness as standard, this is much better than on the previous generation. Passengers won't complain about their position, which is well thought-out and pleasant overall. On the main roads, this sport-GT offers fast runs only to a limited extent: the protection is just right. There's nothing to say at legal highway speeds, but it's above 160 km/h that the going gets tough. Your ears start to whistle, while other parts of your body are pretty well protected - if it's raining, that's another story. Whatever the speed or angle, the machine remains superbly stable. Wherever it goes, the bike's handling never disappoints. Even here, the bike is much improved.

The bottom line on this new VFR 750 "Carat"? Superb. It's improved in every way. With its rare versatility, all-round appeal and imperial handling, it suffers from only 2 things: a more demanding sporty riding style and a price tag that's become particularly hefty. The first point is relative. All in all, the VFR is very easy and pleasant to drive. If the price makes you cough, it gives you access to a machine designed for long life, with exemplary quality and a consistency that outclasses anything else on the road.

M.B
(inspired by Moto-journal - internet photos)