Motorcycle specifications HondaVFR 800 V-TEC RC 46 II 2004 Sneakers and stilettos

embodying the ideal compromise of the sport-GT category, the VFR has enjoyed glorious success since its appearance in 1986. In addition to its remarkable design, its reputation has also been built on its indestructible engine. A V4 derived from the sporty RC 45 (on the 800 FI), with cascade pinion timing. A block of reinforced concrete, capable of surpassing 100,000 kms with a laugh. And then Triumph brought out a certain Triumph Sprint ST, a machine that managed to trip up the VFR. So Honda rolled up its sleeves.

for the new generation, the styling has been completely revised. More angle, more style, more sportiness, more fun, the bike has gained in sex appeal. Do these angular shapes remind you of anything? Look to Italy. The pencil stroke bears some resemblance to the Aprilia Futura's design. But the Japanese model is more successful. The architecture of the engine is reflected in the shape of the bike, with very pronounced Vs. What's more, the engineers opted for a technological transplant. The engine inherits the V-TEC. The what? A valve lift control system. In simple terms, below a certain engine speed (6,800 rpm), only 2 valves per cylinder operate. This is supposed to improve torque and reduce fuel consumption. Beyond that, all 4 valves come into action, allowing the VFR to regain the full health of a multi-valve. Great, isn't it? What about the real thing?
Even before judging the mill's temperament, the first few kilometers reveal something odd. Sitting differently? No - the driving position is the same as on the 1998 model. A good point, since it's an excellent match for this class. What about the dashboard? It gains a 2nd digital window displaying speed, outside temperature, ABS indicator... but no, it's something else. The noise! The whistling of the timing gears has disappeared, as a chain replaces the cascade of sprockets. Yet the VFR is not without its vocals.
Up to 7,000 rpm, the engine revs up with a gentle sound. Then the V-tec kicks in, transforming the tune into a sporty melody. A real trip! The ear is flattered, but the sensations are diluted. The transition from 2 to 4 valves is smooth. No effect on flexibility either. Most of the change is in performance: the new VFR accelerates and picks up better than its predecessor. But is this due solely to the V-tec? Because the transmission has also changed. The last 4 gears have been significantly lengthened, and the gearbox output sprocket has lost a tooth. Fans can rest assured, however, that the bike retains the ease and efficiency for which it is renowned.
Easy, rigid, comfortable yet rigorous, the machine is easy to ride. A real treat. Whether you're looking for a cool ride or a sporty one, nothing is too much trouble.

overall, the VFR remains a VFR. If you were to close your eyes, you'd hardly notice any difference. All the better, as its design makes it one of today's best machines. It has gained sex appeal, a 2-octave melody and more powerful braking.

M.B - manufacturer's photos