Motorcycle specifications HondaVFR 800 F 2020 Update

the Honda 800 VFR seems to be unaffected by time and mood. It must, however, comply with standards like all the others. The latest one calls for a few adjustments, followed by a few minor changes. Difficult to distinguish, and therefore almost transparent. The most convincing are the appearance of rear reflectors, compliance with Euro4 pollutant emissions standards, and the insensitive penalty of a kilo gained in the process. The exhaust system has been slightly redesigned, with a more discreet style and cleaner breathing. The airbox has been modified, with the removal of a valve. Outside these standards, we note the disappearance of black on the frame and fork quills, the adoption of L-shaped valves on the rims and the addition of a 12V accessory socket. A little bonus on the power side: the restrictive law previously in force in Japan has been scrapped. The VFR gains one horsepower and 0.2 mkg of torque.

a very fine update, necessary for the most famous sport-GT to continue its journey. It can look back with a smile, boasting of being one of its manufacturer's greatest successes, and try to seduce even more. Slowly slipping from history into nostalgia, the 800 VFR waited until 2014 to give itself a boost. With a new design, an improved chassis and a preserved identity, much has been done to maintain its status as a legendary, homogeneous sports tourer.

all-new, major evolution or significant dusting off? The VFR's plastic appearance would lead us to believe that we're in the presence of a brand-new machine. The bodywork is entirely new, from the X-shaped headlight to the multi-spoke rear rim. The mirrors now house the position lights and turn signals. LEDs are used not only for the rear light but also, for the first time on a Honda, for the front lighting.
The overall look is undeniably less sporty, recapturing the rigor and maturity of the VFR saga. The instrument panel has been modernized without really changing its shape; it now also features a gearshift indicator and fuel consumption indicators.
And the note that really makes you sit up and take notice is an appendage we thought we'd forgotten 15 years ago: the side-mounted exhaust. Surprising that Miss VFR's tushy wants to get rid of its under-seat tailpipes. A desire to get back to basics, with the ingratitude to hide the splendid rim? No, a need to slim down. With this pot, the 2014 edition got rid of 7 kgs. Enormous!

and that's not the only place where the machine revs up. Honda has also shaved 3 kgs off the rear buckle, which is now made of aluminum. This is the first time the VFR has lost weight since its 800 cube. The ABS is still present, except that it has a new sensor buddy: traction control, which can also be switched off. Consider that the CBR 1000 RR hypersport doesn't even have it.
The 43 mm HMAS fork, with preload adjustment, has been redesigned to accept a pair of 4-piston radial calipers. Honda has thus updated the front end, without however offering the inverted fork seen on so many models, sometimes less sporty and/or less noble. However, the color difference between the black forks and the metal-gray caliper brackets is remarkably effective. It's a pity, though, that the CBS coupled braking system has disappeared. We can console ourselves with the new, larger brake discs, from 296 to 310 mm.
One of the VFR's greatest assets is the suave, mysterious and subliminal character of its single-arm design, an integral part of its identity since 1990. To touch it is a delicate, even perilous exercise. With finesse and a certain incisiveness, Honda has fitted a new Pro-Arm, linked to a preload and rebound-adjustable shock absorber. New rims, simply superb, with very thin spokes, complete the styling renewal.

let's take a look at the innards of the 6th-generation VFR. While the change is striking on the outside, it's much wiser on the inside. The "Pivotless" double-spar aluminum frame doesn't change a bolt. The only change to the VFR's innards concerns the V4. A change in displacement? Power? Technique? No, just a V-Tec adjustment to smooth the transition between 2-valve and 4-valve modes per cylinder. As well as a small update to the timing diagram and valve-opening time - to improve low- and mid-range muscle. From now on, maximum power of 107 hp is obtained at 10,250 rpm, i.e. 250 rpm lower than on the previous generation. As for torque, let's hope it's more available at low revs, because at high revs, at 8,500 rpm, we've lost a few grams of mkg (7.9 vs. 8).

with this new generation, the 800 VFR renews its look while retaining the essentials in terms of chassis and engine. With the general lightening, the VFR will retain its formidable homogeneity and its pronounced taste for everything, from the road to sport and everyday life. The 2014 - 2020 version inaugurates an automatic turn signal reminder, taking into account the difference in wheel speed to deactivate. Heated grips with 5 positions are standard, and for sporty riders, a shifter is available as an option. We're delighted that Honda is perpetuating the VFR line and taking it to the next level, but when will the manufacturer decide to make THE VFR that everyone's been waiting for? the one with a V4, without that V-Tec that doesn't serve much purpose, with a displacement of 1000 cm3 and a generous 140-150 horsepower without being overpowering. The rest has been top-notch for 20 years and has never been equalled.

M.B - manufacturer's photos