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| | On the road 2006 Honda VFR 800 VTEC: a few modifications and a return to perfection By T. Groussin Since its last evolution in 2002, the V4 engine of the famous Honda VFR has been equipped with a new variable valve timing system, criticised by some users for an occasional lack of discretion. Honda has therefore looked into the matter and taken the opportunity to make its vision of sport touring cleaner and more economical. The 2006 VFR 800 is now back to perfection.  © Honda The VFR 800 expresses all its potential on the open road, with disconcerting ease. Practically the same In 2006, the Honda VFR celebrates its twentieth anniversary! Since 1986, this model has built up a reputation of excellence in the art of combining the performance of a sport motorcycle with the comfort of a GT, while offering a reliability and quality of manufacture that make it possible for many machines to achieve mileage worthy of cars. Daily trips in town, long journeys, and even a few laps on a circuit to make the most of its abilities: the VFR - 750 cc yesterday and 800 cc today - is a real all-rounder. In twenty years, five major evolutions have regularly perfected this emblem of the Japanese sport touring motorcycle. It would have been only logical therefore for the VFR to undergo a complete overhaul in 2006. But here's the thing: the sport-GT compromise, which is this motorcycle's speciality, appeals to European motorcyclists less than it did ten years ago, especially since the real GTs and large capacity trail bikes have made tremendous progress in handling. Which is why Honda prefers to work on improving the existing model rather than offering a major evolution too soon. although we can still hope for one in 2008. Completely revised VTEC The 2006 VFR is therefore practically identical to the 2004 version. You can just about tell it apart by minor aesthetic alterations, such as the plastic above the headlamp, painted the same colour as the body, or the graduated windscreen tinting.  The main modification of this year's model concerns the engine, the famous V4, which has greatly contributed to the charm and originality of the VFR since its beginnings. In 2002, this engine, as sophisticated as it is robust, was endowed with a variable valve timing system named VTEC. Already used in cars, especially by Japanese manufacturers, this system enables the VFR to call upon only two valves per cylinder at low revs, for better torque and to reduce fuel consumption, then to use four valves per cylinder at high revs to preserve power when necessary. On the 2002 VFR model, the transition from two to four, and then from four to two valves, took place at precisely 6,800 rpm, and manifested itself upon acceleration by a funny little turbo effect, accompanied by a pleasant change of tone. Nevertheless, in the end, this VTEC sometimes had the disadvantage of making its presence felt too much, particularly when the rider was cruising along the motorway at an engine speed fluctuating around 7,000 rpm. Then, the V4 seemed to hesitate and this translated into jolts. This little foible has now been forgotten thanks to a reconfigured system. Upon acceleration, the transition to four valves now happens at 6,600 rpm, while upon deceleration the return to two valves takes place at a different engine speed (6,100 rpm). This extended transition phase, accompanied by a new electronic injection configuration, makes for effectively more discreet VTEC operation. These modifications have also enabled a reduction of fuel consumption by 1 l/100 km, and make the engine Euro 3 emissions compliant. Sport, luxury and relaxation For the rest, the VFR remains the masterpiece of versatility with a distinctly sporty nature that it has always been. Its build proves extremely rigorous, without demanding too much of its rider. In town however, the slightly forward riding position can be tiring in traffic jams, as can the overly long turning circle and the engine which generates a lot of heat. On the open road, on the other hand, the VFR is completely in its element: more than its efficiency, it is its ease of handling that makes it so appealing. The braking is as sophisticated as the engine. The Dual-CBS system (as standard) gives optimum brake force distribution between both wheels, and the ABS (optional) offers an extra guarantee without being noticeable when riding fast. At the crossroads of sport and GT Although sporty to the core, the VFR 800 nevertheless gives its rider numerous refinements: electronic immobiliser, underseat storage space for the anti-theft device, ultra luxurious dashboard, and comfortable seating. This perfection, characteristic of the VFR for 20 years, easily compensates for the difficulty of this motorcycle, which is neither really sport nor GT, to position itself in a more specific genre.
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