The current VFR
2014-2016 VFR800F 155mph 104bhp (claimed) £10,499-£10,699
Top speed Power
For 12 years the VFR800 had remained largely unchanged bar detail modifications to reduce the severity of the VTEC switch, plus tinkering with the linked brake ABS system, suspension and minor cosmetic details. Then, in 2010, Honda released the VFR1200 and an odd Vfr800-based all-rounder called the Crossrunner. So it was assumed the writing was on the wall for the existing VFR800.
Not so. In 2014 Honda released two
‘new’ VFR800S – both basically the same frame and engine as the VFR800 VTEC (both updated, plus traction control); the new 800F had a sportier riding position than previously, and the VFR800X (a renamed Crossrunner) added long travel suspension and adventure styling.
And it turns out the VFR800F is, indeed, sportier than the VTEC. The riding position is more aggressive, with rider weight placed more over the front end. The new fork (still resolutely not inverted), revised rear shock, radial calipers, less overall weight and the option for a quickshifter all give the VFR800F a competitive cutting edge it hasn’t had since the original VFR750F-G went head-to-head with the GSX-R750 and FZ750 some 30 years ago. And the story is now much the same as it was back then – the Honda can’t match current pure sports middleweights for absolute lap times; but, on the road, they’d struggle to live with the VFR’S combination of handling, midrange, practical all-day riding ability and build quality. It might not have the exotic, gear-driven cam, jewel-like feel of the early VFR750S, but it’s still a V-force to be reckoned with.