Honda VFR 800 V-TEC RC 46 II 2008 — Specifications

Many believed this VFR 800 to be immutable. A monument of the sport-GT, designed to devour highways without ever stressing its rider. Yet, in 2002, Honda had dared to take the big leap, shaking up the heritage with a sharp design and that famous V-Tec with its brutal engagement. Four years later, facing criticism, a frank response, a complete overhaul was expected. And there, astonishment. For the 2006 model, the engineers from Hamamatsu chose absolute discretion, even invisibility. To the point that it takes a lynx's eye to distinguish this newcomer from the old one: white-lens turn signals, a slightly smoked bubble, a color detail on the front badge. That's it. The design department seems to have been on sabbatical. However, the base remains excellent.

Because let's not be mistaken, beneath this frozen appearance still beats the heart of a high-flying touring machine. The aluminum twin-beam frame, the CBS braking system intelligently linking the two front and rear calipers, the well-balanced suspension: the recipe works. With its 256 kg fully fueled and a 805 mm seat height, it presents itself as a comfortable and reassuring alternative to overly radical sportbikes. It devours the kilometers with the ease of a great traveler, its transverse V4 offering balance and a center of gravity that inspires confidence in fast curves. The chassis had indeed not needed a revolution.

The real novelty, the only one worth mentioning, is hidden under the 22-liter tank. Honda has finally decided to tame the beast. The V-Tec system, which caused the engine to switch from 2 to 4 valves per cylinder in a somewhat theatrical way, has been reworked. The activation threshold is now lowered to 6600 rpm, and above all, the transition is much smoother. On deceleration, the reverse switchover occurs at 6100 rpm. The objective is clear: to eliminate the abruptness, to make the power more progressive. The 781 cm3 engine, which delivers 106 horsepower at 10500 rpm and 78.5 Nm of torque at 8500 rpm, becomes more civilized without losing any of its character or its raspy sound. It is a welcome evolution, almost a correction.

But is that enough? At 12,800 euros, the 2006 VFR 800 faces increasingly intense and diverse competition. The sporty GT market is no longer the same. By touching almost only the engine, Honda risks seeming too cautious, taking care of the existing without attracting new customers. It remains the ideal machine for the demanding globetrotter who prioritizes comfort over distance and versatile efficiency over pure performance. A loyal public, but one that could become tired of seeing a myth evolve so little. The VFR is still an excellent motorcycle, perhaps even the best in its role as an accessible sport touring machine. Simply, with a series of subtle improvements, one begins to wonder if it is not quietly resting on its laurels.