Honda VFR 800 V-TEC RC 46 II 2012 — Specifications

Four years after shocking purists with a sharp design and a somewhat brutal V-Tec in 2006, what does Honda have in store for its VFR 800? The answer is almost disconcerting: not much. At first glance, you have to be a dedicated collector to distinguish this new version from the previous one. A few cosmetic details, such as the clear lenses for the turn signals or a slightly tinted screen, and that’s it. You’d think the stylists spent a long weekend on the drawing board, not four years. In a market where competition is constantly evolving, this displayed conservatism raises questions, even irritates.

However, it would be unfair to stop at that observation. Because where others would have completely overhauled things to generate buzz, Honda chose to refine the essential: the engine. This famous 781 cm3 V4, developing 106 horsepower at 10,500 rpm and a torque of 78.5 Nm at 8,500 rpm, inherits a more refined setting for its V-Tec system. The switching point, where the 16 valves activate, now occurs at 6,600 rpm, 200 rpm earlier. The real progress lies in the transition, noticeably smoother and less jerky than before, without betraying the unique sound of this engine. Honda listened to the criticism and adjusted the mechanics accordingly, a welcome wrench adjustment even if we would have liked more ambition.

On the rest of the technical specifications, it’s business as usual, and that’s not necessarily a bad thing. The aluminum twin-spar frame, well-balanced suspension, and CBS braking system combining two 296 mm discs at the front form a remarkably coherent assembly. With its 249 kg fully fueled and a 22-liter tank, the VFR retains its sport-GT DNA, a comfortable and precise machine that devours long journeys with royal ease without shunning a few spirited curves. It doesn't seek a confrontation with an Aprilia RSV 1000 or a Suzuki GSX-R 750, which are more radical, but it offers a road compromise that few models can still offer with such finesse.

Ultimately, this 2006 update resembles a lukewarm refresh. At 12,490 euros, it is aimed at the demanding touring rider looking for a versatile, reliable machine with a unique mechanical character, more than at a passionate rider seeking extreme sensations. Honda has corrected the main defect of the previous generation, but it is regrettable that the manufacturer did not seize the opportunity to introduce a real breath of fresh air. The VFR remains an excellent motorcycle, perhaps even the best in its role as an accessible sport touring machine. But with too timid evolutions, it risks being left behind by a market that, itself, continues to accelerate.