Honda Vfr750f
HONDA VFR750F
CYCLE WORLD TEST
Very red, very expensive and very, very good
IF YOU AREN'T READY TO FALL HEAD-OVER-HANDLEBARS in love, don't read this test. Don’t gaze at the pictures, either, or study the specifications. Otherwise, you’re liable to be mesmerized by the hypnotic spell that the 1990 VFR750F seems able to cast over virtually everyone. If that happens, you could end up hocking the family heirlooms just to get your hands on one.
Yes, the VFR is indeed that good, that exciting. It's not perfect, mind you. But its all-around performance is spectacular. its technological credentials are impeccable and its looks are exciting enough to stir a pulse in a dead man. Overall, it is one of the most-alluring motorcycles to come out of Japan in some time.
It took no ground-breaking engineering to accomplish this feat, only an intelligent, thoughtful mix of old and new. Honda started with the basic concept and market direction of the original VFR700/750 (a model that has been in production since 1986 but was missing from the company’s U.S. lineup in '88 and 89). blended in a bit of technology from the RC30 repli-racer. then topped off the results with the reddest bodywork this side of Ducati-Iand. At first glance, in fact, the VFR and Ducati’s new' Superbike 85 \ street machine look more like close siblings than two machines designed on opposite sides of the planet.
With this VFR and the phenomenal RC30, American Honda has decided to end its two-year absence from the 750 sport class with a bang. But the VFR’s mission is tar broader than anything the narrow-focus RC30 could possibly attain. This fire-engine-red Honda takes aim at the same territory staked out by Suzuki’s 750 Katana, offering performance that is decidedly sporty, but not so much so that all-around versatility is seriously compromised. We found the Honda a highly competent unraveler of twisty backroads. but also a thoroughly enjoyable mount for everyday transportation or weekend fun rides. And in almost every significant way, it ranks as one of the finest sporttouring machines on the market.
Much of what gives the VFR its broad-band abilities is its 90-degree. V-Four engine. That 748cc powerplant still is very similar to the original VFR engine, but with some later-generation refinements borrowed from the RC 30, such as straighter intake ports, and bucket tappets in place of rocker arms. The VFR’s 32-degree included valve angle, however, is 6 degrees narrower than the RC'30's, and its combustion chambers have a different shape—both of which are claimed to be even-more-recent developments of Honda’s V-Four's cylinder-head technology than the RC30’s design.
Other differences between old and new VFRs include bigger valves, larger carbs and a 4-into-1 exhaust. The new engine still uses an efficient gear-type cam drive, and retains its 180-degree crankshaft instead of the 360-degree crank found in every other Honda V-Four. including the RC30 and new STI 100. This crank layout delivers a more visceral, charismatic exhaust note than the flat drone produced by a 360-degree crank, and. according to Honda, it also works with the new VFR's less-radical cam timing to bolster the mid-range power.
And mid-range is something the VFR has in spades. Its torque output is so strong and consistent that the actual powerband is almost impossible to detect. From just above idle to about 10,500 rpm, the engine pulls hard, with no discernible blips or dips in power along the way. The steam signs off noticeably above 10.500 rpm. though, from which point the engine makes more noise than power as it struggles for its lt,500-rpm redline. Honda must have pegged the redline at eleven-five simply to enhance the bike’s showroom appeal, because it certainly isn t there based on power output.
Actually, Honda’s engineers openly admit that their goal was to imbue the VFR with more real-world (read mid-range) power, even if that meant losing a couple of peak horsepower in the bargain. And our VFR's performance numbers confirm that admission. The bike’s 1 1.4second quarter-mile time is only two-tenths of a second quicker than the 1986 750’s, and its 148-mph top speed is 2 mph slower. But the 40-to-60-mph roll-on acceleration now is nearly 10 percent better, while the 60-to-80 time is a whopping 30-percent quicker. And just in case you didn't already know, the older VFR was no slouch in the roll-on department.
These characteristics make the VFR easy to ride fast, especially on twisty roads, because it doesn't need to be revved to the moon to produce warp-speed acceleration. The hot tip is to shift at some point at or below' 10.500 rpm and utilize the fat mid-range and ultra-wide powerband— rather than rely on sheer rpm, which is the go-fast requirement of so many inline-Fours. including the Katana 750— to launch you to the next corner. And the fairly close staging of the six-speed gearbox’s ratios means it’s virtually impossible to stray very far from useful power. The actual gearchanging action, however, is not quite as smoothes on the slick-shifting RC30.
Neither is the VFR a match for the RC30 when it comes to backroad handling, but it’s still a wonderful cornercarver in its own right. Thanks to fairly wide handlebars and a relatively upright seating position, it flicks into a corner with surprising ease and precision for a 5 l 5-pound machine (41 pounds heavier, unfortunately, than its predecessor), though it does require a bit more muscle than the 750 Katana. But once heeled over, the VFR has light, accurate, neutral steering that gives good feedback
and allows mid-turn line changes without histrionics. The 1 7-inch Bridgestone radiais stick well at both ends, further contributing to the firmly planted feel the VFR maintains when cornering at sport-riding speeds.
Only when the degree of cornering aggression approaches racetrack levels does the VFR’s handling begin to lose its composure. That’s due in part to the absence of any suspension adjustability whatsoever other than for rear-shock spring preload. The 41mm, cartridge-style front fork and single rear shock are excellent for all-around riding and fairly hard corner-charging; but to cope with serious scratching in the ten-tenths' range, the VFR needs stiffer springing at both ends and more rebound damping in the rear. So when pushed really hard, the bike starts to move around enough to be a bit disconcerting.
In all fairness, though, those handling limitations are not drawbacks when you consider the VFR’s intended assignment as an all-around sport machine rather than an RC30-chaser. It’s just that when you take stock of all the equipment on this bike that appears so race-oriented in nature—the five-sided aluminum-beam perimeter frame, the RC30-style “Pro-Arm” single-sided, cast-aluminum swingarm, the sleek lines of the full fairing—you can’t help but think you're in the presence of another repli-racer. But you’re not. And when judged by any handling standards besides those that apply to the likes of RC30s, FZRs and GSX-Rs, the VFR750F is a marvelous cornering weapon.
It's also far more comfortable than those hard-core sportbikes. Its ergonomics are even more spacious than the roomy 750 Katana's, with a riding position that falls about halfway between full-crouch repli-racer and full-upright standard bike. The handlebars require only a slight forward crouch, and the footpegs don’t force knee joints to bend at radical angles. The seat, however, is too narrow and has too much of a forward slope to be comfortable for more than an hour or so. But at least the suspension does an admirable job of cushioning the impact of about 90 percent of the pavement irregularities the VFR passes over. Only abrupt, sharp-edged bumps successfully overpower the rear suspension and deliver a lot of their harshness to the rider.
Nevertheless, the VFR still provides high overall levels of comfort. The amount of engine vibration felt by the rider varies between very little and none at all, depending upon the rpm. The full fairing offers better wind protection than either the Katana 750’s or the old VFR750’s, and the windscreen is high enough to tuck behind, yet low enough to be out of the line of sight when the rider assumes a normal riding position. Sufficient wind blast reaches the rider’s chest to help support some of his torso weight at speed, but it does so without causing a disturbing amount of turbulence around his head.
The fairing also exudes a high level of quality, as does almost everything else on the VFR. The fit and finish of the many body panels is exceptional, and the craftsmanship evident in all of the bike’s hardware is top-notch. When you combine all of that with the tactile precision evident in the smooth operation of the VFR’s controls, you’ve got a bike with a feel of exceptional quality and careful refinement.
But that excellence doesn’t come cheaply. The VFR carries the staggering price of $6998-over $1000 more than Suzuki is asking for its 750 Katana, the VFR’s mostdirect competitor. And while the VFR clearly is better than the Katana, in our opinion it’s not $ 1000 better.
So, after all is said and done, price by far is the mostnegative aspect of this outstanding and highly appealing motorcycle. After all, $6998 puts you in same neighborhood with some pretty impressive Open-class machinery. Another $600, in fact, will buy you a Kawasaki ZX-1 1, which, despite its record-shattering quarter-mile and topspeed capabilities, is a fabulous all-around bike, too.
The question, therefore, is not whether many people will want to own Honda’s newest VFR750F; rather, the question is whether many people will be able to justify' paying seven grand for one, even if it is the best all-around 750 on the market.
If many people answer that last question with a “yes,” there’s likely to be some real bargains in silver serving trays and diamond brooches at the pawn shop real soon. Si
EDITORS'NOTES
I THINK HONDA S NEW VFR750 is ONE of the best-looking motorcycles ever built. Its beautifully sculptured, superbly finished body, its aluminum frame and single-sided swingarm give me the urge to sign on the dotted line.
t$ut the Vt~K 1)0 can t De truiy ap preciated until it is ridden. Its power ful V-Four engine is docile and cornpliant in town at lower engine speeds, but a short twist of the throttle instantly transforms the 100-horsepower engine into its attack mode. Power climbs rapidly and progressively as the tachometer needle blurs its way toward redline, and the VFR squirts forward at a rate of speed that’s normally reserved for lOOOcc streetbikes.
This is a comfortable bike, too. Although the seat could be better, the handlebar height is moderate and the suspension works well. Yeah, I like the VFR750.
—Ron Griewe, Senior Editor
WAVE A RED MOTORCYCLE IN FRONT OF me, and I lose all discretion. I want it, I need it, I’ve got to have it. That’s even before I ride it. It’s enough that it is red. But boy, when I rode the VFR, I came as close as I ever have to stealing a motorcycle and riding for as long as the company credit card consented to buy gas, food and a place to sleep at the end of each day.
For some stupid reason, I didn’t run; instead, I rode back to the office. Stupid, because now the other editors are riding the VFR, and I can’t get it back. This bike has an engine that feels as great as it sounds, and it sounds better than any motorcycle engine I have ever heard, except for a certain V-Max we once had around here that thought it was an NHRA Funny Car.
I think this is the practically perfect motorcycle. It’s comfortable and performs better than I do. And did I mention that it’s red? Not that that would bias my opinion or anything. —Camron E. Bussard, Executive Editor
THERE ARE FEW CERTAINTIES IN LIFE. Death, taxes and the fact that Sean Connery made the best James Bond just about covers it. Well, to that list, I’d like to add that as far as I’m concerned, Honda’s new VFR is the finest 750cc motorcycle ever made, and just may be the best all-around bike on the market today.
With its blood-red bodywork, charismatic engine and beautiful, high-tech frame, the VFR certainly is an outstanding motorcycle. Unfortunately, its $7000 price also stands out. Like a sore thumb. For that kind of bounty, the bike ought to come with adjustable suspension. I’d also expect some of the money to have been spent in weight savings. Instead, the 750 is the porkiest middleweight sportbike by some 27 pounds. And the VFR owner shouldn’t be assaulted by crude pieces like the ends of the rear subframe, which are simply stamped flat like cheap lawn furniture where they bolt to the main frame.
The best 750 ever? Certainly. At $7000, will it sell? That, I’m not so sure of. —David Edwards, Editor
HONDA VFR750F
SPECIFICATIONS
$6998
