1994 Honda Vfr 750
1994 HONDA VFR 750
RED STAR RISING
MISSING WITH SUCCESS IS TRICKY BUSINESS. Fixing something that ain't broke has obvious pitfalls. Then again, in an arena as competitive as motorcycle marketing. staying the same is a sure way to fall behind. This was the dilemma Honda faced with the tour-year-old VFR75OF.
Since its introduction in 1990, the VFR750 has been voted “Best 750 Streetbike” each and every year in Cycle World's annual “Ten Best Bikes” voting. During that time, the VFR has received only minor change—mainly paint and graphics—yet it has remained a class favorite due to its unequivocal charisma. “It is a happy compromise of all the things we like best in motorcycles-great looks, great motor and a chassis that invites spirited riding yet stays comfy all day,” we said of the VFR in last year’s Ten Best. And two years prior to that: “It’s a combination of elegant engineering, beautiful styling and finish, and rip-snortin’ performance all wrapped in a comfortable, user-friendly package that rides as smoothly as a touring bike, yet exhibits handling inherited from the RC30 ultra-sportbike.”
CYCLE WORLD TEST
Well, as good as the VFR750F was, it just got better.
With exception to the addition of a centerstand, every significant change made to the 1994 VFR has given it a more sporting look and feel. Good news. The other good news is that the updated VFR hasn’t forfeited any of the assets that made the old bike a favorite for everyday riding.
Revisions within the VFR’s dohc, 748cc, liquid-cooled VFour include reshaped ports and a switch to 34mm semi-flatslide carburetors-a slide style also used on the CBR900RR. Cam timing has been slightly altered and exhaust-valve lift has been reduced from 8.2mm to 7.9mm while intake lift remains at 8.2mm. The exhaust system is now a 4-2-1 configuration, with a snake-pit plumbing affair forming the new collector. The system weighs a claimed 5.5 pounds less than before and allows for a standard-equipment centerstand-something not possible in the past due to the previous VFR’s bulky collection chamber.
Strapping the new VFR onto a rear-wheel dyno reveals that the changes to its engine result in some weird science—a tiny fraction less horsepower and torque across the board, with a strange exception. There are three bumps-6250 to 6750 rpm, 8750 to 9750 rpm and 11,000 to 11,500 rpm-where the new VFR made up to 1.4 more horsepower, and a little more torque, than a ’93 VFR did.
Dyno charts are informative, but the VFR must be ridden in the real world to fully appreciate the quality of its power. In the lower two gears, the profile of the V-Four’s power curve is evident via a surge in acceleration as the tach needle sweeps through 7000 rpm. Once into taller gears, this step is masked and the powerband feels as seamless and wide as the Pacific Ocean.
Cold-engine starts were never a problem. After a minute of warmup with the bar-mounted choke lever twisted on, we were free to ride away without so much as a hiccup. Throttle response is instantaneous at any rpm. Drive lash is minimal, and shifting through the VFR’s six-speed gearbox is a smooth and quiet process. The shift-drum detents are more pronounced for ’94 to provide a more positive shifting action, and the engagement dogs on the top two gears have been revised for the same reason.
The VFR’s chassis also received a good deal of attention. Dry weight has been reduced by 20 pounds, which translates into improved performance in acceleration, braking, steering and handling. The twin-beam aluminum frame remains essentially the same as it’s been since 1990, but simpler and lighter swingarm-pivot plates do away with the integrated vents found on the previous-generation VFR. The vents are now integrated into the tailsection and are higher and farther to the rear. Heat radiating from both rear-cylinder exhaust headers no longer cooks the rider’s right leg on hot days as was the case with previous VFRs. The swingarm pivot has been moved a quarter-inch to the rear and the swingarm itself is wider at the pivot point for increased torsional rigidity.
Lighter tires and wheels have reduced unsprung weight. The rear wheel has three fewer spokes than before and in contrast to current trends, is now narrower, measuring 5.0 inches compared to last year’s 5.5-inch wheel. Tire sizes are unchanged, but use a lighter-weight construction and a softer rubber compound for increased grip. Front wheel width remains at 3.5 inches, but it’s an entirely new piece. The hub is now of conventional design to facilitate the use of 11.7-inch stainless-steel brake rotors on lightweight aluminum carriers. The front-brake system uses the same twinpiston, single-action Nissin calipers as in previous years to provide strong and progressive performance with good solid feel through an adjustable lever. An identical caliper is used at the rear and delivers decent feel.
Suspension rates have been altered at both ends, with the 41mm cartridge fork receiving heavier springs and increased rebound damping. The rear damper now has a lighter spring and increased compression damping, working in conjunction with a revised rising-rate suspension linkage that’s a little softer initially but firmer at the bottom of its travel than in the past.
The net sum of the combined chassis revisions and weight reduction yields the ’94 VFR’s most dramatic improvement: Steering is lighter and more neutral, and overall chassis control has been stepped up.
Although we never thought the old VFR steered like a truck, it did require more effort at the bars than most bikes in its class. And at shallow to medium lean angles, a slight but constant amount of countersteer input was necessary to hold the bike’s line in a turn.
Putting the ’94 VFR into a lowto medium-speed comer is effortless. Its willingness to bend into turns or accommodate mid-corner line changes surpasses even a few fullblown repli-racers. Steering remains very neutral at any lean angle. The new VFR is much easier to pitch hard into turns, and when you do; the revised linkage doesn’t allow the rear to squat as much as on previous editions of the bike, thus delivering a more controlled feel. Fortunately, the old VFR’s rock-steady stability over a broad range of speed and road conditions has been passed on to its lighter, more agile successor. And even with the addition of the centerstand, cornering clearance remains plentiful for all but the most assertive or heavyweight street riders.
In the past, perhaps the VFR’s most valuable asset was its ergonomics, which were extremely good for a bike of such sporting caliber. Fear that the new, racier-styled VFR may have traded away some of this comfort was a concern. In truth, given a blind taste test on a stretch of freeway, it would be difficult to distinguish the new bike from its predecessor based on the quality of the ride and overall comfort. The riding position remains about halfway between full-crouch repli-racer and full-upright standard bike, and engine vibration is fairly subtle at revs below 7000 rpm. The seat has received a major restyling to keep in line with the bike’s new looks and provides improved long-range comfort courtesy of a flatter, wider profile. While the rider is placed in a slightly more forward-lean riding position, it wasn’t enough of a change to raise a complaint from any test rider.
However, the VFR750F’s new bodywork design drew mixed reviews around the CW office. Everyone agreed that the faired-in rear turnsignals were a nice touch, but the NACA-style ducts on the fairing were a bit much for some. Overall, the body has softer edges to its curves than before, and the quality of fit and finish meets the same high standard found on VFRs of years past.
At $8199 the VFR isn’t exactly cheap, but neither is it out of line with other top-shelf 750 sportbikes. Kawasaki’s ZX7 and Suzuki’s GSX-R750 both sell for $100 less than the VFR, each quite capable of outsprinting the Flonda in a race to the chiropractor’s office. Then there’s Honda’s own CBR1000F, which also comes in 100 bucks under the VFR. It’s a fine Open-class sport-touring mount, but no match for the VFR in the twisties.
Perhaps our own words describing 1990’s Best 750 Streetbike sum things up best. “The VFR isn’t the fastest in its displacement category, and it won’t set the quickest lap times around the nearest race course. What it will do, with its balance, poise and deftness, is give its rider the best allaround motorcycle in the business.”
That was true of the VFR750F four years ago, and it appears as though the same will hold true in 1994. □
EDITORS' NOTES
THERE WAS NEVER A DOUBT THAT THE 1994 VFR750F would be a superb bike-given its heritage, it had one heck of a start in life. But how much better would it be than its memorable predecessor? After all, the 1993 VFR750F was quite a piece of mechanical poetry. In fact, over the past three years that I’ve been with Cycle World, picking the year’s Best 750cc Streetbike during our annual Ten Best Bikes meeting has been the one category where the editors all seemed to agree and no one lost any teeth. The VFR was a unanimous pick. Would it be possible for Honda to improve upon one of the best motorcycles going?
Well, there’s nothing like a good ol’ back-to-back, newvs.-old comparison ride to set things straight. Honda was so confident about the ’94 bike’s capabilities that it provided a freshly prepped 1993 model for comparison purposes.
And the outcome? Let’s just say I’ve completely forgotten about last year’s VFR. -Don Canet, Road Test Editor
THANK GOODNESS HONDA FINALLY came to its senses. After two years of painting its VFR750 a glorious shade of red, some unenlightened type decided black, then white, would be the colors of choice. Sure, those versions were still wonderful bikes, but they lacked a certain visual flair. For 1994, red is back, and not a second too soon.
Choice of pigments aside, the ‘94 VFR750F is a significant improvement over previous versions. It’s not a racebike, nor was it intended to be, but in the hands of a competent rider, it will flat embarrass all but the sharpest race-replica pilot. The recalibrated suspension is wonderfully compliant, perfect for the daily commute and negotiating your favorite backroad. And in terms of comfort, the VFR has sensible-yet-sporting ergonomics. I also like the new bike’s rounder lines and NR750 touches, although I could do without the grillwork and NACA ducts.
Simply put, the VFR750F is the best all-around streetbike on the market. My advice? Buy one before Honda changes
-Matthew Miles, Managing Editor
You ALREADY KNOW HOW MUCH OF A favorite Honda’s VFR750 is around the CW offices. What you don’t know is that three of our crew have actually dented bank accounts to have one of their very own. Editorial Director Paul Dean is the proud owner of a 1991 model; Assistant Art Director Rich Baker owned one until it was reluctantly sold recently to cover marriage costs (a good trade, all things considered); and new Feature Editor Brenda Buttner owns a black ’92 model with 10,000 sport-touring miles on the clock.
The new bike is an even better performer, but despite their all-around competence, VFR750Fs have never been runaway sales stars here in the U.S. Maybe European riders know something we don’t: It turns out they buy about 10 times the amount of VFRs that we do. Hey, what can I say, we’re doing our part here at Cycle World.
-David Edwards, Editor-in-Chief
the color.
HONDA
VFR750
$8199
