1996 AND 2002 Honda VFR

Having owned a 96 vfr750 for six years, I recently tested the new VTEC-equipped VFR800 and frankly it was a revelation: the VTEC is both more sporty AND more stable at cruising speeds. The vfr750 is no slouch in the engine department, but the handling is certainly on the soft side. The new VTEC engine is much more enthusiastic at the top end, and the handling of the Honda's flagship Sports-Tourer has been subtly but significantly improved.

The most notable difference is the engine. I hadn't ridden the intervening 800cc model but I gather it's pretty much more of the same. The stock 750 engine demonstrates the

inherent versatility of the V4 configuration: it has torque (the V) but also a healthy top-end courtesy of four relatively small cylinders spinning freely. Adding an aftermarket end-can also liberates a most welcome fruity bark from the engine. In my case, the

aussie-made StaInTune hi-level stainless steel can has been worth every (not in-considerable) penny in that it looks the dog's boll*cks and sounds mighty fine. Remove the small-bore baffle from the end-pipe and it sounds like a V8 Chevy. Living in a built-up area I rarely bother, but it's nice to have the option...

Jumping on the VTEC, you get a similar torque-laden laziness around town - all very relaxed, with a muted thrummy burble from the rather strikingly-arranged silencers. Heading out of London on the M1 I was quickly up to 110mph: the riding position comfortable; excellent wind protection from the new, noticeably broader screen.

What was most obvious was that the new bike clearly wanted to go faster... at 110mph the 750 would still accelerate but it felt like dragging a Great Dane on the end of a lead – it COULD go quicker but it was not exactly keen. The new VTEC engine is just getting into it's stride at 7 thou' and from 8,000 it's as eager as a commission-only used-car salesman. Hold the throttle open hard and there's a relentless surge as the VFR reels in road up to the next bend. The firmer ride shows up all the undulations in the tarmac. Maybe I'm going too quick - grab some brakes (the balance of Honda's combined braking system has been changed to give a more front-end bias) and the abs-assisted stoppers

shed speed without any fuss. Clearly much sharper than the 750.

Time to turn-in. Not to sleep, as you could be excused from associating with the earlier versions of the VFR, but to muscle this 213kgs of metal through the corner. My first

impression is that it feels reluctant to turn - slower than the 750. In keeping with the improved high-speed stability, perhaps you would expect it to be so?

However, the next few corners reveal that the handling really has been improved. I find that if I consciously keep my bodyweight forward, over the bars, then the turn-in is relatively sharp and precise: this is no lightweight 600 but select a line and apply the necessary effort and it tracks cleanly through the bend, with that eager engine ready to blitzkrieg it's way out and off to tackle the next challenge.

Subtle changes to the riding position have really made a difference. Moving between cruising mode and 'caning it' comes so naturally that you don't even think about it - you see a nice stretch of tarmac, your sap rises, and the VFR is ready and up for it. With the 750, you pretty much sit back in the seat, weight on your arse: upright. When you are feeling enthusiastic you get the pegs under the balls (of your feet) and lean over the tank trying to drag yourself over the bars ready to get more involved in that exciting thing called 'cornering'. The soft standard set-up of the 750 doesn't help and you soon

decide to up preload front and back and maybe drop the forks through the yokes if you really want it to turn.

Whilst the VTEC doesn't turn much quicker as standard, the riding position leans you forward ever-so-slightly: not so your wrists are knackered after 20 minutes in traffic, but enough to ease the transition from open road to grin-city. The relationship between seat,

bars and tank helps here; the seat is higher, whilst the tank obstructs less. Leaning forward comes easily and naturally. The suspension is firmer and more planted all round. Coupled with this ease of use, the new bike feels genuinely more sporty.

Honda has at last given the VFR an exhaust that you don't immediately want

to replace - not only does it look good, the rorty, revvy noise now matches the VTEC's road manners perfectly: it burbles gently around town, but nail it on the open road and the rising raspy exhaust note eggs you on - holding ratios much longer than you would on the 750.

I've loved owning the vfr750, but was considering a cbr600 - I wanted a

more involving, sporty ride. Now I've tried both and there's only one winner for me. Sure the CBR6 turns quicker - because it's tiny - not much bigger than my old RVF400. But the VFR 800 VTEC has a monster engine, will reward enthusiastic riding and can be ridden all day, every day. I've got to have one.