The Honda VFR800 V-Tec steers a little slower than some rivals, like the Sprint ST, or ST4S, and offers a plusher ride than average. But the slightly soft suspension doesn't dive at the front too much under braking, as the CBS system puts some braking force to the rear disc to balance things up a bit. In a word, the Honda VFR800 V-Tecs handling is neutral.
A wonderfully even spread of power is the hallmark of the VFR and the Honda VFR800 V-Tec doesn't disappoint, making a claimed 107bhp at 10K. Along the way you might notice the V-Tec gizmo making a little step up around 7000 revs, but it's hardly a Kawasaki ZX-10R style lunge for the horizon. Like VFRs of old, the Honda VFR800 V-Tec motor simply gets on with the job, but is deceptively quick while it does it.
Anyone who has owned a gear driven cam VFR will wonder why Honda went back to camchains on this V-4 cylinder engined Honda VFR800 V-Tec. Sadly, they're in danger of being able to say `told you so' to owners who have had the Honda VFR800 V-Tec recalled for camchain associated work under warranty. Apart from that, the Honda VFR800 V-Tec looks built to last 100,000 miles, but does need some expensive servicing along the way.
Available new in ABS and non-ABS braked versions, the Honda VFR800 V-Tec is a bike that impresses you from the moment you see it `in the metal.' It oozes class and sharp-edged purpose from every fairing panel. Honda VFR800 V-Tec resale values are pretty good too. Find a Honda VFR800 V-Tec for sale.
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There's a big problem with going touring on the Honda VFR800 V-Tec - there's no luggage space whatsoever. It costs about a grand extra to buy the hard luggage set from Honda, then add on more cash for heated grips, perhaps a replacement screen too as the stock screen is a bit low. On the upside, the Honda VFR800 V-Tec has a 22 litre gas tank, comfy saddle, a grabrail and a centrestand.