vifferman
20th January 2005, 12:41
I figured I'd probably had the VifFerraRi long enough now to post a review, so here's a review for those of you (almost all KBers, I'd say) who've never had the opportunity to ride one.
As many of you know, I had no real intention of buying this bike - it was the result of a recent window-shopping expedition with the alien imposter the PodPeople replaced my wife with at the beginning of last year.:2thumbsup We were looking for a new helmet, but were smitten by the VifFerraRi's lustrous blue paintwork, its shiny Staintune high-mount zorst, and the way we instantly felt at home on it when test-riding it.
Major Model Revisions
The VFR800 is the fifth generation of VFRs, and was released in late 1997, as the 1998 model. As you may know, Honda generally works on a four-year major revision cycle for its significant models, with minor revisions more frequently. The major revisions for the 800 model included the following:
Engine cases as a structural member of the frame, with the single-sided swingarm pivoting directly off extensions to the rear of the cases (same for VTR1000).
Side-mounted 'pannier' radiators, to shorten engine length to enable a shorter wheelbase and quicker steering response.
EFI replacing carburettors.
Dual Combined Linked Braking System, where the brake pedal operates two pistons in the rear caliper, and one in the front, and the brake lever operates one piston in the back caliper and two in each front caliper.:confused:
Cam drive moved to right of camshafts (previously centred).
Engine capacity increased to 781 cc, by increasing bore by 2mm and decreasing stroke by 0.6 mm.
Compression ratio increased from 11.0:1 to 11.6:1.
Completely new frame and bodywork.
New 5-spoke rear wheel, wider to allow fitment of 17x180 tyre.
Digital panel in dash for fuel gauge, temperature, odometer, trip meters.
Overall weight decreased (despite all the extra gizmos) by 5 kg.
Front fork rake increased by half a degree.
Alternator output increased from 370W to 470W.
Minor Model Revisions
The 2001 model has some minor revisions from the earlier model, such as different mirrors, a new EFI system, catalytic convertor fitted, and (I think) a slightly revised DCBS system.
What'll It Do, Mister?
The first VFRs cleaned up in sportbike racing, particularly in the USA. The 800 (the RC46) was touted as oweing a lot to the RC45 racer, and while being the most powerful of the VFRs, it is not the sportbike the first VFR was, and is heavier and less grunty than most 750s. However, unlike its forebears, it is intended more as a Sport-Tourer and all-rounder than a race-replica, and has many times come top in sport-tourer comparison tests. That is not to say it's a luxobarge or slouch, though, as it can achieve a 0-100km/h time of 2.8 seconds, 0-160 in 6.7, and has a top speed of around 240 km/h. (No, I haven't been that fast, although I had one up to an indicated 225 at Pukekohe a few years ago).
The DCBS brakes require 60cm more distance than the previous model to haul the bike to a stop from 100 km/h, maybe because of the extra plumbing, valves and associated hardware. However, they are sufficiently powerful, have good feel, and it's really neat being able to stomp on the rear brake and get real stopping power.
On The Road Again
It's a bit hard to state in absolute terms what the VFR's like to ride. It's faster than the VFR750, with quicker handling and a better overall feel. It's easier to ride than the VTR1000, smoother, with a flatter torque curve, more of a top-end rush, but much less grunt below 5K rpm. It also sounds a lot busier, so the nett result is I end up going slower. Wheelies come less readily, as despite the power being the same and the weight being only slightly more than the VTR, it carries it further forward. Overall, it's less fun, but much more relaxing and comfortable, as the seat's bigger, my knees are less bent, and the reach to the 'bars is easier.
Getting It On
When the throttle is whacked open at over 5K rpm, and it's on the pace, the intakes (two) make a lovely howl, which when combined with camgear whine, and the spudless Staintune, is very spine-tingling. It will wheelie off the throttle, especially over bumps or hammering it out of corners. With the vifferbabe on the back, it's sometimes hard to keep it down. :whistle:
Sitting Comfortably?
A comment a lot of people make when first riding a VFR is that "everything is positioned just right", as it has very good ergonomics: not too upright, not too sporty. Having said that, some Olde Phart owners (older and more farty than me) complain about the ride position and fit higher bars. As soon as I sat on the VifFerraRi I decided the ride position was nearly perfect for me, and gave the GenMar risers I had fitted on the VTR to another (older, fartier) VFR800 owner. However, while the VFR has adjustable span levers, I do miss not having an incrementally adjustable gear lever like on the VTR and my old VF500.:disapint:
The fairing offers more weaher protection than the VTR, but I found the airflow over the screen is a wee bit more turbulent around the helmet, due to the screen being higher and wider. The airsteam is directed at the upper chest / shoulders, whereas on the VTR it was mid-chest. A small 'vent' below the front of the screen reduces turbulence behind the screen.
The seat is firm and OK for moderate-length trips, unlike my decrepit frame.
A little vibration comes through the left footpeg at around 4-5K rpm, but otherwise the bike is very smooth (smoother than my VFR750 was), unless you accelerate from below 3K, when it pulses in a v-twin fashion.
Feeling Thirsty?
The EFI system operates in three modes, one of which is an extremely lean-burn mode, or "closed loop". While this gives outstanding fuel economy when cruising, there is a rather annoying lag when it switches from this to the one it uses when accelerating hard. I've learned to ride around this, and it doesn't piss me off as much as it used to, especially when I can now get almost twice the fuel mileage the VTR gave. :niceone: It's also nice to know that the bike will meet future emissions testing. It'll probably pass noise tests too, as the Staintune is very quiet with the 'spud' in (but rather raspy and demonic with it out!)
Suspenders (and no bra)
The suspension is OK, but as it has only preload on the front and preload and rebound damping adjustment on the rear shock, I miss the adjustability of the VTR, which also had rebound adjustment on the front forks. If we keep the VifFerraRi long(ish) term, some upgraded suspension will definitely be on the list of mods to do.
Tahrs
It's got Bridgestone BT020's fitted front and back, which are very good, but I'd rather have a BT012 on the front, as the BT020F's tread blocks now have raised edges which buzz horribly when cranked over.
Other Stuff
The engine gets a bit hot around town; probably no hotter than previous bikes, but having the temperature display (ambient or coolant temp) set to coolant means I'm more aware of it. The fan sucks air through in the reverse direction to normal airflow, so as to not suck heated air off the engine/front header. However, this means that when commuting, it's fighting with the normal cooling. :blink:
Haven't tested the lights yet, but the grip heaters are absolutely wonderful. :love2: I'm sure that despite thinking they were unnecessary in D'Auckland, I'll really enjoy them in Winter, as I like to ride with summer gloves all year round, which makes my fingers a bit cold from the levers chilling off on cold days.
The horn sux - pathetic little beep.
Love that single-sided swingarm - very easy chain adjustment, but you pay for it with extra unsprung weight which makes the rear end thump a little bit over bumps and ripples.
I can see stuff in the mirrors, for the first time in many years. :2thumbsup
The standard airfilter (brand new when I bought the bike) is going to be replaced with a Uni, as I've got all the stuff to service Unifilters, it's cheaper, and gives better airflow.
Servicing is going to be harder than any other bike I've ever owned, as just getting the gorgeous blue tupperware off is a bit of a mission, and this has to be done to top up the coolant, change the oil, admire the engine, etc. Maybe that's a GoodThing - I know the vifferbabe thinks so, as I won't be so inclined to fiddle, and she's rather I paid someone else to do it (so I've more time to do other things...)
I don't plan on doing anything else to the bike apart from what I've mentioned, and I could easily do nothing to it apart from routine maintenance and be perfectly happy for years to come.:yes: Given the famous reliability and longevity of VFRs (apart from R/Rs - and this has got the new, improved model), we could well have this for many happy, adventurous miles yet.
However, the next VFR revision is due at the end of the year, so if it's not a VTEC, I could be interested....
As many of you know, I had no real intention of buying this bike - it was the result of a recent window-shopping expedition with the alien imposter the PodPeople replaced my wife with at the beginning of last year.:2thumbsup We were looking for a new helmet, but were smitten by the VifFerraRi's lustrous blue paintwork, its shiny Staintune high-mount zorst, and the way we instantly felt at home on it when test-riding it.
Major Model Revisions
The VFR800 is the fifth generation of VFRs, and was released in late 1997, as the 1998 model. As you may know, Honda generally works on a four-year major revision cycle for its significant models, with minor revisions more frequently. The major revisions for the 800 model included the following:
Engine cases as a structural member of the frame, with the single-sided swingarm pivoting directly off extensions to the rear of the cases (same for VTR1000).
Side-mounted 'pannier' radiators, to shorten engine length to enable a shorter wheelbase and quicker steering response.
EFI replacing carburettors.
Dual Combined Linked Braking System, where the brake pedal operates two pistons in the rear caliper, and one in the front, and the brake lever operates one piston in the back caliper and two in each front caliper.:confused:
Cam drive moved to right of camshafts (previously centred).
Engine capacity increased to 781 cc, by increasing bore by 2mm and decreasing stroke by 0.6 mm.
Compression ratio increased from 11.0:1 to 11.6:1.
Completely new frame and bodywork.
New 5-spoke rear wheel, wider to allow fitment of 17x180 tyre.
Digital panel in dash for fuel gauge, temperature, odometer, trip meters.
Overall weight decreased (despite all the extra gizmos) by 5 kg.
Front fork rake increased by half a degree.
Alternator output increased from 370W to 470W.
Minor Model Revisions
The 2001 model has some minor revisions from the earlier model, such as different mirrors, a new EFI system, catalytic convertor fitted, and (I think) a slightly revised DCBS system.
What'll It Do, Mister?
The first VFRs cleaned up in sportbike racing, particularly in the USA. The 800 (the RC46) was touted as oweing a lot to the RC45 racer, and while being the most powerful of the VFRs, it is not the sportbike the first VFR was, and is heavier and less grunty than most 750s. However, unlike its forebears, it is intended more as a Sport-Tourer and all-rounder than a race-replica, and has many times come top in sport-tourer comparison tests. That is not to say it's a luxobarge or slouch, though, as it can achieve a 0-100km/h time of 2.8 seconds, 0-160 in 6.7, and has a top speed of around 240 km/h. (No, I haven't been that fast, although I had one up to an indicated 225 at Pukekohe a few years ago).
The DCBS brakes require 60cm more distance than the previous model to haul the bike to a stop from 100 km/h, maybe because of the extra plumbing, valves and associated hardware. However, they are sufficiently powerful, have good feel, and it's really neat being able to stomp on the rear brake and get real stopping power.
On The Road Again
It's a bit hard to state in absolute terms what the VFR's like to ride. It's faster than the VFR750, with quicker handling and a better overall feel. It's easier to ride than the VTR1000, smoother, with a flatter torque curve, more of a top-end rush, but much less grunt below 5K rpm. It also sounds a lot busier, so the nett result is I end up going slower. Wheelies come less readily, as despite the power being the same and the weight being only slightly more than the VTR, it carries it further forward. Overall, it's less fun, but much more relaxing and comfortable, as the seat's bigger, my knees are less bent, and the reach to the 'bars is easier.
Getting It On
When the throttle is whacked open at over 5K rpm, and it's on the pace, the intakes (two) make a lovely howl, which when combined with camgear whine, and the spudless Staintune, is very spine-tingling. It will wheelie off the throttle, especially over bumps or hammering it out of corners. With the vifferbabe on the back, it's sometimes hard to keep it down. :whistle:
Sitting Comfortably?
A comment a lot of people make when first riding a VFR is that "everything is positioned just right", as it has very good ergonomics: not too upright, not too sporty. Having said that, some Olde Phart owners (older and more farty than me) complain about the ride position and fit higher bars. As soon as I sat on the VifFerraRi I decided the ride position was nearly perfect for me, and gave the GenMar risers I had fitted on the VTR to another (older, fartier) VFR800 owner. However, while the VFR has adjustable span levers, I do miss not having an incrementally adjustable gear lever like on the VTR and my old VF500.:disapint:
The fairing offers more weaher protection than the VTR, but I found the airflow over the screen is a wee bit more turbulent around the helmet, due to the screen being higher and wider. The airsteam is directed at the upper chest / shoulders, whereas on the VTR it was mid-chest. A small 'vent' below the front of the screen reduces turbulence behind the screen.
The seat is firm and OK for moderate-length trips, unlike my decrepit frame.
A little vibration comes through the left footpeg at around 4-5K rpm, but otherwise the bike is very smooth (smoother than my VFR750 was), unless you accelerate from below 3K, when it pulses in a v-twin fashion.
Feeling Thirsty?
The EFI system operates in three modes, one of which is an extremely lean-burn mode, or "closed loop". While this gives outstanding fuel economy when cruising, there is a rather annoying lag when it switches from this to the one it uses when accelerating hard. I've learned to ride around this, and it doesn't piss me off as much as it used to, especially when I can now get almost twice the fuel mileage the VTR gave. :niceone: It's also nice to know that the bike will meet future emissions testing. It'll probably pass noise tests too, as the Staintune is very quiet with the 'spud' in (but rather raspy and demonic with it out!)
Suspenders (and no bra)
The suspension is OK, but as it has only preload on the front and preload and rebound damping adjustment on the rear shock, I miss the adjustability of the VTR, which also had rebound adjustment on the front forks. If we keep the VifFerraRi long(ish) term, some upgraded suspension will definitely be on the list of mods to do.
Tahrs
It's got Bridgestone BT020's fitted front and back, which are very good, but I'd rather have a BT012 on the front, as the BT020F's tread blocks now have raised edges which buzz horribly when cranked over.
Other Stuff
The engine gets a bit hot around town; probably no hotter than previous bikes, but having the temperature display (ambient or coolant temp) set to coolant means I'm more aware of it. The fan sucks air through in the reverse direction to normal airflow, so as to not suck heated air off the engine/front header. However, this means that when commuting, it's fighting with the normal cooling. :blink:
Haven't tested the lights yet, but the grip heaters are absolutely wonderful. :love2: I'm sure that despite thinking they were unnecessary in D'Auckland, I'll really enjoy them in Winter, as I like to ride with summer gloves all year round, which makes my fingers a bit cold from the levers chilling off on cold days.
The horn sux - pathetic little beep.
Love that single-sided swingarm - very easy chain adjustment, but you pay for it with extra unsprung weight which makes the rear end thump a little bit over bumps and ripples.
I can see stuff in the mirrors, for the first time in many years. :2thumbsup
The standard airfilter (brand new when I bought the bike) is going to be replaced with a Uni, as I've got all the stuff to service Unifilters, it's cheaper, and gives better airflow.
Servicing is going to be harder than any other bike I've ever owned, as just getting the gorgeous blue tupperware off is a bit of a mission, and this has to be done to top up the coolant, change the oil, admire the engine, etc. Maybe that's a GoodThing - I know the vifferbabe thinks so, as I won't be so inclined to fiddle, and she's rather I paid someone else to do it (so I've more time to do other things...)
I don't plan on doing anything else to the bike apart from what I've mentioned, and I could easily do nothing to it apart from routine maintenance and be perfectly happy for years to come.:yes: Given the famous reliability and longevity of VFRs (apart from R/Rs - and this has got the new, improved model), we could well have this for many happy, adventurous miles yet.
However, the next VFR revision is due at the end of the year, so if it's not a VTEC, I could be interested....