Cycle News

VOL. 51 ISSUE 48 DECEMBER 2, 2014 P61 hills, with good leverage from the wider bar. The relatively conser- vative steering geometry and bal- anced 49/51% weight distribu- tion results in a bike that is stable when it needs to be yet sporty in the way it changes direction, without excessive effort. Just heaps of poise. This is the kind of motorcycle that'll have you look- ing forward to a long day's ride. In the absence of a slipper clutch, you must blip the throttle coming down the gears, which gives you a welcome aural re- minder of what you're riding, and of the unique personality of this motorcycle. The V4 engine's trademark note is one of the most distinctive in the market- place and has been ever since it debuted in 1982—no other bike on the road sounds like a V4 Honda. The gearchange is very crisp (whether with or without the optional powershifter fitted to the test bike), which is slightly ing with the otherwise well integrated controls, and ultra-readable classy- looking white-on-black dashboard. This houses a large central digital speedo surmounted by a tachometer, a gear position indicator in the bottom right hand corner, ambient and engine temp gauges, fuel level/consumption data, a clock, and an indicator for the 5-stage heated grips, which are fitted as standard. Honda's embracing of the modern world in terms of stuff like TC, the powershifter, etc., doesn't ex- tend to security. You still have to insert the wave-design ignition key into the lock and twist it to fire up the motor, rather than employing a remote elec- tronic sender unit you can just carry in your pocket, like on any Harley- Davidson, and most Ducatis. How- ever, the VFR800F's self-cancelling indicator system is unique to Honda in that rather than using a simple timer, it compares the front and rear wheel speed differential, and calculates when to cancel the indicators, even taking into account the effect of lean angle on wheel speed. Curb weight of the new VFR800X is essentially unchanged from its pre- decessor at 533.5 pounds complete with oil, water and a full fuel tank. While the same triple-box section extruded aluminum twin-spar frame has been retained, it has a revised diecast-aluminum subframe that's nearly seven pounds lighter than the previous model's. The previous twin side-mounted radiators have been replaced by new, stacked ones with an increased core density (a design borrowed from the RC45, Honda's last factory V-four Superbike racer) and situated at the front of the engine rather than either side as before. This in turn makes the new bike seem slimmer to sit on and to manage, but also makes it wider at the front than the old one, thus giving improved rider protection. The upper radiator and air intake duct located on the left of the engine work together to channel air- flow into the large funnel feeding the unchanged airbox, an airflow which also helps change the character of the VFR800X engine compared to the F-model, says Inayama-san. The 43mm Showa cartridge fork with stepless preload and a 10-click DF adjustment is set at a 26.5° rake with 103mm of trail. That combined with the new, lighter, cast aluminum single-sided Pro-arm swingarm, re- sults in a 58-inch wheelbase. Com- pared to the VFR800F, suspension is much plusher, with wheel travel at both ends considerably increased. Now there's 5.7 inches up front while the gas-charged Showa rear shock delivers 5.8 inches of wheel travel via a Pro-Link suspension linkage. It also offers a 35-click remote hydraulic preload adjustment, and step-less rebound damping adjustment. The wheels are of the black-painted new hollow-diecast aluminum variety that also come on the F-bike (except its are painted bronze). The wheels house twin floating 310mm discs up front, gripped by radially-mounted four-piston Tokico calipers with a fixed 256mm disc and twin-piston caliper at the rear. Two-channel ABS is fitted as standard, although perhaps surpris- ingly, there's no trace of Honda's established CBS linked system. The front 3.50- inch rim on the test bikes carried a 120/70-17 Pirelli Scorpion Trail tire with a 180/55-17 on the 5.50- inch rear rim. The 32-inch seat height can be raised by .7 of an inch via an on-board adjuster tool provided, but the handlebars are non-adjustable. Honda's HISS security system is fitted as standard. The VFR family's signature X-form headlamp has been updated and now features LED lighting as on the F-model, which was a first for Honda when introduced a year ago. The VFR800X is available in a choice of Candy Arcadian Red, Matt Gunpow- der Black Metallic or Pearl Glare White. There's the usual range of accessories available, including that powershifter, security alarm, center stand, optional color-matched side panniers and two different sizes of top box offering as much as 19.5 gallons of luggage space, a rear carrier, front/ side engine bars, fog lights, as well as a rear hugger to protect the shock and Pro-Link suspension from water. The 12V DC socket needed to power a GPS is also an option, though some customers will feel this should really have been fitted as standard.

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