By PETER THOEMING
10 July 2006

Let me admit something right at the beginning here: I have turned into a luddite. It’s very rarely that I would say that I prefer an older model to a new one; if nothing else there is almost always some kind of safety or performance-related improvement. But with the new VFR, Honda has listened to the softly-softly weak-kneed brotherhood which wants everything to be nice and smooth and non-threatening. They’ve taken away that glorious surge at 7000 rpm when the VTEC variable valve timing cut in. The sound is still there, but the glory’s… diminished...

Of course they have a really good explanation all prepared.

‘For 2006, the VFR’s high-performance V4 VTEC system has been fine tuned for smoother and more effective shifting between its 2-valve and 4-valve operating zones. During hard acceleration, the physical jolt of the engine when coming onto full 4-valve operation has been reduced for a more natural feeling of surging performance, while the sound of its characteristic leap in response continues to excite,’ says the press blurb.

Poppycock. The sound is nice, but it’s the icing on the cake. To me, the real cake was that surge.

‘The engine speed shift zone has also been reduced from 6800rpm to 6600rpm, for more comfortable access to the VFR’s full 4-valve performance. This lowering of the shift zone was specifically targeted at equalising the power and torque outputs…’ equalising the outputs? What sort of talk is that? I feel like John Cleese in the famous Dead Parrot sketch! ‘for both 2-valve and 4-valve operation, and selecting the crossover engine speed of these two power curves as the new shift point. The result is a much smoother transition from 2-valve to 4-valve operation for seamless acceleration that still takes full advantage of the best power characteristics of the two distinct operating configurations.

‘Not only has the valve shift zone been lowered slightly in the rev range for more comfortable engagement, the speed at which its valve actuation reverts to 2-valve operation has also be lowered to 6100rpm for a wider range of engagement…’

All right, the bike is easier to ride, especially in corners when you’re somewhere near the changeover revs and don’t want a sudden increase or drop-off in the power. But I’d still much rather have that great rip-roaring boost. Too many motorcycles are anodyne today, Honda. There was no need to create another one.

Having said that I also have to say that the bike is still terrific, and in some ways remains the touchstone by which all other sports tourers need to be judged. It does not have quite as sweet an engine as the Triumph Sprint ST or the range of accessories of its stablemate ST1300; it lacks the outright power of Yamaha’s FJR1300 and the absolute tautness of the Ducati ST3. But once you average everything out, it’s still hard to go past this now nearly two decade old concept and select the VFR as the sports tourer of choice. Just remember to change down twice when you’re overtaking in a hurry.

Most of the other changes to the 2006 model are just cosmetic, and you’re hardly likely to even notice them. Honda has basically tidied things up.

What hasn’t changed are the excellent ergonomics, or the suspension that makes the bike such a pleasure to hustle along just about any road, or the HISS ignition lockout. The bike runs the third generation linked braking system which is so subtle by now that it’s quite hard to know it is there. I would not want to change anything about the brakes, although with linked systems there’s always the question of rear wheel braking going into corners or on the dirt. You need to keep the link in mind, I guess. Naturally the bike also offers one of Honda’s immaculate gearboxes.

Dedicated panniers are available as accessories, as is a topbox. You can also get a50 mm taller windscreen, which would be useful for taller riders on tour. I’d like slightly higher bars, but I say that about almost every bike I ride these days; I guess I just like to be as relaxed as possible.

In summary, the VFR manages to be something that’s rare at any time, but especially in the safety-mad conservative world we’ve found ourselves in: a bike that’s truly versatile, able to help you both tool around safely in toddling mode and scare the living daylights out of yourself when the sports bug bites. That goes along way towards justifying the rather high sticker price. Oh, and the Cosmic Black looks great but is a bugger to photograph!

AT A GLANCE
Model: Honda VFR
Price: $17,490 (plus on-road charges)
Warranty: Two years, unlimited distance
Power: 80 kW at 10,500 rpm
Torque: 80 Nm at 87500 rpmEngine: Liquid cooled vee four, 4 stroke, DOHC, 4 valves per cylinder, PGM-FI electronic fuel injection, digital electronic ignition
Bore x stroke: 72 x 48 mm
Displacement: 782 cc
Compression ratio: 11.6:1
Transmission: 6 speed, hydraulic multi plate wet clutch, final drive by O-ring chain
Suspension: Front, 43 mm cartridge telescopic fork, stepless preload adjustment, travel 109 mm. Rear, Pro-Link, 7 step preload and stepless rebound damping adjustment, travel 120 mm
Dimensions: Seat height 805 mm, dry weight 213 kg, fuel capacity 22 litres, wheelbase 1460 mm
Tyres: Front, 120/70 ZR17. Rear, 180/55 ZR17
Frame: Diamond type, triple-box-section aluminium twin spar
Brakes: Front, twin 296 mm floating discs with Combined 3 piston calipers. Rear, single 256 mm disc with Combined 3 piston caliper.
Top speed: 245 km/h
Acceleration:
0-100 km/h – 3.7 sec
60-100 km/h – 5.3 sec
Fuel consumption: Average on test 5.2 litres per 100 km, unleaded
Range: 423 km
Colour/s: Candy Glory Red, Digital Silver Metallic, Pearl Cosmic Black.

BIKE NEWS SNIPPET

MORE TRIUMPH DEALERS
Triumph’s dealer network now includes BikeBiz in Parramatta, NSW and Extreme Boys Toys in WA.

"We’ve always been extra careful when selecting dealers," said Triumph’s Paul Grocutt. "The idea is to have a good geographical spread so people can get top service, without ending up with a dealer on every street corner."