22 Feb 08
Bought the bike from local lad in showroom condition with just over 2,000 miles on the clock. Less than one year old.

23 Feb 08
Went out for the first rideout to get used to it. Had installed the colour-coded panniers the night before. Arrived at Glasson Dock only to find that one of the panniers had become detached during the ride. Gone! Never to be seen again. Grrrrr! My own fault I guess, for not thoroughly checking that they were latched in place.  Biggest concern was the tour of Ireland which is coming up, so I bought a pair of throw-over panniers as a temporary measure from Dave at the Bottom Barn.

Straight away, people are asking "What do you think of your new bike?" but I'm reserving judgement at this point because my initial reaction is to criticise the bike for its lack of guts and only average braking. These opinions are formed as a direct comparison the the FJR1300 which the VFR has replaced, so I think I'm being extremely unfair. It would be much fairer to judge the bike after I return from the trip to Ireland in May.

27 Feb 08
Fitted Optimate connector lead and HRC Tank Pad.
28 Feb 08
Fitted a set of bar-risers from Rod on the VFR Owners Club. 
29 Feb 08
Installed Garmin Zumo 550 SatNav.
1 Mar 08
Raised the front forks by approx 5mm. Bike seems to turn in so much quicker now. Highly recommended!
3 Mar 08
Ordered a new set of panniers (reluctantly) from David Silvers. They're meant for the Canadian "Intruder" model in silver, but at 175, they're a bargain.


15 Mar 08
Installed Honda Averto Alarm system  (Thatcham Category-1). Pretty simple installation but all the fairings had to be removed, which is always an opportunity for things to break or get scratched. Luckily neither happened!

Also took the opportunity to hard-wire the Zumo SatNav. Took a feed from the nearside headlight cable. Sorted!


4th April 08


29 Apr 08
Installed Honda Top-Box, Powerbronze double-bubble screen, Bagster and a hugger. All in time for the trip to Ireland on the 3rd.

1 May 08
Installed Audicator. Mounted it under seat but a test-ride proved it to be the wrong location - you can hardly hear it when on the move. Will reposition it to the front of the bike when I get home next week.
7 May 08
The roads in Southern Ireland were incredibly tough on the VFR's Metzeler's! Whilst in Donegal, I noticed that the rear was just about ready to give up altogether...

Luckily, I met a guy who knew where the best place was to get the problem sorted out - I had to turn back and head toward Enniskillen to get some BT021's fitted front and rear.

8 May 08
Wife rang me in Ireland to say my daughter was in labour, so I cut my trip short and headed home via Stranraer and completed the tour after covering 1500 miles and killing 2 million Irish flies, wasps, bees and migies. To be honest, I was kind of pleased to cut the journey short by a day - I'd had about enough. The VFR is a good all-rounder but when touring, I can't help but compare it to the FJR1300. The VFR cannot compete I'm sad to say.
8 Jun 08
Today was first time I've had my camera with me for ages, so I took the opportunity to grab a piccie of the bike at Longridge Fell looking over toward the Trough Of Bowland (where we'd just come from).
Bike now has 7000 miles on her so not long before the 8thou service. I've been considering fitting a Power Commander to sort out the poor fuelling at low revs and to get rid of that awful flatspot around 5000rpm.


Although I love a lot of the VFR's characteristics, I'm becoming increasingly dissatisfied. As a tourer it can't hold a candle to the FJR and as a sports bike it's too heavy. I keep wondering what the hell its is that I want from a bike?!?  Looking back at the last few that I've had, I have no hesitation in say that the one which was the most fun was the TT600. In fact, even the CB-1 was a lot of fun considering it was only a 400 (RR engine). Thinking about it, the attraction was the high-revving, action of those particular bikes. The CB-1 positively HOWLED when she was screwed and that always made me laugh. Fun!

21 Jun 08
Today I decided to have a spin on the new CBR600RR. Wow! Everything I don't want. Low bars - cruel on the wrists, high footpegs - cruel on the legs. But (and its a BIG BUT), it was shitloads of fun! Engine howls to 17,000rpm in a flash, light as a feather, superslim and fast!!! Too bloody fast for an inexperienced rider like me, but what the hell?

I bought one! The VFR is no more.


HONDA VFR 2007....

Honda's much loved and highly respected VFR debuted in 1986 as the advanced, aluminium-framed VFR750F Super Sport, and has seen several evolutions of its design and specifications since then, culminating in the stunningly styled, high performance VFR and VFR-ABS sports touring masterpieces.

Especially popular in Europe, the VFR has consistently been hailed as Honda's premier high-tech sports model, a position crowned by its current version, which features Honda's innovative V4 VTEC valve actuation system. Designed to bring together the superb low-to-midrange torque associated with 2-valve engines and the roaring surge of high-end power produced by the most advanced 4-valve engines, this system automatically switches between 2-valve and 4-valve operation for a unique combination of performance characteristics, and a wide band of exhilarating acceleration with every twist of its throttle.

The VFR has always been know as a well-rounded sports bike that can slice effortlessly through twisty mountain backroads with the fastest Super Sport machines around. However, over its last two generations, as bigger, faster and more single-minded Super Sport models have come to the fore, the VFR has won a growing following as an excellent sports touring bike that can cover long distances in comfort and still deliver exhilarating Super Sport-level performance whenever desired. This peerless combination of performance and comfort has endeared it to a broad cross-section of discerning riders who know and appreciate its high level of quality and broad accessibility



For years, the VFR has played an important role in Honda's impressive sports touring lineup, providing one of the finest balances of top performance and overall riding comfort to be found on two wheels. In the four years since its latest evolution, the VFR's development team has duly noted detailed points where improvements could be made, and set about to firm up this high technology flagship's position of distinction in its class.

Looking at engine performance, it was felt that the VFR's unique V4 VTEC response could be made less abrupt, and rounding off these rough edges would be in keeping with the machine's overall high degree of fit and finish. Another goal was to create a single pan-European model that leads the way in low exhaust emissions in order to easily comply with upcoming new EURO-3 emissions regulations.

The VFR's bodywork detailing were also deemed to be ready for a slight bit of refreshing, so detailed cosmetic changes were charted for subtle changes in its sporty and sophisticated good looks.

Overall, the new VFR and VFR-ABS received little in the way of major modifications to its highly esteemed riding character, however the performance modifications it has received futher ensure its standing as the premier sports riding and touring machine of the 750cc Super Sports class


The stunning VFR's supersonic styling remains essentially unchanged from its latest major model change in 2002. Proudly exhibiting an unmistakably European orientation in its every curve, corner and undulation, the VFR's sharply angular form fuses the most advanced aerodynamic design with an exhilarating sense of modern style and high quality to provide a dynamic foretaste of the power, performance and excitement that highlights every ride.

For 2006, the VFR further evolves in both look and performance, with detailed cosmetic changes including:

• A new body colour-matched insert between the front cowl's distinctive quad headlights, replacing the black coloured panel located there till now.

• New clear-lens indicators covering amber bulbs project a more modern look that stylishly complements the colour of the bodywork.

• A new gradated windscreen tinting provides a dramatic accent on the VFR's modern lines and angular good looks with stylish shading.

• New black paint on the Pro-Link rear damper's spring replaces the red-coloured spring used there till now.

• Finally, the VFR's 'Centre-Up' silencers feature a new hairline finish replacing the polished finish of the current model.


• Candy Red
• Digital Silver Metallic
• Pearl Cosmic Black


The VFR's famed V4 engine has garnered a proud history of delivering strong, high-revving performance that translates into one of the most exceptional power deliveries in its class. When the VFR was reborn in 2002 as a more dynamic and formidable sports tourer, its unique, high-performance V4 engine was completely revised with a new V4 VTEC valvetrain configuration that achieves a remarkable combination of the stronger surging low-to-midrange power output of a 2-valve engine coupled with the high-revving, power-packed performance of 4-valve top-end. This new 2-stage valve actuation system also provides the added benefits of lower noise and lower emissions, all while maintaining the VFR's traditional Honda V4 power characteristics.



In 2006, the VFR's high-performance V4 VTEC system was 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. The engine speed shift zone has also been reduced from 6,800rpm to 6,600rpm, 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 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 6,100rpm for a wider range of engagement that helps minimise any potential for cogging between the two zones of operation.

In conjunction with this modification to the engine's V4 VTEC valve actuation system, the PGM-FI fuel injection system's ECU and injectors (taken directly from the CBR1000RR Fireblade) were also modified to achieve improvements in driveability while further enhancing the VFR's sporty feel. One other result of this fine tuning of the fuel injection system is that fuel consumption also sees a small but significant improvement.