Honda VFR800 VTEC (2002-2013) - Review & Buying Guide

Honda’s VFR model range set the standard for reliability and practicality throughout the 1990s and well into the 2000s. Beautifully built and powered by an exquisite V4 engine, if the rumours are to be believed Honda lost money on every early VFR750F produced as they sought to recover their tarnished reputation after the ‘chocolate cam shaft’ VF model debacle – that’s how much pride the firm invested in the VFR. However all hasn’t gone swimmingly well and the 2002 VFR800 VTEC, which was meant to be a showcase of Honda’s clever variable valve technology, initially proved a bit of a disaster (more on this later...). However look beyond this initial speedbump and the VFR800 VTEC makes for an outstanding used buy. Incredibly reliable and very impressively built, the VFR is a wonderful daily ride that happily shrugs off a weekday commute while remaining more than up for a quick tour away at the weekend. And due to its popularity and therefore commonness in the used market, you can get all this for a temptingly low amount of money.

Pros & Cons

2002 Honda VFR800 VTEC - Price

The used market is swamped with VFR800 VTECs and dealers are generally also fairly happy to sell older used models as they are so reliable. If you want to buy from a dealer you need to set your minimum budget at around £3000 as they tend to be bikes that have covered less than 20,000 miles with late-model bikes going for close to £4000 if they have full luggage. Dip into the private sales and you can secure a high-mile VFR for as little as £1300, however it will probably be showing signs of a hard life. Aim to spend between £2000 and £2500 and you should get a tidy example with a good service history and around 20,000 – 30,000 miles on its clocks. Ideally, it will also have luggage fitted.

2002 Honda VFR800 VTEC- Engine & Performance

Ok, let’s talk about VTEC... The 2002 model introduced Honda’s Valve Timing Electronically Controlled (VTEC) to the VFR, which necessitated an all-new engine. Using an oil-operated actuator to disable two of the four valves per head (one intake, one exhaust), the VFR swaps between a two-valve head at low revs, which gives good low down grunt, to a four-valve one at high revs for better performance. Cutting in at 6800rpm, VTEC should deliver the best of both worlds but initially it had an annoying ‘hiccup’ when it activated, making the VFR frustrating to hold at constant motorway speeds. Honda altered the timing of VTEC in 2006 during a model tweak, dropping it to 6600rpm and smoothing its transition by taking into account throttle and gear position, making the system much more fluid as a result. So if you are worried about VTEC, buying a post 2006 model (look for clear indicator lenses, the early bike has orange ones) is the safest solution. But should you be worried about it?

While you can undeniably feel the point VTEC transitions, once you get used to it the system (even on early bikes) is far from bad. And, more importantly, it works, giving the VFR a surge of low-end drive as well as a pleasing top-end zap. With just 107bhp the VFR is far from fast but the V4 delivers a lovely feel and lots of torque, making it an excellent commuter that you can ride spiritedly at the weekends and enjoy. And best of all it is very, very reliable.

Although there are a few things you need to check, generally a VFR’s engine is bulletproof and that makes it a good used buy. So what to look for?

The first thing to inspect is the bike’s service history because that V4 is very expensive (around £1000) when it comes to the 16,000-mile valve-clearance check as it is quite complex. Next inspect the exhaust system as it is known to crack where the back two pipes meet the rest of the system. If there is an issue and you need to remove the exhaust it can be a nightmare due to restricted access to the rear cylinders and also seized nuts on the front cylinders (there is no radiator to protect them, rust is an issue in this whole area). A rattle on start-up hints at a cam chain tensioner being worn and requiring replacing (this generation has chains, older bikes are gear-driven) and some owners also disconnect the O2 sensors as they believe it helps the bike perform better, which is questionable. By now a few VFRs are developing wiring issues with reg/recs and also main lines to the starter and fuses suffering from corrosion alongside poor earths so ensure all looks good. It’s not a bad idea to remove the seat and give the wiring a good inspection just to be on the safe side and also look at the radiators (side-mounted remember) for signs of corrosion. Gearboxes are generally very robust and major internal engine failures are rare.

2002 Honda VFR800 VTEC - Handling & Suspension (inc. Weight)

The VFR was always billed as a sports tourer and while it feels quite long and low to ride, two traits that give it excellent stability, it does handle well. Not super-agile, it corners with control and reassurance, which is to be expected considering it is now over 23 years old. Arm a VFR with some decent sports touring tyres and ideally give its suspension a refresh (it will need it by now) and there isn’t much to dislike about how a VFR handles. Aside from possibly its brakes...

All VFRs have three-piston brake calipers with Honda’s linked brake system as standard, which splits opinions with owners. Not a bad system if somewhat lacking in initial bite, it can suffer from seized pistons due to a lack of movement so check for any signs of pads dragging. ABS was an optional extra. If you don’t get on with the combined brakes, a de-link kit it around £130 and fairly easy to install.

When buying used you need to be wary of the single sided swingarm’s hub’s chain adjustment system being seized, which is a notorious and very common issue, as well as the shock’s remote preload adjuster being seized. Happily the VFR has a centre stand as standard and a comprehensive tool kit so you can check all is well fairly easily.

2002 Honda VFR800 VTEC - Comfort & Economy

The VFR isn’t as relaxed as an adventure bike to ride but its bars are set with comfort in mind and it is an easy bike to cover miles on. Once you plug into the riding position the Honda’s seat is surprisingly well padded and the pegs low, meaning that cramps are kept at bay. With a 22 litre tank you can cover 200 miles between fill-ups but an average of around 49mpg isn’t great. And if you ride it hard, this figure quickly drops to the low 40s area. Pillions get grab rails as standard but the VFR’s relatively small size means that realistically it is a better solo tourer than a two-up one.

2002 Honda VFR800 VTEC - Equipment

The VFR was built in an era when technology wasn’t prevalent and that’s why your only tech is ABS, which was an option. If you want traction control, you need to buy the updated 2014-onwards bike. A lot of owners fit practical enhancements such as heated grips and a 12V socket to the VFR, so always check the quality of the wiring and also the state of the reg/rec and charging system, and luggage is also extremely common. Towards the end of the VFR’s life full luggage was fitted by dealers as standard to promote sales and it is generally better to get official Honda equipment where possible. Always be wary of luggage mounting points as they can get damaged should be bike be dropped and also watch out for old alarm systems, which invariably will be starting to play up by now. Tall screens are common additions (and good ones) and while not as common, a few owners do also add sports exhausts.

2002 Honda VFR800 VTEC - Rivals

The VFR800 VTEC was built as a sport tourer however in the used market it is now viewed very much as a reliable, and cheap, form of two-wheeled commuting transport. Still more than capable of touring, its age generally means that dedicated tourers will be looking at something a bit newer (and often an adventure bike) as this genre has advanced quite a lot in recent years. VFR buyers will probably be looking at a fairly tight budget and practicality and reliability will take precedence in their purchasing decision.

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2002 Honda VFR800 VTEC - Verdict

The VFR model range developed a reputation as the ultimate do-it-alls in the 1990s and while the VTEC model’s arrival did dent this slightly, once the initial knee-jerk reaction was over the VTEC was appreciated for the excellent machine that it is. True, unlike modern variable valve timing systems this variable valve technology is far from seamless in its interaction, however it brings a noticeable improvement in performance as well as a bit of character to a bike that could otherwise be accused of being a little bland. If you are after a cheap do-it-all the VTEC is very hard to beat. Comfortable, sporty yet never unstable and extremely reliable, if you avoid the common pitfalls a well looked after VFR should run and run forever with no issues aside from requiring standard maintenance and a bit of TLC here and there. And honestly, there is no need to spend the extra and buy the updated 2014-onward version as while it gets traction control as standard and the option of a quickshifter it is basically the same bike hiding behind a new fairing...

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2002 Honda VFR800 VTEC - Technical Specification