Honda announced several updates to their VFR800 today in Milan at the EICMA show.
The VFR800 is getting new bodywork, single-sided aluminum swingarm, and 43 mm front forks for 2014. Those new forks feature the company’s Honda Multi-Action System (HMAS) technology, with stepless spring preload adjustment. The rear shock also has HMAS technology, with remote spring preload and stepless rebound damping adjustment.
The motor has also been re-worked, with attention given to cam timing and valve duration/overlap, resulting in more low-to midrange power and torque. Peak horsepower is around 104 hp at 10,250 rpm, and max torque is 75.1Nm at 8,500 rpm. Fuel injection has been remapped, and changes to the exhaust mean Honda’s been able to shave off seven kg there. Overall, from what we can tell, the bike’s curb weight is down about 10 kg, to 239 kg.
The fork lowers have also been redesigned to accept radially-mounted four-piston brake calipers (there’s twin 310mm floating discs up front, and a single 256 mm disc in back, and dual channel ABS is standard). There’s new hollow 17-inch aluminum wheels as well, with a 120/70 ZR17M/C (58W) front tire and a 180/55 ZR17M/C (73W) rear tire.
The lighting has also been upgraded; the VFR now has an LED headlight and taillight. Honda also implemented a new self-canceling turn signal; instead of working off a timer, the signal turns off after sensing the difference between your front and rear wheel speeds. Heated grips are standard equipment on the new VFR800. The dashboard has been re-designed, with digital tach and speedometer and other information fed by LCD digital gauges.
Honda’s offering an interesting accessory for the new VFR as well. For the first time, they’re offering a shift assist system that bolts on and plugs straight in to your motorcycle, allowing for clutchless upshifts.
And what of the NC750 updates? As predicted, the NC700 series got a 75 cc bump in displacement (the bore was increased 4 mm to 77 mm). Peak horsepower is now 54 hp at 6,250 rpm, and max torque is 68 Nm at 4,750rpm. Honda’s engineers also added another balancer shaft to the motor that’s intended to reduce high-rev vibration. Gearing is six per cent taller, making it easier to cruise at highway speeds, and the muffler internals were redesigned so engineers could take advantage of changes to backpressure.
Aside from those changes, it doesn’t appear the NC series (now the NC750X and NC750S) has received any other major updates that we’ll get in Canada. The DCT transmission was revised, but we don’t get those here, and ABS is now standard on the line, but we already had ABS as standard …
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