Is vfr actually better?

So what are the reasons?

Why is gear drivin cams better than the alternitive. Chain drivin?

why is a V engine better than a straight engine?

what other reasons makes this bike better?

 

1.gear drivin cams may be better due to fact a chain can stretch and need adjustment, hence the camchain tensioner,2.v-4 engine smoother torque curve more tractable,3.becuase I have one, only reason, if I did not have a vfr v4 they would all suck......:thumbsup:

 

chains do stretch,

what else

 

vfr's have more soul than any other bike

 

The gear vs chain driven question is answered so I'll go for the V engine question. To answer that try riding a line-4 bike. Most of the power is at near the redline and that can make for an annoying ride around town. Imagine having to drop down a gear or two every time if you want to pass a car. With a V engine you have more torque available and it's not so picky about what gear you're in.

I once test rode a yamaha R6 and compared to my VFR it's a wimp. When riding the R6 I was at 6K RPM and about to pass a car so I gas it and I was only on the side of the car not even in front of it. If I was on my VFR I would've already been in front of the car.

 

by hte same concept, wouldent oposing pistons be even better. dont remember what this style is called.

 

I'd like to test that theory on the new R6. That crossplane crank shaft intrigues me.

Go,

I really didn't want a sport-bike until I started the 87 for the first time. The sound was so intoxicating that I felt I was buying an old blown out Camaro and the usable power was there immediately. Have you ever tried riding one of the others? Not as comfortable, for any length of time. Way more whiny, especially when you reach the power. And flat out, without question, just....not.....as......cool. :thumbsup:

 

Boxer.

Is Red better than Brown?
A lot of what you ask is subjective.

The GDC is race derived & more durable - lasts longer. stories of 400,000 between overhauls exist.
Not sure if the "more torque" answer is because of cylinder configuration or displacement. 749 or 781 > 600cc. hence more torque.

The V4 configuration is narrower than the I4. Some find that desirable for a variety of reasons.

The 90degree V4 has a distinct exhaust sound due to configuration & firing order. Personally, i like that sound; and combined with the gear whine, you know if a Viffer is coming.

At the size and the displacement, the VFR is kind of a tweener. big enough to carry a friend or stuff or even a small good friend AND stuff; small & light enough to ride thru the twisties or at the track and have a good time.

 

It's all subjective

I agree with LeftCoast - it's all subjective. I bought the VFR after testing probably 15 different bikes (at various rallies). The VFR didn't have the most get-up-and-go, but it had the best handling without sacrificing much power - used to have a CBR1000 - didn't need the size or power.

 

I have a Superhawk and a 5th Gen viffer and although the acceleration of the V Twin is far more explosive the VFR is is by far the most enjoyable to ride.The suspension soaks the bumps up better and you feel that you are riding a far more forgiving bike if you make a mistake, the sound is totally different with a Kerker carbon fibre can on the Viffer but I must admit the sound of twin Scorpions on the the Firestorm does take alot of beating.

 

HAHA!
EVERY SINGLE TIME i hear a 90 degree liter twin go by. i look.
Duc, TL, SuperHawk....they all sound so good. :thumbsup:

And the Viffer needs a can, too......Staintune / 2 bros......

I forgot to mention Ergos, too. VFR is fairly relaxed as those things go......

 

your power band is actually dictated by variables that have nothing to do with firing order, v angle, or piston configuration...
these variable would include, but are not limited to: cam timing duration and lift, valve and port size, intake and exhaust velocity, compression etc...

there are plenty of in-line fours that have a far more bottom end oriented power band than our v-fours, most sport bike do not not though. for example, my cb750 will run circles around my vfr if shifting at 4 grand. but, shift a little higher and the veefer will leave it in the dust. why is this possible when the cb750 weighs about the same and has slightly less dispacement? because the cb750 breaths through 34mm carbs vs vfr's 36mm throttle bodies, has far less compression, smaller valves and ports, and far milder cams and timing...

there are arguments favoring the v-four in traction, with the firing order allowing the contact patch to recoup with every revolution, but i don't think firing order or v-configuration has anything to do with the over all power band of an engine.

 

I have a few bikes.
the gsxr is way easier to wheelie/stoppie on.
the harley pulls way more girls.
the viffer is a bit heavy at slow speeds, but is comfie going thru the twisties and at the track, the only bike I can get my knee down with, cause the torque is so massive.
I also have a vespa, I like that you dont have to commit on the scooter.
I would say that my ego lies with the Harley, I feell better then everyone else on the road.
But If I had to choose one bike it would be the VFR.

 

That's funny. :rofl:

 

Yes, I'm not arguing that the are lots of variables that come into the engine design. What I really mean is if you basically took two exact same bikes (same fuel delivery, same weight, same sprocket, etc...) and made one a V-Twin and the other a Parallel Twin you'll inevitably get more torque out of the V-Twin than then Parallel Twin bike just from how the cylinders fire and carry momentum into the next cycle.

 

I actually sold the harley today to pay off my boat.
I sold the vespa last week to pay off my cell phone bill.
I have someone coming to pick up the gsxr ( free, its not worth much after all the stunting I did to it )
I will keep the VFR cause its the best bike I ever owned.
I also have a nintendo wii for sale if anyone is interested.

 

the crank shaft moves into a circle.

weather or not the piston is moving up or down, left or right, to the side, or even inside out, its still moving in a circle.

picture one piston, no matter which piston you put it in the mechanics still make the same exact movements.

 

J_D that's a very bold statement. The V or Parallel configurations are just designs. What makes torque is long stroke, high DCR, which is mostly short duration cams (closes intake valve early) and smaller high velocity ports (at low rpm) are the basics. Large bores and long rods also help to a point.

It's just that certain designs tend to lend themselves better to what the designer/engineer wants for an over all package and how it's put together.


"Why is gear drivin cams better than the alternitive. Chain drivin?" ----- Are they? PROS- better accuracy, less maintenance, less wear. CONS- cost more, heavier (basicly), passes crank harmonics to the cam and valve train.
Oh yea chains DO NOT STRETCH they wear at the pins and the side plate holes for the pins. Poof-- Measure a new chain side plate and then measure a worn chain side plate. They will measure the same. So nothing stretches, just wears. Just one of my pet peeves.

"why is a V engine better than a straight engine?" Are they? Depends on what your building. Actually for a race bike I would say no. To much weight up high and more of it towards the rear of the bike.

"what other reasons makes this bike better?" Because it's Honda and has Honda quality. It was designed to do what it does best. Be a real sport touring machine with 50/50 of each. Made for the real enthusiast that wants to travel far in comfort and not take all day doing it in any conditions presented to them in an enjoyable safe manner . Plus being cooool do it.

Well that's my story and I'm sticking to it...............sort of.

 

In this you are technically correct... the best kind of correct

 

Uniqueness of character and cool sound are probably the best reason to own a V4 but surprised no-one has mentioned the VFRs v4 being a bit like 2 small Vtwins helps it with wide linear mid range and traction.

It’s brilliant that you can ride the thoroughly outclassed VFR easily and fast enough to keep with most briskly ridden litre Superbikes all day through mountain passes only occasionally having to swap cogs knowing you can use all its predicable mid to top end power without the same risk of arcing up the rear.