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Honda Could Have A New V4 Sport Bike For 2023

The World Needs More V4

Simon over at Visordown states that sources are claiming that Honda could be resurrecting the V4 engine design and updating it for a 2023 motorcycle.

The current VFR800F hasn’t seen any notable updates for quite some time. With Euro 5 regulations purging the lands of motorcycles unworthy of an overhaul, the VFR800F will be swept under the rug and won’t see a new version for the 2021 model year. 

This would be the perfect opportunity to bring a new V4 motorcycle to Honda’s lineup. The brand has always had some variety of a V4 model available for buyers as the original VFR it the scene in 2002 with the VTEC models that blazed their own path until the most recent Interceptor was released.

It would be interesting if Honda decided to put out a full-size V4 engine configuration to compete with the Aprilia Tuono (RSV4) and the Ducati’s lineup of V4 motorcycles (over 1000cc). I would have purchased a VFR personally if they had a bit more power.

Tetsuhiro Kuwata, Director and Manager at HRC, stated in an interview that the prospects of a V4 engine making it’s way to their superbike racing model is unlikely as the current inline-four engine they are using is more than suitable for their needs. However, he did not speak on whether or not it would be a good or bad idea for a road-oriented motorcycle.

An image from a patent that Honda filed back in 2019 shows the blueprints for that looks like a V4 powerplant for what was to be their “v4 Superbike”. Now that Kuwata has put that rumor to rest, it’s looking increasingly likely that this engine could be used to a new VFR Interceptor that could come along down the line.


  1. The original VTEC model of the VFR was released as a 2002 model. However, Honda released the original version of their VFR as a 750 model in 1986. The first VTEC model is considered by many VFR riders to be the 6th generation of the VFR. The last VFR released by Honda is considered to be the 8th generation. The 2010+ VFR1200F picked up the 7th generation slot, and delivered the power you requested, however, it weight held it back from serious sporting consideration for many people.

    1. I test rode the VFR1200 and completely understand why it was a market disappointment.

      It when beyond the weight issue, which really wasn’t an issue at all for the market it was *supposed* to hit – the sport touring class. But upon actually riding it you experienced the fact that Honda missed the target – actually, they missed many targets.

      It was a bit too sporty for sport-tourer, yet not spotty enough for sportbike. It didn’t have the fuel range of a good sport tourer, either.

      But then the engine. More specifically, the design dynamics of the engine. The moto magazines promised “174hp!” on the tin but then you actually rode it, only to discover that they neutered the output in both 1st and 2nd gear ‘ for your safety’.

      But then you got it up to speed. And realized that, for a bike claiming 174hp, the top gear acceleration starting from legal U.S. road speeds – 55 to 70mph – was absolutely pathetic. At U.S. highway speeds the VTEC engine is below the 5,500rpm VTEC activation point and power is far below expectations. You either need a quick downshift, or wait until about 85mph, to get the accelerating that “174hp” leads you to expect. But by that time you’re either in jail, as the VTEC really kicks in at 100mph, or you’re frustrated that you’re very expensive, top-end sport tourer needed a downshift just to pass that Toyota Corolla.

      I guess that’s why the DCT variant ended up the better loved of the two.

      I walked away shaking my head. Great on the Autostrada or the Autobahn, a dud almost everywhere else.

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