HONDA'S VFR dates back to 1985, and even in its original form it was recognised as being the definitive 'do-it-all' bike.

Over the years the capacity of the VFR has grown from 750cc to 800cc. Many would say that the machine didn't really need an update, but Honda were not going to rest on their laurels so gave it one anyway.

The new VFR, introduced this year, sees some major changes, including new bodywork, new headlights, softer thicker seating, a new high level exhaust system but the biggest update of all is the introduction of the Honda patented V-TEC engine.

Opinions seem to be mixed over the VFR's new styling but I must admit I like it. It is very futuristic, sharp and angular and the single sided swingarm and under-seat exhaust system only add to the machine's appeal.

Once aboard the VFR and in spite of the 213kg dry weight everything feels right. The seat height, bar reach and riding position immediately give the impression that the VFR is not going to be found wanting when it comes to the comfort factor.

On the road the bike handles extremely well, be it on motorways or back lanes, solo or two up, it carries its bulk low and its perfectly easy to manage, it turns easily, can be held on a line well and is unthreatening in its power delivery.

It may not be as sharp or focussed as a full sports bike, but it's not meant to be.

So if you are the kind of rider who likes to be on the ragged edge all of the time then perhaps the VFR won't be for you.

The biggest plus point for me was the engine. The VFR has the usual four valves per cylinder, two inlet and two exhaust. But V-TEC makes one of each redundant below 7,000 rpm, effectively turning the bike into a two-valver at low revs.

This gives better torque characteristics and improved fuel economy.

However, above 7,000rpm all four valves come to life, giving the sort of top end excitement that would usually only come at the expense of uninspiring low-revs performance.

On the road you really do feel the change in engine character above and below that magic 7,000 rpm.

There is a change in tone, not just from the exhaust but from the whole bike. At low revs, the VFR feels smooth and strong and, above 7,000rpm it spins up to the red line without effort.

It is also a Honda. Everything, as you would expect is finished well, the paint is thick and the build quality is second to none.

You just can't imagine the bike going wrong. You could buy one, run it for 100,000 miles and still get £2,000 for it in 10 years' time.

If you were to divide riding categories into three disciplines commute, tour and sports the VFR would score well in all three. It really does do it all, even after all these years it's still the definitive all rounder. It really is difficult to fault and following its latest refinements must be considered the greatest VFR to date.