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The double-shell cladding sets accents and ensures efficient air flow.
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Chassis: Bridge frame made of aluminum, upside-down fork, adjustable spring base and rebound stage damping, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound stage damping.
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Honda specifies 267 kilograms for the 18.5-liter motorcycle, but the manufacturer does not want to comment on the price yet.
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A long single-sided swing arm provides a generous 1545 millimeters of wheelbase and accommodates the cardan shaft.
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The lower case holders are also deflectors for the feet of the passenger.
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Switches and levers have been ergonomically optimized by the designers especially for the VFR.
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Four-cylinder, four-stroke, 76-degree V engine, each with an overhead, chain-driven camshaft, four valves per cylinder, wet sump lubrication, injection, 127 kW (173 PS) at 10,000 rpm, 129 Nm at 8,750 rpm.
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Gaudy lettering is prohibited on such a dignified motorcycle.
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Case holders are standard, the cases themselves cost extra. A top case is also available.
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Driving report and video
Honda VFR 1200 F.
V4, a creed, a myth. Honda has perfected this construction principle: With the completely new VFR 1200 F as a technological jewel box for the coming decade.
It’s the end of November, but the air smells of spring, of wild thyme and oregano here in southern Spain. Fire-red prickly pears scurry past, thorny agave leaves crouch on the ocher-yellow ground. Take a deep breath, enjoy the scenery. And feel the pulse of the mighty four-cylinder heart below you, in every fiber of the body. Honda has invited to feel the VFR 1200 F extensively on European country roads after first, brief impressions on the racetrack in Japan (MOTORRAD 24/2009).
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Driving report and video
Honda VFR 1200 F.
Tourer
Driving report Honda VFR 1200 F (2010)
Test drive with dual clutch transmission
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Slides
The 1200 conveys a lot of trust, nothing and nobody can be upset.
And it allows a narrow wasp waist in the transition area from the rather small 18.5-liter steel tank to the comfortable, one-piece bench. This means that even smaller pilots can safely bring both feet to the ground while standing. Just like the author with 1.71 meters. But at the moment it’s not about standing and maneuvering. It’s about giving the 267 kilograms the spurs.
Gas! Like the legendary VFR ancestors NR 750 and RC30, the 1200 series has a big bang firing order. The short stroke measures 1237 cm3 – large 81 pistons whiz up and down only 60 millimeters between the dead centers. Other manufacturers would call such a motorcycle the 1250. However, the thrust when opening the electronically controlled throttle valve under 3000 rpm for this displacement class seems rather subdued. It is the overture before the fortissimo. The V4 wakes up from 4000 rpm, from now on there should always be more than 100 Newton meters. The digital speedometer then reports 115 km / h in sixth gear of the faultless transmission.
Torque waves
Slides
Wide, curved arches and tight, invisible curves are wildly tangled up.
Between 5500 and 6000, the four-cylinder suddenly flares up a grandiose fireworks display. There is an uproar in the engine room! Now, depending on the load and the gear engaged, a flap in the fat, chrome-plated stainless steel silencer opens. It releases the upper outlet and the stage for real heart racing. Now the pitch changes, a deep rumble that raises the hair on the back of the neck. In addition, real torque waves flood the cardan shaft – a novelty in VFR history – which rotates in a typical, powerful single-sided swing arm. The Dunlop Roadsmart stick for what it takes. But in a hearty incline, the rapid increase in performance can certainly give you adrenaline rushes. Unfortunately, Honda has not yet finished developing traction control. The 173 hp VFR is intended to win over ex-super sport pilots who have had enough of a stooped way of life and no longer know what to do with fantastic performance weights.
The VFR is now recommended as a more comfortable, yet fast alternative: Honda is positioning the VFR for its 25th season as a sport bike suitable for touring, i.e. a "Touring athletes". The direction of Ronda is exactly the right terrain for a real sports motorcycle. A dream road winds its way up the mountains: curve-riddled, even picture-perfect asphalt. Here you always keep the Honda in a good mood, i.e. medium speed: in third or maximum fourth gear, as visualized by the digital display in the cockpit.
Slides
Narrow waist: The two rear cylinders are between the front ones.
Wide, curved arches and tight, invisible curves are wildly tangled up. Left, right and back, the horizon tilts dramatically from a diagonal in the opposite direction. The VFR waves and rolls wonderfully lightly and easily through the curves. At least for this weight class. Handy, but not overhanded. With a little effort on the unfortunately non-adjustable handlebar halves, you can always correct the choice of line. Load change reactions are only annoying in the lower gears at low speeds. The 1200 conveys a lot of trust, nothing or anyone can be upset. Neither through ruts nor through the patrolling Guardia Civil.
The thick-soled 1200 remains on course. She wears a 190 tire with a modern 55 cross-section. 43er upside-down fork and "Pro-Link"-Central strut offer great feedback. You can even iron furrowed asphalt stretches without putting the driver in cotton wool. Even the standard setting is perfectly matched, crisp and tight and yet sensitive. If you want, you can adjust rebound damping and spring preload at the front and rear. The latter on the strut using a practical handwheel. The black aluminum frame forms the backbone for a chassis of the finest quality. The compromise between stability and comfort is completely right. The VFR just runs smoothly and confidently.
Braking system
Slides
Secret recipe: easy to dose and powerful ABS system and cardan shaft on single swing arm.
Suddenly a flock of sheep tramples across the street. Brakes! The radially bolted six-piston calipers are great for metering and slow down hard. The handle on the hand lever operates "just" ten of the twelve brake pistons; one of the three pairs on the left activates the step on the pedal – in conjunction with the two pistons on the floating saddle at the back. The standard ABS controls sporty, i.e. late. These brakes inspire what characterizes the whole motorcycle: the spirit of perfection. A new Honda flagship is rolling out here. Its seating position is relaxed and sporty. The distance to the handlebars is not small, the pull on the spine is just right.
Slides
Slender bottom: the rear looks airy and asymmetrical.
So it’s a shame that the reserve light is flashing after just 210 kilometers of brisk country road riding. What serves as a welcome break on some super athletes is more of an annoying interruption here. The wide windshield with airflow from behind shields the upper body well; the head is completely free of turbulence in a laminar flow. At least up to 200 km / h, smaller drivers hardly need to copied; We don’t want to try anything else on the Spanish motorways during the return trip. The VFR sets an example for the German market, which in principle is not speed-limited: It seals off 250 items.
End of the arms race. Instead, the VFR will also be available with an automatically shifting dual clutch transmission from summer 2010 at an additional cost. In the version with a conventional clutch, which will be available at the German Honda dealers on January 30th, the required force on the hand lever is quite large in the long run; after today’s 375-kilometer lap you notice your left forearm. The turn signal switch, which is strangely placed under the horn button, takes getting used to. Instead of flashing, you accidentally horn when turning. The VFR conveys an enormous amount of driving pleasure. You don’t even want to go down. This is complemented by a three-year guarantee (also on the accessories) and long, 12,000-inch maintenance intervals. So it will be tight for the stooped.
Technical specifications
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Noble, nobler, most noble – besides red there is also silver and white.
engine
Water-cooled four-cylinder four-stroke 76-degree V-engine, one overhead, chain-driven camshaft, four valves per cylinder, fork rocker arm and bucket tappets, wet sump lubrication, injection, regulated catalytic converter, alternator 570 W, battery 12 V / 12 Ah, hydraulically operated multiple discs -Oil bath clutch (anti-hopping), six-speed gearbox, cardan, secondary gear ratio 2.699.
| Bore x stroke | 81.0 x 60.0 mm |
| Displacement | 1237 cm3 | Compression ratio | 12: 1 |
| rated capacity | 127 kW (173 hp) at 10,000 rpm | Max. Torque | 129 Nm at 8750 rpm |
landing gear
Chassis: bridge frame made of aluminum, up-side-down fork, 0 43 mm, adjustable spring-
base and rebound damping, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, 0 320 mm, six-piston fixed calipers, disc brake at the rear, 0 276 mm, double-piston floating caliper, partially integral brake system with ABS.
| Cast aluminum wheels | 3.50 x 17; 6.00 x 17 |
| tires | 120/70 ZR 17; 190/55 ZR 17 |
Dimensions + weights
Wheelbase 1545 mm, steering head angle 64.5 degrees, caster 101 mm, spring travel f / r 120/130 mm, seat height 815 mm, weight with a full tank of 267 kg, tank capacity 18.5 liters.
| guarantee | three years |
| Colours | Red, silver, white | price Without additional costs | 14900 Eur |
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