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For 2012, the large VFR benefits from a series of technical improvements. Starting with the engine and its vigor. The torque curve is noticeably reinforced, mainly between 2,000 and 4,000 rpm. The PGM-FI injection has been revised to improve efficiency while the tank gains half a liter of capacity (it now cubs 19 L). This is enough to increase driving pleasure and autonomy. Good thing: the saddle is covered with a new finish in addition to appearing more comfortable.
Fan of technology, and propelled by big horses – 173 is more than a lot … – the 1200 VFR let itself be charmed by the traction control. The pilot will therefore be under the benevolence of Honda’s TCS (Traction Control System), which is based on the slightest loss of grip to calm this big sport-GT. By comparing the rotational speed of the wheels, the TCS reduces the engine power in order to avoid the bowl. It would be a tribute to damage it as its wait has made a generation of bikers fantasize..
The robotic box of the VFR DCT has also been refined. In D mode (fully automatic), the electronic control unit adapts gear changes to the behavior of the pilot. The system takes into account several parameters to automatically choose between two maps, one for normal conditions, which minimizes gear changes for smoothness, the other for heavy loads, which changes gears more directly for promote acceleration and engine braking.
Whether automatic modes D or S are chosen, the second generation of the Honda double clutch also allows manual interventions: at any time, the pilot can use the ‘+’ or ‘-‘ commands of the MT mode to select the gear. wish. After which, if no other action is recorded, the system takes over and continues to operate in automatic mode.
By discovering the new VFR 1200 DCT, we still have a few questions. This strange planed X optic, its massive fairing panels, this gimbal (long awaited by VFRists), this V4 cut by 60% of power…. Is VFR still VFR? What will this robotic box and all its technique give to driving? ?
The handling of the new VFR surprises and reassures at the same time. Like any Honda for ages, it immediately puts you at ease. You immediately feel at home, with the feeling that you have belonged to you for a long time. How many times have I written this; and this has always been true of the productions of the late Soichiro san. The driving position is very close to the VFR 800 series, with the bust (very) slightly more raised. It feels more like a sporty roadster than a sport-GT like it used to be (OK, the nuance is subtle). But for the first time, a Honda confuses me. No, a motorbike is confusing me. No gear selector, no clutch handle – you’re almost lost and a bit anxious when you take off. Before leaving together, I briefly remind you of the technology of this double clutch:
On the technical side, the gearbox is in fact made up of two half-boxes (and therefore two clutches) which each manage different ratios: one for even gears, the other for odd gears. Thus, when a gear is in operation, the directly lower and upper gears are already engaged in the other half-box. When changing gear, the two clutches only have to work in reverse. The gears are already pre-engaged, the gear change is therefore done quickly, without jerks or loss of speed. All with a consumption announced as equal or even better than for a conventional gearbox..
A push to engage D mode and a slight “klong” in the gearbox indicates that a gear is engaged. The beast is ready to go. And there, you gently turn the throttle, crossing your fingers a little. Without hesitation, with flexibility and confidence, the VFR DCT takes off as naturally as possible. You hit nothing, you speed up, and the box takes care of the job. In D mode, the gears go very early, around 4000 rpm. Surprising, because the engine has barely started when the next gear has already been shifted…. without realizing it. The double clutch is perfectly developed and of a smoothness never before seen. In normal driving, it is almost impossible to feel the change of gears. Bluffing.
In S mode (for Sport), the tachometer needle is much more agitated and climbs briskly beyond 9000 revs before the robotic gearbox upshifts. We then adopt a more sporty pace by concentrating on the profile of the road. But where the DCT shows the best of itself, it is indeed a manual mode. One swipe of the index on the AT / MT trigger, or just a flick of the + button (or the -, as desired) and the VFR switches to manual sequential mode. Suddenly, you have in your hands a gearbox as responsive and lively as that of a video game. The left stalk becomes a Playstation controller, and you’re good to go. Click, click, click. The gears change on the fly in the blink of an eye, with lightning speed between each gear. When fully loaded, the system never gets confused, never refuses a report, never fails; It’s only when squeezing the grip that the pilot feels a slight jerk between each pass, but even there the hiccup remains supple and almost velvety. Only one word occurred to me during the test: GREAT !
Arriving at a crossroads, a slight anxiety arises: when, instinctively, you grab the clutch handle…. and that there is nothing to tighten. Glurps! Confusing, and one wonders if the box will react correctly. No problem. The system disengages the discs according to the speed and the gear engaged. So you arrive smoothly on your neutral before stopping at a red light. During this time, the boiler prompts to roll.
A little rough, a bit grumpy, the V4 is more flexible than that of the 800. Big torque, availability at all times, the 1200 yet struggles to raise enthusiasm – the fault of this damn restraint which really takes her breath away. We feel he is ready to go, with a great desire to send the watts, but as soon as the cavalry is about to charge, French law gives him a big blow in the knee. Co … … law of 100 horses.
As for the chassis, the pleasant surprise comes from the particularly successful weight balancing. With almost 280 kg all wet, the new VFR did not understand the Weight Watchers diet. She doesn’t care. As soon as it is launched, the machine makes you forget its weight and is handled as easily as possible. There is only in sporty driving where his overweight is felt, with changes of angle that lack liveliness.
A little less playful than the 750 and 800 VFR, the 1200 is a little more serious, and very rigorous. The chassis seems intended for a Superbike machine: the frame is huge, the upside-down fork accommodates 6-piston radial braking, combined ABS is also part…. and all that gives a lot of confidence on the road. The universal joint is completely forgotten, the road holding is flawless, the protection very correct and the braking formidable. Even the ABS would be almost discreet when it kicks in.
Blown away? Yes, completely. This new VFR 1200 really takes a step forward, so much so that it is no longer a VFR but something more (a VFR XX?). The dual clutch and automatic selection are amazing (you can tell Honda has done a good job), and I think the system is even more efficient than a track bike shifter. A CBR equipped with this type of box would give all the competition a huge blow of old..
The perfect Honda VFR 1200 Dual Clutch Transmission? Not far, but some details still bother. The button – to lower gears is not found instinctively (it takes a bit of getting used to), the tank should be a little thinner at mid-thigh level, a center stand would be a plus, the price has become very salty and I would have liked to find the sport-GT spirit of my 750 VFR. That said, this DCT transmission is a real tour de force, and a treat to use..
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16,790 €
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Replaces
VFR 1200 F DCT 2011
Model marketed in
2010
2011
2012
Performances
-
Max speed:
280 km / h
The technical aspect
Honda VFR 1200 F DCT 2012
- Frame
- Frame: Double aluminum beam
- Tank: 18.5 liters
- Seat height: 815 mm
- Length: 2,244 mm
- Width: 886 mm
- Height: 1,222 mm
- Wheelbase: 1,545 mm
- Weight in running order: 277 kg
- Train before
- 43 mm inverted tele-hydraulic fork, deb: 120 mm
- 2 320 mm discs, 6 piston radial calipers
- Front wheel:
120/70
– 17
- Transmission
- 6-speed gearbox and double clutch
- Cardan transmission
- Rear axle
- Single-arm and single-shock absorber, deb: 130 mm
- 1 276 mm disc, 2 piston caliper
- Rear wheel:
190/55
– 17
- Motor
- 4 Cylinders
in V at 76 °
, 4 stroke - Cooling: Liquid cooling
- Injection
- 2 ACT
- 4 valves per cylinder
-
1237 cc
(81 x 60 mm) -
173
ch
at 10,000 rpm -
13.10 mkg
at 8,750 rpm - Compression: 12: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
BMW K 1300 S 2012
Kawasaki 1400 ZZR 2012
Suzuki 1300 GSX-R Hayabusa 2012
Gallery
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