2010 HONDA VFR1200F SPECIFICATIONS

ENGINE
Engine type: Liquid-cooled, V4, four-stroke, 16-valve, Unicam
Bore x stroke: 81 x 60mm
Displacement: 1237cc
Compression ratio: 12.0:1
Transmission: Six speed
Power: 170 hp
Torque: 129Nm

CHASSIS
Frame type: Aluminium twin-spar
Front suspension: 43mm cartridge-type telescopic fork with stepless preload adjustment
Rear suspension: Pro-Link with gas-charged damper, 25-step (stepless remote-controlled hydraulic) preload and stepless rebound damping adjustment
Wheels (front/rear): Five-spoke 17 x 3.5 / Seven-spoke 17 x 6.0
Tyres (front/rear): Dunlop Roadmax 120/70-17 / 190/55-17
Brakes (front/rear): 2 x 320mm dual floating hydraulic disc with two 6-piston calipers, C-CBS/ABS and sintered metal pads / 276mm hydraulic disc with 2-piston caliper, C-CBS/ABS and sintered metal pads

DIMENSIONS
Weight (claimed): 267kg
Wheelbase: 1545mm
Seat height: 815mm
Fuel capacity: 18.5L

PURCHASE DETAILS
Price: $24,990 + orc
Colour options: Candy Prominence Red; Seal Silver Metallic

Test bike: Honda Australia
www.hondamotorcycles.com.au

Honda has a rich history with V4 motorcycle engines, producing some of the most iconic race bikes in the history of the sport such as the RC30 and RC45, not to mention its current MotoGP contender, the RC212V.

In Honda’s case, a new V-shaped four-cylinder has long been rumoured, with everything from a MotoGP-inspired superbike to a complete GP replica featuring as artist impressions over the past two years.

So when Honda revealed that it’s actual latest V4 to be released would be a sports tourer, some were surprised somewhat, but realistically we shouldn’t have been – the VFR range proving the perfect project to slot a 1237cc V4 engine into.

As the predecessor of the popular VFR800, itself a V4, the new VFR1200F has widely been hyped since a number of spy photos leaked, teaser websites were launched, and finally, the production version was unveiled at the Tokyo Motor Show in late 2009.

The world that we live in right now thrives from new sportsbike releases, something that I’m also guilt of, so it was refreshing to see so much hype that surrounded a sports tourer in the lead-up to its release.

I guess the big question is, is the VFR1200 more of a sportsbike or a tourer? Well, the size of it and its host of accessories would suggest touring would be the better option, however with MotoGP technology and the might of Honda’s resources behind it, never dismiss Honda’s sporting prowess.

Adding to the sports factor of the new VFR is that fact that Honda held its international launch at Sugo Raceway in Japan – an ex-Superbike World Championship circuit – with no sign of a road ride to be found.

Luckily for me, the Australian domestic launch was run in March on the Putty Road, with Honda Australia taking us from its St. Ives Honda Australia Rider Training centre up to the Hunter Valley in a day of great fun in the sun on big red’s latest model.

While not exactly a long haul, the ride up the Putty over a couple of hundred kays proved a perfect playground to get a feel for both the sporting and touring capabilities of the VFR1200F – all while thankfully dodging the weather in what was forecast to be a rainy ride on the day.

Now I’d seen the numerous images that have popped up over the net and also read various reports from the international launch from last October, but the morning of the launch at HART was the first time I’d laid eyes on the new V4 in person.

Its sleek lines mirror the design philosophy that the incredible Fireblade features, with smooth surroundings made up by a minimalist rear-end that’s spearheaded by a unique front.

The great thing about the VFR1200F is its unique styling – see one on the streets and there is absolutely no way that you’ll mistake it for anything else on the market at the moment.

And while the new 1200 does fall in line with Honda’s most recent styling features that you can find on many of its latest offerings, its design does also leave little doubt that it does follow in the footsteps of the VFR800.

My first surprise upon sitting on the VFR1200 and heading into Sydney’s peak hour was how low to the ground the seat is and how slim the ride feels between your legs, basically all thanks to Honda’s design of the cylinder layout as you can read in the technical piece below.

Being able to rest both feet on the ground at a standstill was a great bonus on a bike that hits the scales at 267 kilos (claimed), something which would be an even greater advantage if it was packed up with equipment for a long ride.

Honda has forged a great balance between sports and touring with the VFR1200F.

Interesting to note is that the triangle between the handlebars, foot rests and seat is identical to the VFR800, setting up a seating position that has wide ’bars that aren’t too high or low, a comfy reach from the seat to the ’bars, with the ’pegs at a position where you’re more than able to carry some lean angle around the bends.

Fast forward to where the bike is in its element out on the open roads and away from the bumper-to-bumper traffic as we reached the Putty and the VFR really comes into its own.

You forget that your supposed to be on a sports tourer, instead finding yourself caught up in the thrill of holding corner speed and extracting the best out of the extremely capable handling package – complete with upside-down forks, a single-sided swingarm and ultra powerful brakes.

It feels light in the corners considering its weight, a cinch to pull up in a hurry, and very balanced in the way it does the job of taking on all you can throw at it.

However, when mixed with the exceptional comfort over a decent amount of kays, the whole package comes together to produce and experience that I’ve not had before on the road in the real world.

Everything is a compromise between handling and comfort in motorcycling, however Honda has achieved this combination very well with the VFR1200 exactly as I’d suspected before swinging a leg over it for the first time.

I mentioned the brakes above and they are yet another exceptional aspect of the ride. The slightest application of the front will have your speed decreased in the safest of manners as the Anti-lock Braking System does its job nicely, the suspension weight transfer also assisting in its stopping power.

While you do have the option of slamming on the brakes in the case of an emergency, you’ll find that the rear has enough power to adjust your speed for sweeping turns while cruising on a long stretch of road without any complete stops.

Since it’s combined with the front, applying the rear as you negotiate the corners will balance the suspension and slow you down accordingly, something that I enjoyed again and again up the Putty.

The layered fairings make for great protection and unique looks.

There are plenty of straps to tie on your gear while the panniers and top box available in the accessories catalogue add to the touring potential, as does the windscreen extension that adds to the already protective standard screen.

In fact, the layered fairings of the VFR1200 does a fantastic job of cutting through the air and keeping it away from the rider, also working a treat to keep things cool when riding in the heat.

Perhaps the most instrumental part of the new VFR’s popularity and hype is its V4 engine, a particular piece of the motorcycle that I was eager to put through its paces, however very uncertain as for what to expect.

Straight away the sound instantly pulls you in, begging you to blip the throttle to hear the edgy sound that stems from the exhaust time after time, sounding even better once on the pipe.

It’s not radically loud or painfully soft, it’s just nice, unique in its own way and very much reminiscent of the V4s in Honda’s iconic past.

The engine’s performance in itself is genuinely nice to ride, the application smooth in its delivery from zero throttle and then gaining steam with supreme smoothness.

You can feel the torque from way down at around 3000-4000rpm, with the possibility of short-shifting around the low rev range being very apparent as I worked out where the meat of the powerband is situated.

The funny thing is, you can rev it hard to around its redline mark of just over 10,000 or you can lag it below 5000 – either way you’ll enjoy the ride immensely.

While revving it hard sounds great (just watch the rev limiter), maintaining less rpm and using the fat part of the torque curve will ultimately offer the greater result as you accelerate from point to point.

The dash is simple yet effective as most Hondas seem to be, with an analogue tachometre backed up by an LCD speedo, fuel, coolant, temperature levels and fuel consumption. The display also includes a clock, ambient temperature display, HISS indicator and ABS indicator.

Refreshing for Honda is the fact that it has a gear indicator, too, something that I always look for to no avail when climbing on the Fireblade or CBR600RR.

The Aussie launch was held in a quick trip up the Putty Road.

All of the controls are comfortable, again unique in the way they feel as your thumbs navigate the handlebar controls, although you’ll have to become accustomed to having the reversed indicator and horn buttons!

Overall there’s no doubt that Honda has done a sterling job with its latest and greatest model to hit the market, reaching out to a demographic goal of 40-plus who are looking for quality and sophistication in their rides.

I may not be over 40 just yet, but I can safely say that the VFR1200F has opened my eyes up to an entirely new riding style in just a single day in the saddle.

Touring may be on the cards in my lifestyle after all – as long as it retains a bit of sport, which the VFR does superbly.

TECHNICAL INFORMATION
The VFR1200FA adapts and builds upon the latest race track-bred technologies to create a machine that is many things to many riders.

With the key design criteria being mass centralisation, consummate rider control and aerodynamic efficiency, Honda has created a motorcycle true to their reputation, delivering once again on innovation and performance.

The 1237cc liquid-cooled 76-degree V-shaped four-cylinder VFR1200FA engine has been designed to provide its rider with high speed, quick acceleration and a strong, engaging feeling. Its linear torque curve is focused in the low and mid range, making it possible for the rider to simply roll on and off the throttle while powering through bends.

To allow full enjoyment of the engine’s power while still providing a high level of comfort, vibration needed to be carefully managed. The Symmetrically Coupled Phase-shift crankshaft uses 28-degree crankpin offset to eliminate primary engine vibration.

The engine has a claimed 170 horsepower at 10,000rpm and 129Nm of torque at 8750rpm, however it’s interesting to note that 90 percent of that claimed torque is delivered at around 4000rpm.

A unique cylinder layout with rear two cylinders located innermost on the crankshaft and front cylinders located outboard was developed for this purpose, resulting in a slim, compact ‘waist’ that effectively lowers the seat height thus making it easier for the rider to place both feet flat on the ground at rest. This gives the rider the feeling of being in the bike rather than perched on top – crucial for feedback and control.

The VFR1200FA utilises the Unicam single overhead camshaft cylinder head design from the popular CRF motocross range.

Also borrowed from the CRF range and the RC212V MotoGP bike is the sealed crankcase system that reduces the pumping loss created through piston movement and air density. This system has never been used on a road machine before but the gains for the rider are identical – electrifying throttle response and improved fuel consumption.

Acceleration is ultra smooth with the V4 motor in the latest VFR.

To aid control under intense deceleration a slipper clutch is fitted, similar to the system on the CBR1000RR Fireblade.

It’s driven by a unique shaft drive, which Honda claims has the responsiveness of a chain-driven motor, designed to be responsive as your open the throttle-by-wire system for acceleration.

The single-sided swingarm uses an offset pivot that allowed technicians to fit the shaft further forward, contributing to higher stability at speed, improved traction and better handling on corners.

A sliding constant velocity joint at the rear of the shaft means that there is no lag between the twist of the throttle and the engine’s acceleration rate, according to Honda.

One listen to the exhaust note of the V4 engine and you’ll be hooked, the 1-2-4-3 firing order producing the distinctive pulsing sound of the VFR1200F.

The exhaust layout was made as compact as possible, and has been engineered to provide excellent cornering clearance and minimal intrusion to the rider’s and pillion’s feet.

The high-volume, twin outlet high chrome muffler produces an unobtrusive but fantastically stirring note that is authentic Honda V4 and distinguishes this from any other motorcycle.

The VFR1200FA frame, suspension and drive components are brought together in a unique configuration that facilitates both sportsbike power and smooth stability.

Its strong aluminium twin-spar diamond configuration frame is both lightweight and rigid, whilst the long swingarm contributes to balanced manoeuvring and exceptional high-speed stability.

Touring can make for some beautiful sights around Australia.

A compliant Pro-Link rear shock absorber with adjustable rebound damping at the back, and sturdy 43mm telescopic forks with adjustable preload at the front are designed for smooth handling.

The VFR1200FA is also equipped with the most highly developed brake technology for all-round sportsbike use, according to Honda’s press kit.

Powerful new Nissin six-piston callipers for the front and two piston callipers for the rear act on large discs, and a Combined Braking System creates the optimal balance of front and rear braking forces. The addition of a standard-fit compact and lightweight ABS supports both the motorcycle’s sports riding potential and its touring proficiency.

The brake disc size at the front of the VFR1200F is 320mm, while the rear has a single 276mm disc. The ABS is linked, with just two pistons activated at the LHS front when the foot lever is operated.

To make sure the brake pressure is distributed evenly at the front, the right-hand side pistons measure 25mm in diameter, while the trailing four pistons on the left measure 30mm and the leading pair of pistons 27mm.

The VFR1200FA is also the first motorcycle to feature ergonomic revisions to the handlebar and switch layout resulting in reversed horn and indicator controls. The indicator switch shape is designed around natural thumb movement for effortless operation.

The patented layered fairing design is a perfect match of form and function offering a unique shape and, at the same time, optimal air flow and heat management.

By effectively increasing the speed of the air by channelling it through smaller apertures before it reaches the radiators, engine cooling is optimised and the hot, exhausted air is channelled away from the rider and passenger for a cooler, more comfortable ride.

The VFR1200F is available in either Candy Prominence Red and Seal Silver Metallic.

The front of the motorcycle has been given a light, open look while also creating a profile that slices through the wind with the least possible resistance.

The cowl and body are fused together, creating one smooth, unified, aerodynamic surface. The rear design is compact and tapers upwards, emphasising the bike’s lightness and dynamic shape.

Dunlop Roadmax tyres are fitted as standard equipment.

The VFR1200FA is available in Candy Prominence Red and Seal Silver Metallic and is available from Dealers nationally at an MSRP of $24990.

If you’re looking to add to your ride, a wide range of optional equipment has been developed by Honda Genuine Accessories specifically for this motorcycle.

They include a 29-litre pannier kit, a sleekly designed 31-litre top box, a sporty three-position adjustable screen that integrates perfectly with the standard windscreen to extend wind protection for taller riders, fairing wind deflectors, heated grips, tank bag, underseat U-lock, outdoor/indoor covers and a 12 DVC Plug.

Note that Honda Australia has fitted a centre stand as standard equipment at no extra price to customers.

An automatic Dual Clutch Transmission version of the VFR1200F is due to be released in Australia, however wasn’t available at the domestic launch. Watch this space!

IMAGES: LOU MARTIN.