FINANCING AVAILABLE (in FL)

There’s no doubting that the VFR1200F is a quality piece of kit. It oozes class. The paintwork is flawless, the panel fit is superb, the welds of surgical precision and the quality of the aluminium castings of the highest standard.

Behind the distinctive two-layer fairing the VFR12’s 1237cc engine bristles with MotoGP-derived technology and clever thinking. It truly is a stunning motorcycle.

The opportunity to sample that technology came firstly with a day ride along NSW’s famed Putty Road north of Sydney, and then secondly for two weeks at AMT HQ in Melbourne. Both samplings included damp roads as well as dry, so the test period was thorough to say the least.

It may have 50 percent more engine capacity than the VFR800 it supplements, but the 12’s riding position is exactly the same as the well-regarded VFR800 with the relationship between seat, handlebars and footpegs identical. However, the 12 is actually narrower between the legs due to its more compact engine.

Okay, so it looks good – but how does it go? Open the throttle on the VFR12 and it really boogies. The V-four pulls strongly from 3000rpm in sixth, but it’s around 5000rpm that things really begin to happen. That stands to reason with Honda claiming that 90 percent of the maximum torque is already on tap at 4000rpm.

Honda claims max power of 127kW at 10,000rpm – or 171 horses in the old language – with
max torque of 129Nm at 8750rpm. That’s nearly 50 horses more than Honda’s own ST1300, and around 50 percent more torque. Impressive.

There’s a glorious bark from the dual-outlet stubby muffler as the �flapper’ valve opens around that 5000rpm zone, and you’re never left in doubt that it’s a V-four you’re on rather than an in-line four. From idle through to the 10,200rpm redline the engine is a ripper. You’ll love it.

There’s plenty else to like about the VFR too. The brakes are immensely powerful with plenty of initial bite, the Combined Brake System (CBS) is unobtrusive and the ABS undetectable in normal usage. The days of those early ABS systems �pulsing’ at the lever are a distant memory.

The 12’s chassis is strong, stable and flex free, with the Putty’s bumps and patches putting it and the suspension to the test. I found the rear suspension a tad harsh at licence-preserving speeds, even with my 94kg torso on board, but at Autobahn speeds it will no doubt begin to function more compliantly. There’s adjustment for preload and rebound, but with bikes being swapped between riders on the launch ride there wasn’t a lot of opportunity to fiddle.

One thing that can’t be disputed is the VFR12’s sure-footedness, a damp section on the Putty amplifying the real-world abilities of the bike.

Controls are typically Honda, in that they are light and precise. Clutch take-up is progressive, with the slipper design assisting on downchanges when things get, errr, somewhat sporty. Surprisingly the gearbox of the AMT testbike was a little �notchier’ than the launch bike’s unit, but it may simply be a case of a little more running-in required.

It wasn’t all roses in the VFR12 garden though, and there were some annoyances on Honda’s $25K flagship. The standard screen is a tad low and leads to some helmet buffeting if you’re tall like me (187cm), although an extension is available in the options catalogue for $358.

The separate rear grab-rails offer good purchase for the pillion passenger, but without a closed-loop design they make attachment of a gearbag via bungee straps to the seat difficult. Not every VFR12 owner will want to spend $1670 on panniers and $1497 on a topbox. And the 18.5-litre fuel tank could really do with an extra couple of litres.

The attention to detail is evident everywhere. For example, the precise fit of the front fairing panels comes courtesy of special rectangular-shaped fasteners that locate the body panels tighter than would otherwise be possible with conventional fasteners.

Study every component of the VFR1200F and it’s easy to justify Honda’s $25K asking price for a new model. Even the seat hasn’t escaped Honda’s pursuit of quality excellence, thanks to a new process that literally bonds the seat cover (which has a special, tactile surface) to the seat foam.

the VFR12 is the sort of motorcycle that will engender pride of ownership long after the purchase cheque has been handed over.


VEE POWER

The VFR1200F’s 1237cc, liquid-cooled, 76-degree V-four engine bristles with technology drawn directly from Honda’s RC212V MotoGP program.

The rear two cylinders are located inboard in the centre of the crankshaft, while the front cylinders are located outboard. This configuration narrows the rear section of the engine, centralising the mass and making the 1237cc engine more compact than that from the VFR800.

The crankshaft features a 28-degree crankpin offset that works in concert with the 76-degree Vee angle to essentially negate primary engine vibration, removing the need for a balance shaft.

The VFR12 uses a unique ignition sequence of 104 degrees–256 degrees–104 degrees–256 degrees between cylinder firings, the V-four �feel’ further accentuated by the exhaust system which sees the header pipes for the two front cylinders substantially longer than the headers for the rear cylinders. Honda claims this asymmetrical pipe length alters the tuning of the exhaust pulses to blend V-four torque with aggressive in-line rush.

A single overhead camshaft directly actuates two intake valves per cylinder, with roller rocker arms with screw-type adjusters actuating the two exhaust valves. Honda claims the Unicam system saves weight and space over a comparable DOHC design while still allowing a 10,200rpm redline.

From MotoGP comes the VFR12’s sealed crankcase system, which Honda says provides the advantages of a dry sump design (decreased oil churning losses) without the separate oil tank. A scavenging pump pulls oil and gasses out of the crank chamber, and this reduction in atmospheric pressure reduces resistance for the reciprocating engine elements - crankshaft, pistons and connecting rod.

The VFR1200F scores a Throttle By Wire (TBW) system which incorporates an Electronic Control Unit (ECU) to process information from sensors which monitor engine speed, manifold pressure, gear position, vehicle speed, engine coolant and intake air temperatures, and throttle position.

The VFR1200F can be had with a standard six-speed manual gearbox with slipper clutch, or with Dual Clutch Transmission. The latter version of the VFR12 will not be available locally until June.

CLUTCH THIS

Honda’s Dual Clutch Transmission (DCT) won’t be available to Aussie VFR12 buyers until June, but so strong is Honda’s belief in the system it has 100 patents pending.

The DCT offers three operating modes: two full-auto modes (D-mode for regular operation and S-mode for sporty riding), and a six-speed gear-select manual mode for full rider control via paddle-shifter-type controls.
 
DCT employs independent clutches for the odd-numbered gears (1st, 3rd, 5th) and the even-numbered gears (2nd, 4th, 6th), respectively, with the two clutches operating alternately to effect gear changes.

For example, when changing from first to second gear, the computer detects the up-shift and engages second gear, then releases the first-gear clutch while engaging the second-gear clutch to achieve a smooth gear change. Honda claims it’s a fast and efficient transition that delivers extremely quick shifts.

Honda claims the advantage of DCT is that riders of less experience and skilled riders alike have one less task to deal with, which means more brain power to focus on all the other joys of sport riding.


OFF-SET ADVANTAGE

The VFR1200F chassis utilises a four-piece aluminium twin-spar diamond frame with a clever variation on the single-sided swingarm design.

The swingarm pivot sits in an offset position above the driveshaft with a constant velocity (CV) joint allowing for variations throughout the rear wheel’s arc of travel. Honda’s engineers claim the system enhances both handling and traction without extending the moderate 1545mm wheelbase.

The gas-charged rear shock is adjustable for rebound damping and features a remote spring-preload adjuster, while the 43mm inverted cartridge fork has spring preload adjustability only.

The VFR12 scores ABS as standard, with dual six-piston calipers combining with 320mm floating discs up front, with a two-piston caliper and a 276mm disc at the rear. The Combined Braking System (CBS) on the VFR12 has the front lever activating all six pistons in the right-side caliper and four pistons on the left side. The other two pistons are actuated when the rear brake is applied.