Honda’s new VFR1200F is one of this season’s most hyped motorcycles. Promising plenty, the Japanese giant is claiming it to be its next flagship model. That declaration has been backed up to some extent by early tests of the bike in Japan. Impressions of the V4 sports tourer ridden briefly on road and track in Japan were largely complementary. But for a more of a real world test, I flew out to Spain to try the bike on a wide variety of roads, and did so amidst some very different and sometimes quite challenging weather conditions. The conclusions I drew from that experience weren’t quite what I’d anticipated.
As someone with much experience of VFRs and their trademark easy-going, versatile and effective character, I thought this new machine would represent a real step forward – as you would do of a bike wearing the iconic VFR badge, and costing not far short of ?12,000. We’ve had to wait a long time for a significant update of this model, which should have given its designers a perfect opportunity to get things just right. However, I don’t think the new Honda lives up to those high expectations. The designers of next year’s incarnation seem to have dropped the ball (or maybe used it to play a different game). It’s an excellent bike in many areas, but it’s nowhere near as good as Honda claims it to be. And in the context of its rivals, it sadly falls short of their standards. This was apparent from the early stages of the test, even if some of the very first impressions of the bike were actually quite good.
There’s much on the VFR to be visually seduced by, and the style of the bike is something I’m especially impressed by. Looking bang up to date with its futuristic bodywork (and a lot better in the flesh than pictures) the VFR’s X-shaped face around its headlight and air intake area is sharp and contemporary. As too is its layered bodywork designed to protect the rider from excessive engine heat, as well as keeping the bike more stable at speed. The bulky exhaust end can isn’t the prettiest thing, though with emissions laws being as stern as they are these days, it’s a forgivable aesthetic flaw. At least it doesn’t hide the lovely seven-spoke rear wheel, bolted to the single-sided swingarm housing the final drive shaft.
The overall build quality and finish oozes quality and goes some way to justify the hefty price tag. However, checking its spec in a bit more detail reveals omissions that make that cost harder to swallow. Neither a centre-stand, rear hugger nor luggage are standard fitments; though the panniers and top box aren’t exactly capacious. Instrumentation is very basic compared to some bikes in this class, and there are no advanced electronics like traction control, push button-adjusted suspension or engine management options. This can be termed as quite a basic motorcycle by the latest standards. And that’s despite its throttle by wire, clever narrow engine layout, and 7000-mile service intervals. Equipment like the rumoured trick cylinder management system seems like an age away, though the VFR with the very effective and hi-tech automatic gearbox we tried earlier in Japan will be available at the end of 2010. Expect a price premium of ?1500-2000 for that model.
Honda VFR 1200FEarly riding impressions made me value the VFR more, even if conditions were hardly what you’d normally equate with Spain. With grip not at a premium thanks to overnight rain making the roads look very greasy, I had to tread carefully at first. But in typical Honda fashion the low-seated VFR coped with the challenge of reduced friction admirably, proving to be an extremely easy bike to manage. It takes little time to feel at home on, though the average steering lock can lengthen the process at times, with the stupid reversed horn and indicator switchgear conspiring to prevent it ever being fully possible.
The big 1237cc V4 engine is, just as you’d expect, extremely torquey and very flexible. One of the very few Hondas to feature a digital gear indicator, the device illustrates the motor’s strength perfectly with the number it displays often being academic to prompt acceleration. Gaining momentum is swift and civilised and can normally be accomplished by right wrist movement only, thanks to the engine’s rapid response. To begin with I was cautious with the digital throttle, but as the V4 is one of the key allies to security in these conditions, I soon became bold enough to open it more. Along with the very useful and usable engine torque is a beautifully linear increase in power to accompany the rise in revs. There are no peaks or troughs in the delivery to make life either inconvenient or unpredictable at any point.
Honda VFR1200FIn saying that, the very same feature can actually make the engine feel quite lifeless on occasion. And though it’s probably as powerful as the 170bhp Honda claims, the way the power is spread gives you the impression it might be around 20bhp shy of that. It might be potent, but it can also be very deceptive. Even the distinctive drone from the exhaust isn’t anywhere near as audible as it could be.
The engine is also a bit vibey. At higher revs under little load, some high frequency tingling comes through the back of the fuel tank, and if you ask a lot of the V4 at low revs in bigger gears a light shudder briefly runs through the bike before it smoothes out and forges ahead. I have to admit I quite liked the ‘imperfections’ as I felt they gave the engine some much needed character.
Fifty miles were soon dispatched in the usual fuss-free VFR style, though over a coffee I felt quite unmoved by its achievements so far. Sure it had brought me to this stage in complete comfort thanks to its highly effective and relaxed nature, effective fairing and screen and, to this point at least, supportive yet plush enough seat. But the whole journey, though not exactly thrilling thanks to it being largely comprised of motorway, had seemed easy to forget. If this motorcycle was going to make an impression on me, it was going to take a fair bit longer than the trip had allowed so far.
Luckily the route then climbed into the mountains and twisted marvelously upward allowing the chassis to give a good account of itself – though perhaps it didn’t perform quite as well as the Honda engineers had claimed it would. At the earlier break in the journey, the VFR’s project leader had told me his bike was unique, describing it as a sports bike with ability to tour comfortably – in effect a sportier sports tourer. The next stage of the journey brought that issue and others into question, perhaps revealing the reasons behind some of the bike’s shortcomings.
Firstly, though I felt very confident riding along the still wet mountain roads primarily because of the excellent feel generated by the Dunlop Roadsmart tyres and suspension, manoeuvering the Honda did sometimes take more effort than a sportsbike normally does. On most occasions, the bike belies its approximate 280kilo fully wet weight, but there are definitely times when it’s more apparent. I wouldn’t describe it in any way as a handicap, and with the steering itself feeling quite light and quick to help begin the process of changing direction, negotiating the tortuous route never challenged me physically or mentally. Even so, when I did notice those extra kilos, the sportsbike class wasn’t the first I’d place this machine in. Though I would concede the shaft drive arrangement felt just as neutral as a final chain would.
Honda VFR1200FHeading for the lunch stop didn’t make me think of the VFR as too much of a tourer that readily either. I and another journalist both ran out of fuel before we got the chance to sit down and fill our own tanks. With only 150 miles recorded that was a very poor reflection on the long-distance potential of the bike, especially as the early part of the trip had been covered at a moderate pace. Honda staff claimed my bike only needed 14 litres to fill, suggesting it hadn’t actually run dry, and had therefore recorded a healthy 50mpg. The other bike, they said, can’t have been full in the first place. Worried, I later checked the consumption of my bike at the end of the test and got a consumption figure of 39mpg which, given the four gallon tank would give a maximum range of just under 160miles. In real terms that’s nowhere near good enough for a bike in this class, as you’d have to stop and fill a fair bit before then to avoid pushing. Given the scarcity of petrol stations in more remote parts of the UK and Europe, that might mean having to refuel every 100-120 miles or so to be certain of continuity. That’s simply not far enough to be considered acceptable as a tourer in my book.
The ride back to the hotel was a bit more pleasant. With the ambient temperature gauge reading bigger numbers, the roads became drier in places and generally easier to read. This allowed more enjoyment and a better assessment of the bike.
Honda VFR1200FNoted highlights by the end of the journey were quite numerous. Comfort had been maintained well, thanks especially to the wind protection at high speed – though my positive opinion of the seat wasn’t shared by all. Strong and safe braking from the excellent Combined ABS system was very impressive, even if not as good as the superior electronic version fitted the CBR sportsbikes. And ride quality from the excellent suspension, along with the engine’s nice manners that once again prompted compliment, all helped to end the day well.
But sadly spoiling that was the absence of any really endearing personality from the bike overall. There’s no doubting the VFR is a very accomplished machine, and one that’s easy to ride and like. But as for loving it, well that’s a completely different story.
Whatever Honda’s claims about how it sits in the market (see revealing separate section on the VFR’s project leader that helps explain what he thinks of the VFR’s position), the bikes it’s bound to be compared with (ie BMW’s K1300S or GT, Kawasaki’s ZZR 1400 or GTR 1400, Suzuki’s Hayabusa, Triumph’s Sprint ST, or Ducati’s Multistrada 1200) either beat it on price, equipment or, more importantly, sheer appeal. It might turn out to be a slow burner that you need lots of time and miles to bond with more, and only a long test on the bike in the UK will give us a chance to discover that. In the meantime my opinion of the VFR1200F is that it’s still a very good bike, but you’d only really think it was the best in the class if you hadn’t had the chance to try any of the competition. If you did that, then you’d appreciate the points I’m making about the Honda being a bit like a lovely big chocolate cake with insufficient icing. Sometimes, as it is in this case, even being very good isn’t quite good enough. Maybe its design is just a little confused. Or perhaps I’m just not judging it fairly? It goes on sale in February, and only then will we begin to really see if Honda’s got it right.
BOX – VFR Project Leader – Yosuke Hasegawa talks about his bike
The overall project leader for the VFR, Yosuke Hasegawa talked to us about the development of the VFR1200F
CIA – Which bikes are the VFR1200F’s rivals?
YH – We weren’t looking at any other bikes in particular when we designed the VFR. We’ve gone in a new and different direction with our bike. It’s really unique in that it’s basically a sportsbike more capable of touring; a more sporty sports tourer. A bike like the Suzuki Hayabusa is not really a sports tourer, it’s more of a superbike. And the Triumph Sprint ST is more of a tourer. Only the BMW K1300S really compares to the VFR.
CIA – The original VFRs were great all-rounders that were also very friendly. Aren’t you worried the VFR1200F will be seen as too powerful or sporty for typical VFR customers?
YH – Ten or twenty years ago the VFR 750 and 800 might have been enough. But these days customers want bikes like the VFR1200F. It was our aim to make it perform as strongly as it does.
CIA – Who are today’s typical VFR buyers?
YH – Older, more sensible riders who used to have sportsbikes and now need something more comfortable and practical. But these riders still have a sportsbike in their minds.
CIA – Do you think the VFR1200F is the new VFR and Super Blackbird rolled into one?
YH – Yes, I think so. But I think we will keep making the VFR800 (Honda UK confirmed it will still be sold here in 2010). I cannot say if there will be a new Super Blackbird, and neither can I say if Honda will use the new 1200 V4 engine in other bikes. I do think you’ll see the automatic DCT (Dual Clutch Transmission) on other Hondas though.
CIA – Why doesn’t the new VFR have more electronics like traction control?
YH – Traction control is used more on touring bikes. The VFR is more of a sportsbike and has appropriate technology like TBW (throttle by wire). We’re still developing traction and stability control systems, so maybe we’ll see them and other electronics on the VFR in future. That’s the direction in which bike design is heading.
CIA – Why isn’t there a cylinder management system on the VFR?
YH – We’re working on it. Maybe you’ll see it in the future.
CIA – Why has it taken so long to see the new VFR?
YH – We’ve been too busy making bikes for the huge supersport category. And we’ve taken longer than normal to make the VFR. It’s needed lots of effort and we’re really happy with it.
CIA – Why is the VFR’s tank so small?
YH – You think it’s too small? The capacity is very similar to the K1300S, and because the fuel consumption is very good we think the tank is not really too small for a sportsbike.
CIA – Do you think the VFR is an expensive motorcycle?
YH – We are very aware of costs at Honda, and I have done everything possible to keep the costs down.
CIA – What did you hope to achieve with the VFR engine design?
YH – We wanted a good sound and feel with little vibration. It was important to have a good beat and character. We think we have a V4 engine that’s somewhere between a V4 and an in-line four.
SPECIFICATIONS HONDA VFR 1200F
ENGINE
Type: 1237cc, liquid-cooled, 16-valve, 76? V-four
Maximum power: 170bhp @ 10,000rpm
Maximum torque: 95lb/ft @ 8,750rpm
Transmission: 6-speed
Final Drive: Chain
CHASSIS/COMPONENTS
Frame: Cast alloy twin spar
Suspension: Front: 43mm inverted telescopic forks, adjustable preload and rebound damping
Rear: Pro-Link rising-rate monoshock, adjustable preload and rebound damping
Brakes: Front: twin 320mm discs with six-piston radial C-ABS calipers
Rear: single 276mm disc with twin-piston C-ABS caliper
Wheels/Tyres: Front: 120/70-17
Rear: 190/55-17
DIMESNISONS/CAPACITY
Seat height: 815mm
Wheelbase: 1545mm
Kerb weight: 267kg (with 5litres of fuel)
Fuel capacity: 18.5 litres
Price: ?11,596
Contact: 0845 200 8000, www.honda.co.uk
Performance: 4
Handling: 4
Practicality: 3
Value for money: 3
Economy: 3
Style: 4
Overall: 3
