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“Really, DCT is awesome”
Published February 16, 2011 | 
Wes Siler, of Hell For Leather, has already been pretty vocal about his unpleasant experience on the new Honda VFR1200F, so it’s a bit of a surprise to see him not only back one one, but liking it. What he likes, specifically, is the one thing I’ve been leery about, which is the new Dual-Clutch Transmission (DCT). Owning an AE-model FJR with the electronic clutch, I’ve found it convenient in city traffic, but a bit scary in parking lots, as I’ve mentioned many times before.
This new DCT, however, seems to be a different beast.
The thing that makes this transmission so brilliant is that it actually, honestly, really improves control over the bike at low speed. Yes, some hydraulic pumps, two clutches and an electronic brain are better than my left hand at smoothly, predictably modulating power. Tight u-turns become a cinch, barely requiring your concentration. Pulling away at a crawl is as easy as twisting your right wrist. Coming to a halt, you just stop, the transmission simply cuts the power unobtrusively and instantly.
And that is precisely the bit of information I wanted to know about. The FJR AE has a problem with slow speeds. Once that tach drops below 2500RPM in first, the clutch engages and you lose all power. This mainly happens inevitably when you’re leaned over a bit pulling into a parking space, making the FJR AE want to flop over on it’s side. The key is to give it some throttle, and stomp on the rear brake to slow down. This requires a fair amount of hand-foot-eye coordination. That seems to be completely unnecessary with the Honda.
Of course, it also comes at a steep price, bringing a DTC-equipped VFR to a sticker price of $17,499. That’s perilously close to BMW territory when it comes to pricing. But, without the BMW’s large-capacity bags, heated seat, grips, ESA, traction control, and usably large fuel tank.
With gas mileage in the 30s, and a 4-gallon tank, the VFR is hardly the best equipped “touring” model of the sports-touring category, unless “touring” to you means stopping every ton for gas. And the available luggage for the VFR is pretty small compared to the rest of the bikes in the sport-touring class.
It seems like a great, powerful bike with some great technology, but the high price and assorted drawbacks don’t impress–at least, not in a good way.
The rumor, of course, is that Honda already has a sport-tourer version of this bike in pre-release (as well as an adventure version). Perhaps they’ll rectify some of the current range and luggage issues with that bike. I suspect, however, that the drawback of high sticker price won’t be solved.
Honda ST1300 replaced by an ST1200F?
Published August 9, 2010 | The Spanish Motorcycling web site SoloMoto is touting an exclusive (in Spanish), which is that Honda will replace the venerable ST1300 with a touring version of the new V-4-engined VFR1200F. They state that their information is that a presentation of the new model will be held at the international motorcycle shows in Cologne or Milan (October or November respectively).
They report that the new model will be available with or without bags, as well as with or without the new DCT transmission option. Compared to the new VFR, this touring model will have higher handlebars and more relaxed seating position, suitable for touring. Based on the drawings they show, the preload adjustment for the rear suspension will be moved to the right side of the bike, and the front braking system my be different from the current VFR, due to having inverted forks. They also speculate that the rider’s seat height will be adjustable, and that the windshield will have electrical height adjustment. The new bike also seems to keep the dual-layered fairing of the current VFR.
So, for all you ST1300 lovers, Honda may be providing you with something to love even better.
Let’s just hope that while they’re piling on all these touring amenities, they give us a fuel tank larger than the VFR’s 4 gallons.
Honda VFR1200F: Shamu?
Published July 21, 2010 | Man, the guys at Hell for Leather really don’t like the VFR1200F. They took it out to the track, supposing that, since Honda says the bike has tons of sporting pretensions, it’d be kind of fun. Turns out, they thought it was terrifying.
Their four main complaints:
- Suspension is too soft
- Ground clearance for cornering sucks
- Controls are unpredictable and fueling is monumentally bad
- The ergos are poor.
Wes Siler sums up:
It’s nowhere near fast enough to be a Hayabusa or ZX-14 rival and doesn’t handle nearly as well as either of those bikes either. The riding position is more forward-leaning and uncomfortable than a Kawasaki Concours 14 and the Honda doesn’t come with luggage as standard. It kind of looks like a rival for the BMW K1300S, but that bike would run circles around Shamu in a corner and feels notably quicker.
What we’re left with is a bike that’s got a sporty riding position, but corners like it’s made out of jelly. A bike that’s got a big engine, but isn’t terribly fast. A bike that’s as heavy as a tourer, but looks like a sportsbike. A bike that’s supposed to be friendly, but is difficult to ride.
That’s more or less what I’ve been saying. An interesting bike that fills some incomprehensible niche. An all-round sports-touring bike that does neither well. I just don’t get it.
2010 BMW K1300S vs Honda VFR1200F Shootout – Motorcycle.com
Published April 12, 2010 | Motorcycle.Com has the results of their shootout between the BMW K1300S and the Honda VFR1200F. On paper the bikes are a really close match with the Beemer putting out 146.8HP and the Honda throwing out 146.4 HP. BMW has the edge in torque, though, with higher torque all along the rev line, except at the tippy top, and maxing out at 89.6 ft-lb compared to the VFR’s 82 ft-lb. The BMW hit max torque 700RPM shorter, too.
On the other hand, they write that the Honda is easier to ride, more maneuverable, more comfortable, and carries its weight better than the BMW. Both bikes sport about 5-gallon tanks, so neither one is all that impressive when it comes to touring range.
So, what’s the bottom line?
“Although the BMW may not have the utter refinement of the Honda, I wouldn’t be ashamed or regretful of having a K1300S in my garage if I’d purchased one and then later had the chance to ride a VFR1200F,” says Pete. “Furthermore, the practical techy options like anti-spin control, ESA II, etc, that have real-world application raise the K13’s’s price by only $1,800 more than the Honda’s, making a case for the BMW being the better value. Frankly, the BMW’s Premium Package option is simply worth the added cost over base MSRP, especially so if you amortize that $1,800 across the term of a loan.”
The price on the Honda is the kicker. For what you get for the money, I’d agree that the BMW is probably a better deal. You really do have to ride a BMW to really get how good the ESA is. And the BMW cruise control really is excellent.
I really wanted to like the new VFR a lot, but this 1st-gen model doesn’t seem to quite have “it” at the price Honda’s asking you to shell out.
Honda VFR1200F Pricing Announced…Partially
Published December 8, 2009 | Honda USA has announced the pricing for the manual-transmission version of the VFR1200F as $15,999. Still no pricing for the dual-clutch model, but we can expect it to be significantly higher, I suppose.
I guess I still don’t get it. Who is this bike for? Certainly not touring people, who will hate its “fuel-suckery +_small tank = limited range/no standard luggage” equation. Not sport-bikers, who’ll hate dragging around it’s lardy bulk. Honda had the chance to bring out a really game-changing sport-tourer or hyperbike. People who’ve rode it say it’s nice, but not spectacular.
Even the old VFR fans I’ve talked to seem disappointed by the specs for the 1200.
And, for 16 grand–probably 17 grand for the duel clutch version…well, that’s almost in BMW territory.
Somehow, I don’t see K13GT riders making a switch to the VFR any time soon.
2010 Honda VFR1200F First Ride
Published October 28, 2009 | Since Motorcycle-USA’s Ken Hutchison was already in Japan for the Tokyo Motor Show, he was conveniently available to go out to the Sugo racetrack and hop aboard the new VFR1200F at the press demo. In return, he’s provided us with a nice first ride review that’s pretty comprehensive.
I’m not going to steal his thunder by quoting extensively from his review, but I was interested to read this bit about the new Dual Clutch Transmission (DCT):
When riding the DCT bike it’s clear that the system is dialed in. There are two modes to can select from while on the fly, D-mode for regular or street riding and S-mode for sport riding. In D-mode the bike shifts well-before it starts making real power. Instead, it just chugs along, shifting gears and accelerating in a mellow manner in order to maximum fuel efficiency and minimize strain on the rider. Don’t be misled into thinking the auto clutch is a snoozer. In S-mode the motorcycle is as fun as the standard version. To my surprise the bike shifts in a very intuitive manner, making both up- and downshifts precisely and effectively on the track to the point where I was comfortable letting the bike do the work while I focused on enjoying myself on the winding, twisty Sugo race track. The VFR never initiated an unwanted shift, and yet if you don’t agree with the gear it chooses then simply select a different gear with the paddle shifter. The bike reverts to manual mode as soon as you intervene.
It’s interesting to see this, personally, because I ride a Yamaha FJR1300AE, the one with the YCC-S electric clutch system. It operates similarly to the Manual” mode of the Honda DCT, but I’ve really developed a love/hate relationship with it, and I’m ready to go back to a standard transmission bike.
The YCC-S has its positive points. Upshifts are generally speedy and so seamless you don’t even have to let up on the gas to shift. It’s also nice in city commuting traffic. But, it also has its problems. Downshifts are slow, and require attention, because kicking the shift lever, or flicking the handlebar shifter doesn’t necessarily result in an instant downshift. Or, sometimes, any downshift at all.
And the YCC-S really does want to try and kill you in parking lots. The clutch engages/disengages at around 2500 RPM. Or 2700. Or 2300. Whatever. So, you often find yourself at slow speed, maneuvering into a parking lot when the clutch engages, and you lose all power to the rear wheel–which is not something you’re keen to happen when you’re leaning over at 5 MPH.
So, I’m curious about Honda’s DCT system. It appears to work fine on the track, but I’m wondering how easy it is to live with when pulling into the local Albertson’s or Safeway. My experience with the YCC-S makes me wonder if it’s really all that great.
2010 Honda VFR1200F
Published October 8, 2009 | After months of anticipation, Honda released the images, specifications, and availability details of the new VFR replacement, the VFR1200F.
Let’s start with the pictures. Shown below is the only version that will appear in the US,with its red livery. Why the euros get multiple color choices, and we have to be satisfied with a single color is beyond me, but here it is. Click the thumbnails to enlarge.
I have to say right up front that the looks don’t grab me. The blunt nose with the odd-shaped headlight just don’t do it for me. Maybe the look will grow on me, but the first impression doesn’t…impress.
The specs for the bike are more to my liking, and pretty interesting.
First up, it’s a serious step up in power from the current generation VFR. Honda claims an output of 170HP at 10,000RPM and 95lb-ft of torque at 8,750RPM from the 1237cc V-4 power plant. However you slice it, those are very respectable numbers, and a big leap from the current VFR. The engine also sports variable cylinder technology that uses two, three, or four cylinders, depending on throttle input. The four cylinders are set at different angles, with the rear two cylinders located innermost on the crankshaft and the front cylinders located outboard in order to narrow the rider’s seating position.
The buyer will have a choice of transmissions. You can choose a standard 6-speed transmission, or spring for the dual-clutch 6-speed transmission, with a manual mode that shifts via a finger paddle on the handlebars, a la the FJR1300AE, and two automatic options: one for sport, which takes each gear to the redline before shifting, or a short-shifting economy mode. Power gets from the tranny to the rear wheel via a brand new shaft drive system that sports an offset pivot point and sliding constant-velocity joint to eliminate driveline lash.
Rear suspension for the VFR is a Honda Pro Arm® single-sided swingarm with single gas-charged shock with a remote spring preload adjuster, adjustable rebound damping and 5.1 inches of travel. Front suspension is provided by a 43mm inverted cartridge fork with adjustable spring preload and 4.7 inches of travel. But not, apparently, rebound damping. The latter may be a consideration for some.
You may have already noticed the two-tone fairing. That’s part of Honda’s new air management system. Honda calls this “layered fairing technology”, and explains it as follows:
By effectively increasing the speed of the air by channelling it through smaller apertures before it reaches the radiators, engine cooling is optimized and the hot, exhausted air is channelled away from the rider and passenger for a cooler, more comfortable ride. The heat generated by the powerful, enclosed V4 engine is also channelled away to keep hot air away from the rider.
Apparently, Honda gave some thought to heat management in precisely the way that Yamaha and Kawasaki did not when creating the first gen FJR and Concours14.
Unfortunately, it doesn’t appear they gave as much thought to travel range, with the VFR1200F having only a 4.9 gal tank. This is a serious deficiency if the VFR is supposed to do any serious touring. Even worse is the claimed 36.5 MPG fuel efficiency. Taking Honda’s claims at face value give the VFR1200F a maximum fuel range of 179 miles. Both the efficiency and range seem a bit low for a bike that uses variable cylinder technology for economy. In fact, that’s just plain low, no matter what. This is the biggest disappointment I can see from the claimed specs. It’s a gas hog with a small tank. Great.
It’s also a pretty big bike–though significantly smaller than the ST1300–with a curb weight (full of gas and ready to ride) of 591lbs for the standard transmission model and 613 lbs for the super-tranny version. It’s still lighter than an FJR or Connie, but significantly heavier than most sport bikes.
Bringing all that weight to a stop comes from dual full-floating 320mm discs with CBS six-piston calipers with ABS in front, and a single 276mm disc with CBS two-piston caliper with ABS out back. Supporting it all is a
So, now we’ve seen the pics, and we’ve read the specs. And I have just one question about the VFR1200F.
What is it?
Is it a sport bike? if so it seems awfully big for it. Hustling a 600 lb bike through the twisties can be done, of course, but all that extra weight has inertia to match, which limits its canyon-carving ability.
Is it a touring bike? Then why is the tank so small, fuel range so compromised, and the luggage so downsized?
Is it a ‘Busa-style superbike? Then why only 170 horses? Ultimately, a ‘Busa or ZX-14 will be admiring it in their rear-views.
The more I look at it, the more it seems like a niche bike without a…niche.
I really wanted to be impressed with this bike. I thought that with all the new technology we’d be getting…I dunno…more. What it is, though, seems like a bastardized compromise between a sportbike and a sport-tourer that does neither of those things very well. For a sportbike, I’d want it lighter, with a shorter wheelbase. For a tourer, I’d want better mileage and range.
Of course, if you want a compromise bike, it seems like the VFR1200F will deliver that in spades.
Honda VFR1200F Interview
Published October 2, 2009 | Honda UK’s test rider Dave Hancock has done some extensive riding of the new VFR1200F. He seems to like the new bike a lot. He’s positively glowing about it.
It sounds like a wonderful machine, doesn’t it? The thing is, while he’s talking about the bike in such glowing terms, I can’t help noticing that he’s wearing a red shirt. And it has a big ol’ white wing on the left breast. That says “Honda” right beneath it. So, I gotta wonder if he’s, you know, the most objective source of information.
I’m just saying.
The Mysterious V-4 and the Return of the UJM
Published September 30, 2009 | Honda has been hinting about it. They’ve been dropping tantalizing videos about it. They’ve issued technical white papers on it. They’ve even had it out in semi-public places where the overly-inquisitive could take spy shots of its pre-production form. But today, Honda officially confirmed that the new 1200cc V-4, V-Tec motorcycle will be a part of the 2010 Honda Line-up, and will unveil it to the world at the Tokyo Motorcycle Show in three weeks. Named the VFR1200F, Honda says the new motorcycle is a dedicated sport-touring bike. We still can’t see it yet, because Honda is keeping the final appearance under wraps until the Tokyo unveiling, but I’m sure all the VFR fanatics–and are there any other kind of VFR riders?–are now thinking seriously about getting hold of one as soon as their finances allow.
2010(?) Honda CB1100
But that’s not all they confirmed today. Big Red will also be bringing the CB1100 to the Tokyo show as well. It harks back to the iconic UJM bikes of the 1970s, like the 750Four or the Kawasaki Z900. It even has the throwback chrome fenders.
Interestingly, it’s not water-cooled, but rather obviously an air/oil-cooled inline-4.
This is what motorcycles were like when I was a kid. Naked bikes, ready to accept whatever customization you wanted to provide.
The only down side is that Honda hasn’t specifically said that this is a 2010 production bike. Just that they will be unveiling it in Tokyo. But I suspect they wouldn’t unveil it for no other reason that to say, “Glad you liked it. We aren’t going to do anything with it.” I suspect this is, in fact, an upcoming model, especially since it looks almost exactly like the CB1100F concept bike they showed off two years ago.