Now that I’ve had a chance to get more acquainted with the VFR, I’m really starting to like it a lot. I’m not too happy with the OEM Dunlops. I’ve gotten really sold on the Michelin Pilot Road, so the current set of Dunlops will be the last. The PR is just a far more responsive tire.
But, even with that said, I’m settling into how to ride the VFR, and sort of internalizing the new riding style it requires. As I do so, the bike seems lighter and more responsive. It certainly beats the FJR hands down in the handling department. As I get used to her, my confidence in what she can do continues to climb.
Yesterday, I took a huge gamble with the weather…and lost. It was 45° and just pouring rain.
But the VFR handled it with aplomb. It just motored right on through it with no drama at all.
Coming from the electronic clutch on the FJR to the VFR’s Dual Clutch Transmission (DCT) automatic transmission, I can say I don’t have a single complaint. In Drive mode, it just puts along, as gentle as a lamb. In Sport mode, hitting the twisties, you can really just ignore it, and power on through the corners. When it does shift gears, you hardly even notice that it’s done so. The transmission goes "click-clack", the engine tone changes slightly, the chassis does nothing, and you keep riding.
In manual mode, when you downshift aggressively…nothing much happens, either. RPMs go up a lot, more engine braking is felt, and you just…keep riding. The amazing thing about the DCT is that once you turn on the automatic mode, it’s completely ignorable. All you have to do is concentrate on diving into the corner, holding a line, and powering out. It’s a pretty amazing piece of technology.
It has a couple of less than perfect things, though they’re pretty minor. The black paint on the spine of the fuel tank scratches really easily. A tank protector is a must. The bike has a notable tendency to stand up straight under braking, so some discipline in corner entry speed is required. Finally, it seems Honda has been "helpful", and tamed the initial throttle response in first gear, so it doesn’t pull really hard right off the line. Then at about 4,000rpm—Boom!—instant power. I’d like a little less help in that area. I’d like to launch without the "helpful" nannying.
Those are pretty minor deals, though. In the main, this thing is as fun as a barrel of monkeys. I’ve just got 450 more miles of break-in before I can let her hair down more aggressively.
I can’t wait!
Finally, I’ve applied the very first customization on the VFR.
So, I’ve tooled around town on the new bike. Some initial impressions below. But first, a walkaround video and some pics.
I’m keeping it very sedate while I’m breaking it in, so I haven’t pushed the engine more than a little bit. But even a little bit of pushing and this thing takes off. For instance, i
n automatic, there’s a standard Drive mode that short-shifts and is very strongly biased to fuel economy…to the extent that you’re in 6th gear by 40mph. Not very exciting at all. Like a moderately sporty scooter. Then there’s the Sport mode. It’s…the opposite. It shifts at redline. And, while I can’t really use the sport mode much during the break-in period, it is…exciting. Let’s just say you can leave rubber from the rear wheel…in 3rd gear, though with brand-new tires.
You don’t need to know how I know that. Or how badly my pants were soiled.
The hardest thing to get used to is not shifting. Over the last three years, I’ve built up all these habits on the FJR. I upshifted with my foot, but downshifted by tapping the handlebar paddle. But there’s no need to shift at all on the VFR with the auto tranny. So, I have to keep stopping myself from tapping the shift lever on the handlebar, and pulling out of auto into manual mode.
Also, the FJR didn’t do anything at all until the RPMs hit 2,500. But as soon as you touch the throttle on the VFR, it goes. So, I’ve gotten a little sloppy on the throttle, because twisting it slightly on the FJR didn’t do anything. That is not the case with the VFR, so I’m re-learning how to discipline my throttle hand.
I haven’t yet figured out the optimum process for making sharp turns, or low-speed maneuvering in general. Like the FJR, the VFR takes a combination of throttle input and rear brake, but I just haven’t found that optimum amount of each that makes turning smooth. Without a clutch to keep at the friction point, low-speed stuff is a little tricky. I had it mastered on the FJR, but now I’m having to relearn it. It’s trickier on the VFR because it responds instantly to the throttle.
Interestingly enough, the VFR doesn’t pull hard from a dead stop, like the FJR did. The VFR stomps at >3,000 RPM, but the initial takeoff is fairly smooth and easy. Having said that, I also haven’t twisted the grip hard yet. We’ll have to revisit this impression after break-in.
I really like it so far. It seems much lighter than the FJR, though it isn’t, really, at just 50 lbs lighter. I’ve also only been able to ride in town, so I have no experience with the twisties, and even when I ride to work the next few weeks, I won’t be able to push it.
This break-in period is really hampering my usual riding style, which is…not conservative. Mainly, I’m riding it in the standard auto mode, which is so biased towards low RPM that it shifts to 6th gear at 40 MPH. So, I’m gonna have to wait for another 550 miles before I can get into the performance aspect of the machine.
So far, it’s exactly what I expected, and exactly what I wanted in a fancy gentleman’s sporting bike.
Yeah, I haven’t posted for 6 months. Mainly it’s because I’ve been really busy with other things. That seems to be my standard MO with this site. Post a lot for 6 months, then sort of move on to other things. Then, eventually, come back.
Well, I have a reason to come back, now.
Yesterday, on my ride home from work, I decided to go by North County House of motorcycles. While there, I saw a brand new 2010 VFR1200F with the DCT automatic transmission on sale. They’d marked it down from $17,499 to $11,999. So, I traded my FJR1300AE for it on the spot.
This is the only picture I have of it, a crappy cell phone pic the sales guy took just before I geared up and rode off on it. I didn’t get bags with it, but I put my tailbag on it as soon as I got home.
I had a lots of work to do today, so I only got a chance to ride it to the store and back. So I’ve only got 20 miles on it. I can already tell that there’s a bit of a learning curve for it. I’ll keep updating my experiences with it as I break it in and get used to it.
The main difference is that, unlike the FJR AE model, you don’t have to hit 2,500RPM on the tach before it starts to move. Touck the throttle and it goes. And I mean goes. The performance simply outclasses the FJR in every way…if you want it to.
It’s got lots less wind protection and general cushy comfort than the FJR had, though I knew that going into it. I miss the heated grips, too.
But it’s a stonkin’ great engine. Which is what I was looking for in this case.
My cunning plan is to have both a fancy man’s sporty bike like a VFR or K1300S, and a fancy man’s touring bike, either the R1200RT or K1600GT. So, I guess I’m halfway there.