I’ve now got slightly north of 400 miles on the new VFR. I’m really impressed with her—except for a couple of minor quibbles. In general, my overall rating for the VFR1200F is "Wheee!"
The DCT just…works. In heavy city traffic, where I spent about 4 hours today running a whole bunch of errands, just putting that bad boy in "D" and letting the automatic tranny take care of everything is just sweet. There’s enough oomph that you can zip by cars when you need to with a twist of the wrist. At the same time, it’s perfectly controllable power at all times. You can just toddle around town without a care.
The paddle shifter works pretty well in Manual mode, too, but I have to say, with the automatic Sport mode I just don’t use manual too much. I don’t know how Honda worked out the algorithm to when it shifts, and what gear it picks, but it’s pretty amazing. About 99% of the time it picks just the right gear for whatever you’re doing at the moment. However it does it, it’s pretty sophisticated.
There is some vibration, but it’s not intrusive or bothersome. It’s nice V-4 vibration. I dunno how to explain it, except to say its part of the bike’s character. It lets you know you’re on a V-4 instead of an I-4. It doesn’t make your little hands sleepy or anything. It’s just…there. I like it. It kind of has the same feel as the BMW Boxer. It’s a good vibration.
Luggage is a problem. The VFR has a really wide tail light assembly. I’ve tried a couple of different sets of sport bags for the tail and they just don’t fit, without covering up most of the turn signals. I’m beginning to think this is an intentional design move by Honda to force people to buy the EOM luggage for $1000+.
Either way, I can’t seem to find saddlebags that fit, look nice, and don’t obscure the rear lights. So, I still have nothing but my Tourmaster top case to carry stuff with. I’d really like some other luggage options. I guess I’ll have to keep looking, because I really don’t want to have to pay Honda an outrageous price for what are essentially plastic boxes.
It was pretty warm today, and I can already see that the Honda is gonna be way more comfy in hot weather than the FJR was. You get more air, and better, smoother air than the FJR. And the VFR doesn’t seem to bake you at a stoplight by bathing you in engine heat like the FJR. Superior air management. Of course, in cold weather, like we had last week, I’ll admit I missed the wind protection of the FJR and the huge Cal-Sci windscreen I had on it. I knew that would be the case going into it, but I had to re-learn how to dress for winter Southern California weather, like I did before I got the FJR.
Layers. That’s the key. Layers are important.
It hot weather, though, it’s a blessing to get moving on the VFR.
The footpegs are a skoche too high for my comfort. It’s not bad, but lower pegs would make the bike a bit more comfy for me. I think that’s gonna have to go into the "Deal with it" category, though. It’s a sporting machine for fancy gentlemen like myself, and if I lower the pegs, it’s going to compromise the lean ability a bit. Based on my experience so far, I probably shouldn’t do that.
The other ergonomics are just fine for me. The bar risers make the reach to the controls a bit sport-biased, but not uncomfortably so. Mainly, the bike fits me rather well. I’m happy with the extra sportiness of it.
The seat…meh. It’s an EOM seat. The FJR seat was better. The shape of the Honda seat just catches the back of my legs in a place where I don’t like it. Fortunately, both Corbin and Sergeant make seats for fancy gentlemen like myself. Heated, too.
Handling is way better than the FJR. It’s only 50 lbs lighter, but the way it handles makes the FJR seem positively porky by comparison. The thing is, I think that the Dunlop OEM tires make the VFR seem porkier than it should be. I really, really, want to burn through these tires to get a set of Pilot Road III’s on this baby. As it is, though, the VFR is pretty flickable for a bike that weighs 600 lbs.
I was also a bit apprehensive about the range with a 5-gallon tank, as opposed to the 6.6-gallon tank on the FJR. Not really a problem. I’m getting better mileage on the VFR—though that me be because I’ve been limited in my ability to push it, but even so, my range is only about 30 miles less on the VFR than it was on the FJR. Since I’m mainly a daily rider and not planning on going on long tours with it, it’s not really an issue for me.
The VFR could be a little quicker off the line. Like I wrote previously, it appears Honda has tamed the initial throttle response—it’s all fly-by-wire on the VFR—in 1st and 2nd gears. This is undoubtedly to keep you from killing yourself. Because if you switch to manual mode, the jam the throttle all the way to the stops from a dead stop, it accelerates gently, right up until the tach hits 4000. At that point, your arms get jerked out of socket, and the front wheel gently lofts off the ground. Maybe it’s a good thing that initial throttle response is tamed the way it is. Somersaulting your bike over like a flapjack at a stoplight would be embarrasing.
So, it’s not a drag racer. But when you’re zipping along right in the meat of the powerband, some throttle discipline is mandatory. Anywhere from 4,000-10,000 RPM, the VFR cranks. Assuming the weather stays nice, I’ll burn through the remaining break-in miles in the next week or so, and then…we’ll see what we will see.