A leader of the VFR1200F project was the same man that also projected the now legendary CBR 1100 XX. Honda’s management orders were exact – make another legend, but even better than the CBR 1100 XX was.

To make this first test a little bit different, we will start with the price that is set a little bit high in our opinion. Around 15.000 UDS in the States and around 15.500 EUR in Middle Europe is the price that “Tokyo” believes is the right one for the brand new beast.

The new VFR1200F will come to our dealers on January 2010. As with the DN-01, the buyer will agree to purchase the VFR with the dealer, only then will order the bike to Honda, from which the customer will then be contacted periodically in order to assess the degree of satisfaction. The newcomer, however, will enjoy the exclusive premium treatment, that will include the warranty extended to 3 years,  the free road recovery in case of failure. The service period will be extended to once a year or every 12,000 kilometers (after the first one, at 1,000).

The VFR 750 was presented in 1986. Although it was not designed for racing, it had good racing ability and was used also to race. Than Honda released the magnificent RC30 that was racing-only oriented. The legendary VFR-V4 immediately assumed the role of the peak of the Japanese house technology. New versions were coming out about every four years until the displacement was increased to 800ccm in the final version. At the same time - in 2002 was also added the sophisticated V-Tec technology delivered from the cars.

 The New VFR1200F mission is to be more a revolution than an evolution of the specie. VFR1200F is clearly a revolution, while maintaining, as far as possible, the family, that is the fastest all-rounder.  Fun for sporty solitary driving and safe for travels in couple.

 As for the profusion of technology, the new 1200 is no joke at all. Already the fairing is double layered at the sides to execute two important tasks: a solution designed to break the flow of air that invest in the bike, distract the hot air engine from the legs of the pilot while making the bike more nimble the bike at high speeds. Another crack at the base of Plexiglas is needed to break the flow of air upward minimizing the vortices around the head of the pilot.

The engine was designed from zero esspecialy for this bike and is going to be also used on other models. Since very small it includes an angle between the cylinders of only 76 °. For a block as compact as possible so you can better manage the position in the chassis and this 1237cc V4 is also more compact than the same on the VFR 800. The configuration of the cylinder sees the two cilender placed together and the other two placed as distant as possible from each other. If you imagine the engine from the top, the cylinders are placed as the red squares in our logo. (We didn’t left nothing at the case ;) )
The engine produces 172.6 hp at 10,000 rpm with a torque of 13.1 kgm at 8750. The limiter is at 10,500 in the first five gears, but in sixth comes first, very sweet, so as not to exceed 250 km/h.

The chassis is nothing revolutionary, but Honda was working on weight and center of gravity.

The chassis is a twin-spar cast aluminum, with Pro-Link rear suspension, driven by a single-sided swingarm that drives a shock absorber adjustable for preload HMAS gas (through outer knob). Front suspension includes a 43 mm upside-down fork, even with HMAS cartridge inside and also adjustable preload and extension. The bike is stand equipped with radial Dunlop Roadsmart from 120/50 - 17 at the front and 190/55 - 17 at the rear. The braking system consists of two 320 mm discs with 6-piston radial calipers and a 276 mm rear disc with dual-piston caliper, combined braking system operated by CBS.

Even Honda made a compact engine with a light chassis, the declared weight is still 267kg / 588.6 lb curb, because the main objective of the project therefore was to make them disappear dynamically working precisely on weight distribution.

The bike looks very elegant, but massive at the same time. The voluminous silencer megaphone looks also massive, but it has a reduced lateral dimension to be able to bend as much as possible. Everything is carefully packaged and finished with typical Honda details. Instrumentation includes the gear engaged, the temperature of the air, but unfortunately does not report data such as autonomy and liters of fuel tank remaining and the instantaneous power, it was logical to expect on such a product. The fuel tank has only 18.5 liters and it is that much for a touring oriented and powerful 1200.

THE DRIVING:

The tank at first sight looks massive, but not too wide between the legs offers enough space even for the highest riders. Compared with the 800 V-Tec, the drivers sits closer to the handlebars, his arms and legs far more relaxed, on a well-shaped saddle that allows you to comfortably rest their feet on the ground when stopped. The rear seat is despite of the looks comfortable and spacious and with the legs relaxed.

The bike is impressive, but I had already noticed just how undemanding is to move being in the saddle in the classic maneuvers to parking.

Does not take long to feel what the chassis is perfectly obedient and with the front end glued to the asphalt that does not seem to be riding a motorcycle of this size.  The bike corners like a sports bike with rapid insertions in curve and also more rapid exits doe to the engine full of torque. The driving on the highways is a divine pleasure, that you almost forget, that you are traveling at high speeds. It’s a kind of bike that is agile when driving trough the city, for every day transitions, excellent for traveling on any kind of roads (even in pair), very fast on mountain passes and comfortable at the highway transitions.  

The VFR1200F is more exciting than you might think looking at her, almost perfect stability, accuracy and ability to fix, so really wonder where the hell are all those extra pounds, obviously very well distributed. The engine accepts the entire opening in sixth from existing 1,500 rpm, rising gradually till strengthen the regime of the curve of torque at 4000rpm, then continue until the opening of the discharge valve, and then with increasing pressure up to the highest revs (the limiter invades at 10,500rpm). The response to the ride-by-wire is impeccably clean and smooth. With an engine like that you could take a decisive acceleration even when riding in sixth gear.
So, on fast roads, all curves are made perfect with the asphalt.

Also the brakes are efficient and powerful. You get a good progressive feeling when braking also thanks to the ABS and combined brake system.

As the end of the test I would like to specify the first few pros and cons while I am waiting for the complete testing that will last longer than the first ride impression.

 
PROS:

-          Easy guide

-          Engine performance

-          Handling, Stability

-          Power transmission

-          Gearbox

-          Traveling (even with two people)

-          Comfort

-          Low vibration

CONS:

-          Price

-          Nosy first gear insertion

-          Small fuel tank

-          No onboard computer (the competitors have it)

-          Low storage space without side bags