The 2010 Honda VFR1200F shown here doesn’t have cylinder deactivation or the dual clutch transmission, those are being saved for a higher spec version that’ll premier at the Tokyo Motor Show later this month. What it does have is a 76° 1,237cc V4 developing 172.72bhp at 10,000rpm and 85lb/ft of torque at 8,750rpm. It’s going to need that power becuase it weighs a shocking 267kg/588lbs (wet). Full specs below.
Update: More information, analysis, official info and video below.
It turns out that 588lbs weight is for European-spec bikes and that the US market version, we’re guessing due to those stupid California evaporative emissions canisters, weighs in at 591lbs. More importantly, Honda US is also quoting a weight for the dual clutch-equipped model – 278kg/613lbs. Assuming that option will carry a price premium and no performance benefit over the existing sequential six-speed, we predict poor sales for models so equipped. There’s no word on a price yet.
We’re guessing that, like us, you’re a bit underwhelmed with the launch of Honda’s new flagship. All the technology we were expecting – the fancy gearbox and cylinder deactivation – appears to be optional and undesirable (increased cost without a clear benefit) and the spec sheet is relatively underwhelming compared to presumably cheaper competitors like the Kawasaki ZX14. That bike is big and comfy, yet makes 187bhp and 113.5lb/ft before ram air kicks in and weighs just 257kg/566lbs (wet). It does lack shaft drive. The BMW K1300S does have shaft drive, but is also lighter (255kg/562lbs) and makes equivalent power (173bhp) and more torque (103lb/ft). That BMW’s optional extras (ESAII electronically adjustable suspension with unprecedented variable spring rate) deliver a clear return for their extra cost.
Honda is really pushing the V4 engine and its motorsports heritage as this bike’s unique selling point, but this is a big sport touring machine, not a race replica. Is the association with GP bikes really going to sell a long distance road bike?
Engine Type: 4 cyl. V-4 at 76 ° 4T LC SOHC 16-valve Unicam
Displacement: 1,237 d.c.
Bore x Stroke: 81.0 x 60.0 mm x 4
Compression ratio: 12 to 1
Max Power: 172.72 hp at 10,000 rpm
Maximum torque: 129 Nm / 8750 rpm
Idling speed 1050 to 1250 rpm
Crankcase capacity 4 liters
Power supply: PGM-FI electronic injection
Clutch: oil, wet
Clutch Operation: Hydraulic control
Gearbox: 6 gears
Final drive: shaft driven single-arm
Chassis Type: Double beam cast aluminum vacuum mold
Geometry direction: 25.5 degrees, 101 mm forward
Swingarm: single-arm aluminum driveshaft
Front Suspension: Inverted telescopic fork 41 mm HMAS cartridge-type with adjustable spring preload without positions, 120 mm
Rear Suspension: Pro-Link HMAS gas shock, adjustable spring preload 25 positions, 120 mm
Wheels: Aluminum 17M / C x MT3.50 and 17M / C x MT6.00
Tires: 120/70 ZR17M / C (58W) and 190/55 ZR17M / C (75W)
Front brake: 2 hydraulic discs 320mm floating, 6-piston radial calipers
Rear brake: 1 hydraulic disc 2 piston caliper 276 mm
Brake System: Combined-ABS
Ignition system: Digital transistorized with electronic advance computerized control
Ignition Timing: 6.4 ° -10.4 ° BTDC (idle speed)
Sparkplug Type: IMR9E-9HES (NGK); VUH27ES (DENSO)
Starting: Electric Motor
Battery capacity: 12 V – 11.6 Ah (YTZ14)
Generator output: 560 W
Lighthouses: 2 x H7 (2x 55 W)
Rear: Double Light 21 / 5 W
Overall length: 2,254 mm
Height: 1,220 mm
Wheelbase: 1,545 mm
Turning radius: 3.2 m
Seat height: 815 mm
Ground Clearance: 125 mm
Curb weight: 267 kg
Maximum load capacity: 463 kg
Fuel tank capacity: 18.5 liters