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.
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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.

2010_Honda_VFR1200F_Options.jpgOfficial Honda options will include hard panniers, a top box, centerstand, Sat/Nav, fairing extenders (in front of the handlebars) and a flip-up screen.

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

Width: 886

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

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