After 10 years of waiting, VFR owners can rejoice in the announcement of the new 2010 Honda VFR1200F. Actually comprising of two models, the VFR will come in a standard model, and a model equipped with the dual-clutch automatic transmission.
Available in the Spring of 2010, the VFR1200F will make 172hp, and 95lb•ft of torque from its 1,237cc V4 motor. The new VFR is a big girl though, tipping the scales in Europe at 588lbs, and here in the US at 591lbs. If you want the dual-clutch model, expect a bike that weighs a staggering 613lbs. Pictures, videos, and specs after the jump.
As we reported earlier, the VFR will feature a 76º V4 motor with a unicam crankshaft, offset cylinder spacing, variable cylinder management, throttle-by-wire, and an optional dual-clutch gearbox that’s mated to an automatic transmission. Riders opting for the manual shift model will get to enjoy a slipper-clutch setup. Both bikes will feature Honda’s next-generation shaft drive system with offset pivot points and a sliding constant-velocity joint.
The VFR1200F has a vacuum-moulded cast aluminium chassis, and softening the blows from the road will be the 43mm cartridge-type forks at the front, and a Pro-Link monoshock with gas-charged damper at the rear. Power from the motor will come from Honda’s new shaft-drive, which has been specially designed to eliminate the rocking motion normally experienced from that power-train. Helping stop the VFR is Honda’s C-ABS anti-lock brakes system.
The new VFR1200F uses what Honda calls “layered fairing technology”, which is a fancy way of saying that the fairings create a shape that looks good, but doesn’t compromise the air flow to the engine for heat management. Honda explain it as such:
“By effectively increasing the speed of the air by channelling it through smaller apertures before it reaches the radiators, engine cooling is optimized and the hot, exhausted air is channelled away from the rider and passenger for a cooler, more comfortable ride. The heat generated by the powerful, enclosed V4 engine is also channelled away to keep hot air away from the rider.”
Fitted with a conventional six-speed gearbox as standard, riders for an added cost (not yet disclosed) can add Honda’s new dual-clutch automatic transmission. The DSG will allow riders to operate the VFR1200F in either full automatic mode, or in manual mode, with clutchless gear shifting via finger-operated paddles.
Other official Honda options will include hard panniers, a top box, centerstand, Sat/Nav, fairing extenders (in front of the handlebars), and a flip-up screen.
The 2010 Honda VFR1200F will be available in Red, White, and Silver. No word on pricing for the bikes or the optional accessories.
2010 Honda VFR1200F Photos:
2010 Honda VFR1200F Action Shots:
2010 Honda VFR1200F Accessories:
Technical Specifications of the 2010 Honda VFR1200F:
Model: VFR1200F / VFR1200F with Dual Clutch Automatic Transmission
Engine Type: 1237cc liquid-cooled 76° V-4
Bore and Stroke: 81mm x 60mm
Compression Ratio: 12.0:1
Valve Train: SOHC; four valves per cylinder
Induction: PGM-FI with automatic enrichment circuit, 44mm throttle bodies and 12-hole injectors
Ignition: Digital transistorized with electronic advance
Transmission: Six-speed (VFR1200F) / Six-speed automatic with two modes and manual mode (VFR1200F with Dual Clutch Automatic Transmission)
Final Drive: Shaft
Suspension:
Front: 43mm cartridge fork with spring preload adjustability; 4.7 inches travel
Rear: Pro Arm single-side swingarm with Pro-Link® single gas-charged shock with remote spring preload adjustability and rebound damping adjustability; 5.1 inches travel
Brakes:
Front: Dual full-floating 320mm discs with CBS six-piston calipers with ABS
Rear: Single 276mm disc with CBS two-piston caliper with ABS
Tires:
Front: 120/70 ZR17 radial
Rear: 190/55 ZR17 radial
Wheelbase: 60.8 inches (1545mm)
Rake: (Caster angle): 25°30’
Trail: 101.0mm (4.0 inches)
Seat Height: 32.1 inches (815mm)
Fuel Capacity: 4.9 gallons
Color: Red
Curb Weight*: 591 pounds (VFR1200F) / 613 pounds (VFR1200F with Dual Clutch Automatic Transmission)
*Includes all standard equipment, required fluids and full tank of fuel–ready to ride.
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I’ve been following this bike with quite a bit of excitement. As I get older and honestly evaluate what it is that I actually DO with a bike on the street, I’ve realized that a focused sportbike is just not for me. For instance, I’d like something that I can ride two-up for a couple hundred miles without my wife crying in pain after a half hour.
Step one was trading in my 1000RR on a Multistrada. For the most part I like it, but just wish it had a bit more oomph. I also am not an irrational Ducati lover that just ignores all of the “joys” of riding Italian (oil leaks, terrible parts availability, spotty fueling, etc.). So I’ve been following the news on the new VFR quite closely. I’d much rather be riding a reliable and well-built Honda.
Also, although I definitely like to be in control of my bike, I’m not such a tough guy that I can’t admit when I see a helpful new technology like this transmission. The fact that it allows for such smooth shifts has me longing for a day when I won’t get a head-butt from my wife every time I shift gears. I’d bet this smoothness would also allow for much more extended rides two-up without pain. Sure I’d miss rowing through the gears myself, but how often do I find myself with the bit between my teeth like that?
After all this though, sadly, there is one number that completely erased any desire I previously had for this bike: 613. Sorry, if I’m going to pilot a vehicle that heavy, I might as well just drive my car. After the radical weight reduction plans this generation 600RR and 1000RR experienced, it’s just inexcusable that the VFR GAINS 60 pounds. Hell, I thought the old Interceptor was too heavy of a bike for anything resembling sport riding and would only have been interested in the new model if it were lighter than the last gen. In fact, I’d be first in line with a deposit. (And don’t tell me higher displacement requires higher weight. The 1198 would beg to differ.)
I was a bit nervous about the weight when I saw it but my zrx is nearly 600 all fueled and loaded and its not nearly as nice or as fast as this VFR is likely to be. I’ll have to see one in person but it looks pretty promising for my purposes, eg mountain touring two up. I’ll probably skip the auto, price reasons only.
Hey – do you guys wonder WHY they haven’t released pricing yet? Surely, they are not gauging interest first, then deciding on a price, right? I mean, they’d have to know what it costs to build, so I’m wondering – if they get people begging for it, they can tack on a few hundred more for extra profit? I agree the weight is plenty, but I don’t ride crotch rockets per se’, so I imagine it should feel pretty decent on the open road.
I agree she is a little girthy, however she would drop some weight fast if they would drop the buck rogers exhaust system. Looks like a nice design.
It looks promising, but it does sound as if it will be heavy. I had a 2004VFR and I loved it, but while riding w/my partner (2006 Huyabusa), I simply needed more “pop.” I now have a Kawi ZZR1200 that I really like (and is fast…had a ZX-14 also), but Honda braking is some of he best, and the reliability can’t be touched. I’m sure they were aiming at the K1300S and GT w/this bike, so it will probably be EXPENSIVE. And you KNOW Honda doesn’t usually make deals
Are the bags “standard equipment” included in the weight?
Thirty pounds (5%) heavier than the BMW K1300S (also shaft drive) ) and 150 pounds (34%) heavier than my 2000 Honda CBR 929RR (chain drive) which replaced my 603 pound 1990 CBR 1000F (chain).
Yeah, 591 pounds is better than the Yamaha FJR 1300 and the Kawasaki Concours 14 “sport” tourers, if your sport is weight lifting.
C’mon Honda why didn’t you aim at BMW? What a disappointment.
This is a great technological leap forward. A sportbike with a trouble-free shaft drive and an auto trans to eliminate the awkwardness of foot lever shifting, which I find awkward on many sportbikes, as I’m over 5′10″ tall and my legs are already tucked into an uncomfortable riding position. If you are a racer, the weight might be a problem, but for ordinary street riding by people of average skill, forty pounds here or there isn’t going to make a difference. A 600lb 1200 sportbike should be more than fast enough, if you have the training to handle the twisties at speed.
I personally am very impressed with the VFR1200, but am waiting to see if this transmission setup is made available on the ST1300 replacement. In my opinion, that would be the perfect bike for me, as I prefer sport tourers, with their more comfortable riding position and more available amenities (cruise, heated grips, etc).