First Look - Honda VFR1200F 2010

The VFR distinction has carried Honda's flag since the early '80s, when Honda realized that the locomote from the old Sabre could, with appropriate tweaks, power the Interceptor. By the instance bikes like Suzuki's GSX-R750 and Honda's own Fireblade had come along, Honda's race-rep V-Fours – the RC30, then RC45 – seemed exotic but somewhat beside the point.

Starting with a blank sheet of paper and highlighted by a V-4 engine and optional dual-clutch automatic transmission, Big Red calls this machine a future look into for their two-wheeled brand. Can you say: V-4 powered CBR sportbike? Who knows, but it sure makes my glands salivate. For now, here’s a look at the details on the 2010 VFR.

According to Honda, the idea was to create “a futuristic sport motorcycle for the sheer joy of riding, custom tailored for experienced hands who ride hard, ride long, ride far and ride often.” With a “MotoGP derived” V-4 engine at the heart of this mega-mileage sportbike, it features “a unique cylinder layout with rear two cylinders located innermost on the crankshaft and front cylinders located outboard.” This is said to narrow the rider interface aboard the VFR1200F. 

Conceptually, dual-clutch tech is simple: a pair of clutches split the power transmission between odd- and even-numbered gears. If you're, say, accelerating in second gear, third gear is already engaged but the 'odd' clutch is disengaged. When you want to upshift, you touch a paddle on the left 'bar, and in an instant the 'even' clutch disengages and the 'odd' one engages. There's no detectable interruption in power to the rear wheel. Such systems have been around for quite a while in racing cars and are about to become fairly common in some run-of-the-mill production cars, like the Ford Focus. However until now, no one but Honda has managed to make one small enough for motorcycle use.

The 76-degree liquid-cooled V-4 engine is designed to be as light and compact as possible, measuring 1237cc by virtue of an 81mm x 60mm bore and stroke. Compression ratio is 12.0:1, while it has a single overhead Unicam valvetrain setup with four valves per cylinder. The crankshaft is what Honda calls a “Symmetrically Coupled Phase-shift unit, using a 28-degree crankpin offset to eliminate primary engine vibration.” In other words, no counterbalancer is needed. Delivering fuel to the engine is “Throttle By Wire” technology that is mated to four 44mm throttle bodies, each with a single 12-hole injector spraying fuel. 

The most noticeable difference on the new VFR is styling, which Honda says comes from GP technology "with a layer-concept aero fairing for unrivaled air management.” We're guessing this means the goal is to be both slippery through the air and comfortable behind the screen. The ergonomic package is also totally new, designed to aid in a more comfortable rider interface while remaining sporting. The new hand and foot controls are “smoother and more precise tactile feel to enhance the riding experience,” while new seat construction “permits a higher level of seat shaping and forming details,” says Honda's PR men.

The VFR will come standard with saddlebag mounts on both versions. Claimed ready-to-ride weight is 591 lbs for the standard VFR1200F, while the dual-clutch is only slightly heavier at 613 lbs. Price has yet to be announced, but it will be available in Spring 2010.