Honda VFR1200F

Honda VFR1200F examined in detail By, Trevor Hedge Honda has finally released the full details of the first of a new triumvirate of large capacity machines expected to join the Honda stable next year. The first machine expected to arrive is the VFR1200F. Slated as a replacement for both the long running VFR800 and CBR1100XX Super Blackbird, the VFR1200F is expected Down Under some time late in the first quarter of 2010. A semi-automatic dual clutch gearbox will be provided as an option on the VFR1200F. Earlier we featured the new gearbox in detail here. The next variant expected to arrive is a more full dress style of tourer designed as a replacement for the ST1300. Finally, an adventure-touring machine is expected later and designed as an all roads touring machine, along the same vein as BMW’s top selling R 1200 GS. Honda have left the full details on the latter pair of machines for a later date but have let the cat out of the bag on the VFR1200F and here MCNEWS.COM.AU presents the most comprehensive coverage yet seen of this greatly anticipated headline act from Honda. An all new 76-degree V-Four powerplant powers the VFR1200F boasting 1237cc in capacity. Some unique features include differential spacing between the cylinders. The rear cylinders are positioned side-by-side while the front pair of cylinders are more widely spaced. Honda has taken this route to try and make the engine as slim as possible in the middle to aid rider comfort and control. Honda have also borrowed some technology from their motocross machines with the UNICAM single overhead camshaft cylinder head design making its first appearance on a road going motorcycle. This layout, already well proven on the CRF250R and CRF450R, utilises a single cam which directly actuates the intake valves while a separate lobe drives a forked roller rocker arm to open the exhaust valves. This design allows for extremely compact cylinder heads and less parasitic losses. Another design feature to help reduce parasitic losses is a move to a sealed crankcase system. Pioneered on the RC211V MotoGP machine, and also utilised in Honda’s four-stroke motocross range, the VFR1200F will be the first road going machine to feature such a system. Essentially the system seals the cylinders from the crankcase to further reduce pumping losses. I would dearly love to illustrate this sealed crankcase concept to you, dear reader, but Honda are yet to provide any detailed engine diagrams or schematics so I will have to rely on my word-smithing to try and explain just how it works. Essentially the engine in the new VFR1200F features a sump separated from the crankcase, similar to a dry sump set-up seen in many motorcycles. Honda has gone much further however and separates the crankcase compartment from the cylinders by way of seals on the connecting rods. A reed valve is employed to release the pressures of combustion and ventilate them to the sump. The crankshaft is pressure fed through the journals alone, no splash feed and is not in the same compartment as the sump, and is sealed from the cylinder bores. Hopefully that explains it clearly enough. Offset crank pins are phased to reduce vibration and the firing order is also different from most V-Four engines. In most V-Four applications cylinders one and three are at the front of the engine, and the even numbered cylinders situated at the rear. For the VFR1200F Honda engineers have positioned cylinders one and four at the front. Overall these unique design features and the Unicam heads have allowed Honda to produce a V-Four with the dimensions of a V-Twin. Why such extreme measures to reduce engine size in a large sports-tourer? The small size of the engine has allowed Honda great freedom in other areas of chassis design such as rider ergonomics and exhaust routing. In VFR1200F guise the over-square engine makes a claimed 170 horsepower (127kW) at 10,000rpm and an impressive 129Nm of torque at 8750rpm. Honda also claim that more than 90% of the maximum torque figure is available from as low as 4000rpm. The new engine signals Honda’s first throttle by wire application in a mainstream motorcycle. The throttle cable goes to an ECU with the butterflies on each of four single injector 44mm throttle bodies controlled by servo motors that take their instructions from the ECU. Drive is transferred via the shaft drive system that features an offset prop shaft and CV joint that takes up any variations in length during rear suspension travel. A slipper clutch is also fitted and will no doubt greatly aid stability under brakes and help smooth ABS pulsations. The braking system is immense, in both size and sophistication. Huge radial mount six-piston calipers clamp a pair of 320mm disc rotors at the front and are assisted by a 276mm disc and twin-piston caliper at the rear. Linked ABS is standard on the VFR1200F and combined with the size of the front stoppers should allow Honda to set a new braking benchmark. The 43mm forks are preload adjustable while the Pro-Link rear end has hydraulic assistance to set the preload and also offers stepless rebound damping adjustment. Optional side panniers and top-box quickly convert the VFR1200F into a fully equipped touring machine. Weighing in at 267kg with a full tank of fuel the VFR1200F tips the scales around 20kg heavier than its 800cc predecessor. The new VFR1200F is assured of continuing Honda’s proud V-Four tradition and looks set to raise the bar for sport-touring motorcycles to a new level. Pictorial - Honda's new VFR1200F Pictorial - Detail images of Honda's new VFR1200F Pictorial - Pictures of Honda's new VFR1200F in action Pictorial - All the fruit for the VFR1200, panniers, top-box etc.

- LATE BRAKING NEWS -