Sometimes, but truly only sometimes, everything comes together. The road curls in broad sweeps through gently rolling hill country, the engine sings its song, all your body sensors report a sense of well-being, the impressions could not be more overwhelming. The landscape flies past, Cinemascope, like at the cinema, only much more real, more beautiful, mixed with gurgling sound, the wind of one’s passage and the feel of the road. Riderideride, our destination is still far away, fortunately, otherwise everything would be over already. Pleasure in the Here and Now, one is caught in the flow and could embrace the whole world.

I am not alone. A guide in front keeps up a fluid pace. Four more VFRs behind me. We pass in a rumble of noise. Hardly any traffic, smooth asphalt. Fourth, fifth, sixth gear, medium rpm, sometimes more when it wasn’t possible to pass some four-wheeler right away and it’s a question of catching up. Shift, brake, clutch, accelerate, everything happens without a great deal of thought. Perception and reflexes are automatic. The speed, the acceleration, estimating distances, the rhythm is a wonderful match. Conquering time and space as fun, totally stress-free.

Are we in the V4 groove? If you put it to me that way – Yes. The smoothness of the new 1200 engine is something special. Mellow and lively at the same time. The way it revs hungrily, full of torque, the way the sound changes from a deep rumble into a smooth hammering. Incomparable. It delivers power across a pleasingly broad band. Low down, a gentle pulsing, high up ever more supple. Not as silkily smooth as a big in-line four, but also not as blustery as a big twin. The feeling is somewhere in between. This V4 runs devoid of vibration, but there is life in it. And it packs a mighty push.

The way the bike tracks solidly and sticks in the corners. The way the seating position fits, just made for sporting back road riding, the way one can hug the tank and the bodywork of this stunningly designed fairing. How perfectly the aerodynamics work. How the chassis provides impressive feedback, how precisely the fork and strut deal with bridge expansion joints and nasty humps. How quickly one forgets that down there at the back a drive shaft is transmitting power to the rear wheel. All of this contributes to the special, intoxicatingly beautiful riding experience. Including the V4 groove.

We are in Spain, more precisely in Andalusia, between Malaga and Jerez. The roads down here are invitingly sinuous, it is warm, about 20 degrees Celsius, blue sky. Why is the test event being held here of all places? Because at home the weather is a miserable, wintry mess. How is one supposed to take a decent motorcycle ride there in order to form an impression?

On the evening before the day of the ride, the new VFTR can be viewed at an informal presentation. In a space in which a monumental organ would make an impression. In reality, the bike makes a refined and elegant impression. Sporting certainly, but not aggressive. An athlete in a well tailored suit. Much more graceful and handsome than in pictures. The paint is of exquisite quality, mirror smooth and gleaming, absolutely remarkable. As is the entire finish fit and finish.

Honda employees provide the representatives of the press with worthwhile facts. The new VFR1200F was developed consistently with an eye to the sport-touring demands of European motorcycle riders. Although it will also be sold in America and at home in Japan. The objective was a sporty-dynamic V4 motorcycle for road use, with qualities that satisfy even for extended touring.

The VFR project manager is Yosuke Hasegawa, a wiry Japanese whose profession involved him in the technology of roller coasters and carousels before he switched to Honda 10 years ago to join the engineering department. He worked on ATVs and was project manager for the VTX1800 before he took over “special projects”. The inquisitive journalists very soon discover a veritable bike freak behind the restrained, polite façade. Hasegawa has ridden in Superbike races in Japan for years and has owned numerous sport motorcycles, including big two-strokes as well as light enduros.

A free-thinking, five-man group from Japan, America and Spain came up with the innovative design of the VFR during a two-week brainstorming session in Italy. What came out of the session was initially exhibited as V4 Concept models at the Fairs in Cologne and Milan in 2008.

Management of the final styling in the development phase was ultimately given to Teofilo Plaza, a Spaniard who works at Honda Europe in Rome . The designer, a typically exuberant Southern European and contemporary who communicates with lots of gestures, is a practical man, although he came late to motorcycles after early years with motor scooters. There has been no stopping him since. In three years, believe it or not, Plaza covered 100,000 kilometres on his Honda Transalp, at present he rides a Varadero 1000, summer and winter. The next thing, not surprisingly, is the purchase of a VFR1200F.

Here is a quick rundown of the most important technical features of the VFR1200F.

There is not another V4 engine like this one in the entire world. The angle of the cylinders is a 76-degree V, as on the 800 cc MotoGP Honda, the RC212V. The crankshaft has throws offset by 28 degrees. The engine does not need a balance shaft as a result of this “phase shift crankshaft”.

The forward facing cylinders (numbers 1 and 4) are located outboard, the rear cylinders (numbers 2 and 3) are inboard and parallel side-by-side. The firing order is not evenly spaced every 180 degrees of crankshaft rotation, as with an in-line four or the V4 predecessors. Instead, two cylinders at a time fire asymmetrically in quick succession, at 104-256-104-256 degrees. This Big-Bang firing order produces a unique V4 smoothness and plenty of pull.

The cables from the twist grip throttle run to a potentiometer. The control unit processes the signal and electronically varies the throttle valves for the fuel injection through actuator motors. This throttle-by-wire system can take several parameters (engine rpm, speed, gear position, temperature, ignition curves) into consideration and control injection pressure and duration accordingly. The positive result is smooth throttle response, optimal fuelling and efficient consumption. For sporting down changes before corners, the VFR1200F is equipped with a slipper clutch (as on the Fireblade).

Radially bolted Nissin six-piston callipers grip big 320-mm brake discs. The Combined Braking System is laid out differently than in earlier VFR models. Using the handbrake lever produces braking only at the front, 10 of a total of 12 pistons (6 on the right, 4 on the left) clamp down. Using the footbrake lever, the twin-piston rear calliper is activated, plus the two upper pistons at the left front. ABS is part of standard equipment.

The fairing with the X-face headlight melds smoothly into the tank and is layered at the sides. This optimises airflow management, cools the engine, deflects hot air from the rider, eliminates turbulence and stabilises handling characteristics at high speed.

Information in the cockpit comes from a large analogue rev counter and digital displays for everything else that you need. A gear position display is also provided. A new generation of handlebar switches reveals itself to be optimally ergonomic. The seat cushioning is shaped using a new production process (using vacuum technology).

A single-sided swing arm has long been considered a typical VFR feature. The shaft drive that spins in the swing arm tunnel is new. The pivot at the frame is cleverly provided by the universal joint of the drive shaft. As a result, the longitudinal axes of the swing arm and the drive shaft do not run parallel, but form a slight V to each other. This contributes to especially low-reaction operation of the shaft drive, in addition to other design refinements.

The frame is a strong twin-spar cast-aluminium design. The Pro-Link suspension has a single strut for springing. Damping is hydraulically adjustable using a hand wheel. The chassis rides on 17-inch tyres, at the front the normal 120/70 size, at the rear there is a novel 195/55 format, previously used on only a few super-sport bikes. The larger cross-section results in a contour that has a beneficial effect on handling as well as grip when the bike is laid over.

The Honda people explain that great importance was placed on the intended sport-touring use of the VFR and the riding habits of the customers. So a decision was made at the start of development to limit top speed to 250 km/h. Firstly, because only an absolute minimum amount of riding takes place in excess of this speed. Secondly, because additional design measures were not required that would have entailed both higher costs as well as more weight.

Ride day. First back road, then a section of motorway, then back road again. But not just any old back road, but the one to Ronda. A never ending, divinely flowing tangle of curves that makes even hardened testers light a candle in the hotel chapel in the evening and include the Spanish road builders in their prayer of thanks.

The first thing you notice: The “I-am-completely-at-home-here” feeling returns quickly. Typical Honda. It’s a standard size, 1.82 metres long, everything fits, nothing nips or pinches. The seating position is sporting but comfortable. Upper body bent forward slightly, handlebars not too wide, foot rests exactly right. Thanks to the high arched tank, you sit well integrated in the bike. Narrow wasp waist, great grip with the knees, all very pleasant.

It’s easy to take the inverted fork into your heart right away. This component provides precision damping and communicates a great feeling of precision. The calibration proves to be a highly shock-absorbent mixture of comfort and stability. Bumps, potholes and treacherous road surface are absorbed apparently effortlessly at the back as well. The VFR rolls solidly and safely on its Dunlop Roadsmarts, there is a direct, sporting feel, but it’s not uncomfortable. Exactly how one wants a sport-tourer to be.

On the motorway, we have to pass through some construction areas with the surface recently ground down and long, lengthwise grooves. The VFR handles them, unimpressed No tippy-toeing, no rubbery feeling. Chassis, suspension elements and tyres are in complete harmony and clearly cannot be ruffled by difficult conditions.

The front brake system deserves a special mention. A paragon of sensitive modulation, terrific feedback, powerful, efficient deceleration. The rear brake tends to be more unobtrusive in operation. It’s good to note how, when the foot lever is operated, the front is pulled down slightly as well due to the combined system function. Anyone who like to use the rear brake will certainly appreciate this extra stabilising function.

Handling characteristics are above reproach in any gear. Straight line stability, solid and safe in corners. The VFR turns in precisely, stays neutral, does not dive to the inside, does not push to the outside. Cornering clearance more than adequate, handling in alternating bends unproblematic.

Power? More than enough. Peak power of 173 hp is just five fewer than in a Fireblade. The VFR’s capacity is actually more than 1200 cc. To be precise, it is 1,237 cubic centimetres. The rev band extends to 10,000 rpm. Then comes the redline. Ninety percent of maximum torque (129 Nm at 8,750 rpm) is available from 4,000 rpm. This means: Not changing down, even in high gears, and simply riding on the flexible torque curve is not a problem.

When a flap in the chrome plated exhaust opens, the sound turns a tad more ferocious and changes to a deep rumble. This exhaust flap opens between 5,000 and 6,000 rpm. The electronic twist grip throttle control enters the required parameters.

The heart of the new VFR has a sporting beat and sound, no question. It’s a star with a wonderfully broad power band. What’s special is how this engine is so calm and relaxed in the lower and middle rev range as it sends power to the back wheel, and then cuts loose at the top end like a superbike. It makes riding dynamically simple and effortless.

Imagine yourself at a ride introduction, sitting on a machine for which the world has been waiting. At the lunch break, the Japanese project manager is sitting at the same table, answering inquisitive questions with the patience of a saint. For example:

Why the 76-degree cylinder angle?
Hasegawa’s answer: “At the start of the project, we considered a lot of possible cylinder angles, from 45 to 90 degrees. 76 degrees was the best solution, the magic formula.”

Where did the idea of the unconventional cylinder layout come from?
Hasegawa spreads the index and middle finger of his left hand, puts the index and middle finger of his right hand between them parallel side-by-side. “You mean this cylinder layout? No, that was not my personal idea, it came from the engineers involved.”

Has there ever been a V-engine at Honda with this cylinder layout? Earlier, perhaps in GP Sport?
Hasegawa: “Not as far as I know.”

Were the Unicam cylinder heads part of the design concept from the beginning?
Hasegawa: “Yes, because the idea came up in order to reduce the already compact engine dimensions from the 76-degree cylinder angle still further. A dohc construction requires two cylinder head covers, one cover suffices with Unicam.”

The Unicam cylinder heads have bucket tappets on the intake side and roller rocker arms on the exhaust side, with adjusting screws to set valve lash. Did you have to take special precautions to ensure reliability between inspections?
Hasegawa: “No. Inspections are at 12,000 km intervals. Valve lash should be checked every 24,000 km.”

Can you reveal to us how many test bench hours or durability test kilometres the VFR1200F completed in the development phase?
Hasegawa: “Sorry, I’m afraid I can’t. All I can say is that the durability tests at Honda are extremely tough and demanding. To the extent that there are even voices internally who consider them excessive.”

Which VFR would you personally choose – a model with the dual clutch transmission or a traditional gear change?
Hasegawa smiles diplomatically: “Both.”

How many shock dampers are there in the drive train?
Answer: “Four altogether, plus a constant velocity joint." To clarify this better, Hasegawa proceeds to sketch the shaft drive design on a serviette – transmission output, universal joint, shaft with (one) shock damper, constant velocity joint plus spur gear drive.

Anyone clicking through the pictures – of course there’s a photo of it.

Following the lunch break, some pictures are shot. Then it’s on with the test program. Fortunately, there are still plenty of twisting back roads to be ridden.

The longer one sits in the saddle, the more pleasant the effect of the great wind protection behind the VFR1200F fairing becomes. The windscreen, back ventilated to prevent turbulence and relatively wide, deflects the wind properly, roughly up to shoulder height. No turbulence against the helmet, which can easily take the airflow against it – perfect.

Hands, chest and legs are protected from the wind as well. The wind slips past the body along the sides without any irritating tugging. The aerodynamics and the wind protection provided by the fairing are impressively efficient in operation. The hot air extraction works well, too. It’s never bothersome to the rider.

And what about the shaft drive? Oh, right. Almost forgot it. It is totally satisfactory, meaning by reason of its unobtrusive operation. No elevator effect, no unpleasant stiffening under load. Reactions to load reversal can only be felt if the twist grip is deliberately opened and closed abruptly. I cannot remember ever having ridden a better shaft drive, one more free from reaction.

When we finally make the turn to head home, typical winter twilight is already creeping over the hills. We stream behind the guide like low flying airplanes and do not even notice how we break the sound barrier that leads directly into the magic V4 groove that we described at the beginning. Just one thing is noticeable: With four VFRs in the mirror, one cannot help noticing that their LED lights magnify the front silhouette. This can help other road users to see the bike better, without doubt a contribution to greater passive safety that should not be underestimated.

Darkness has long since fallen when we roll into the hotel garage at the end of the day. And much later than actually planned in the schedule. The mechanics who want to prepare the test bikes for the next day stay cool just the same. “Well, was it nice?” What kind of question is that!

One year ago, Honda’s V4 Concept bike was in the limelight. Now the production bike is there, and the first ride on it is finished. A magnificent day comes to an end! We put 370 kilometres behind us with this brilliant bike. One more blip of the throttle in neutral, then turn the ignition key. To hear this V4 sound one last time. I’ll pack it away, take it home and keep it carefully until next spring.

The VFR1200F arrives at Honda dealers starting January 30, 2010. It will be possible to take test rides then. The price is 14,900 Euros plus incidental costs. ABS is standard equipment. The warranty period is three years. Of course there are nifty and practical manufacturer’s accessories as well. Panniers whose discreet brackets are hardly noticeable after they have been removed; main kick stand, windscreen extension for particularly tall riders; heated grips that add only 0.5mm thickness, with usable heat distribution and integral switch, a lower seat, etc. We shall go into the manufacturer’s accessory programme in complete detail here on the Honda V4 page.   close