Special VFR1200F Issue

Special
VFR1200F
Issue
No. 107
Contents
February/March 2010 | Special VFR1200F Issue
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2010 VFR1200F Riding Impression
10
VFR1200F: Extending Honda’s Heritage
24
All Dressed Up and Ready to Go:
VFR1200F Accessories
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20
of Innovation
26
Honda’s VFR1200F Headlines the Tokyo Show
The Dual Clutch Transmission
Comes of Age
30
Kumamoto Factory Tour: The Fountainhead
32
27 Years of Groundbreaking V-4 Innovation
Day One Aboard the VFR1200F
36
Tracking Footprints of Racing Giants
38
The Stuff of Legends
ON THE COVER: It’s a sport-touring bike more advanced in more ways than anything that has come
before: The 2010 VFR1200F. In this issue of Honda Red Rider, you’ll find info aplenty regarding what
might well be the most impressive new mount of the year. Photo by Kevin Wing. (Professional riders
shown on closed course.)
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otorcycle journalists tend to be a jaded lot, naturally so as they get to ride everything new
under the sun and have a good idea of where the line between mere promotion and true performance is drawn. Moto-scribes are not prone to heap hyperbole upon new products or pile on praise
without good reason. Which is precisely why the superlatives sprinkled throughout the media’s first
impressions of the VFR1200F from the recent press launch at the Sugo Circuit in Sendai, Japan, were
so revealing: revolutionary, radical, flat-out amazing, fast, fun, a blast, flawless performance, will change
the way we look at motorcycling...
We understand. After our ride on the 2010 VFR1200F we came to the same conclusions: This is an
entirely different sort of sportbike, one that combines luxury and performance like never before. It is the
embodiment of new technology fused with Honda’s rich V-4 heritage to create a futuristic sport motorcycle designed for experienced hands who ride hard, ride long, ride far and ride often.
• Click here to view all of the 2010 VFR1200F coverage, including features and benefits, technical innovations and full launch coverage.
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Led by Large Project Leader Yosuke Hasegawa, the
new VFR® is powered by a light and compact 1237cc
liquid-cooled 76-degree V-4 that incorporates Honda
MotoGP technology and architecture. This engine
includes a unique cylinder layout placing the rear two
cylinders inboard in the center of the crankshaft, while
the front cylinders are located outboard. This, plus the
VFR’s lightweight and compact Unicam® valvetrain
that permits significantly smaller cylinder heads, narrows the engine right at the key rider/motorcycle interface—the seating area. This unique engine also
utilizes asymmetrical exhaust lengths—a Honda first—
between front and rear cylinders to help create a
unique power delivery, an intriguing blend of V-4
torque and an aggressive inline rush.
The VFR engine features a number of other firsts,
including Honda’s first Throttle By Wire (TBW) fuelinjection system, and an optional industry-first Dual
Clutch Transmission (DCT). This revolutionary automatic transmission features a manual mode actuated
by paddle-style shifters on the left handlebar, and two
fully automatic modes. The Honda Pro-Arm® singlesided swingarm incorporates a next-generation shaftdrive system with offset pivot point and sliding
constant-velocity joint that defines a new level of
shaft-drive performance and control. And the VFR’s
GP-technology layer-concept aero fairing provides
unrivaled air management and a futuristic style.
First impressions of the VFR drive home a feeling
of directness to every connection—ergonomics allow
aggressive sport riding yet also offer the kind of comfort long-haul riders demand. You sit farther forward
than is the norm on less aggressive sport/touring
machines, so you feel connected to the front end and
what it’s doing. It’s a feeling
you get with everything on
this new VFR. The brakes
are super powerful but return
great feedback, and the
throttle seems hard-wired to
the rear contact patch so you
get precisely what you ask
for. And the shaft drive? You have to keep reminding
yourself there’s no chain driving this machine because
the amount of chassis movement during throttle transitions is so well controlled.
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The VFR’s sophisticated brake technology complements its sporting abilities. Powerful new six-piston
calipers act on large floating discs (320mm at the front
and 276mm at the rear), and Honda’s Combined
Braking System (CBS) creates the optimal balance of
front and rear braking forces. Also, the addition of a
compact and lightweight ABS supports both the motorcycle’s exceptional sports-riding potential and its longdistance proficiency.
The engine oozes sophistication. It’s exceptionally
smooth; no balance shaft is necessary as the crank
uses 28-degree-offset throws combined with the 76degree Vee angle for perfect primary balance. Power
is everywhere you want it with that familiar lumpy V-4
torque beat pushing you forward at the bottom of the
tachometer. With more than 90 percent of peak
engine torque kicking in at a mere 4000 rpm, the
VFR1200F boasts incredible roll-on acceleration in
every gear. From around 6000 rpm to redline, the
VFR turns into a horsepower screamer with an
almost inline-four kind of power rush. It’s a unique
power texture that’s complemented by the TBW system. While some TBW systems can have a removed,
disconnected feel, the VFR’s TBW has a rheostat
quality about it, direct and precise.
While the VFR is doubtless a high-capacity sportbike, on the road it accomplishes that amazing Honda
trick of shrinking before your eyes. It feels lighter,
smaller, more agile and far more sporting than its
specifications imply. Steering is light and neutral, and
you can trail-brake deep into turns without the chassis
resisting, thanks in part to the stout 43mm inverted
cartridge fork.
At the Sugo launch, the media was impressed by
the manual-transmission VFR they rode in the morning, which features six speeds and a slipper clutch.
But it was the afternoon stint on the DCT model that
blew them away. High-performance automobiles, such
as Formula One cars, have used paddle-shifting DCT
technology for years, but Honda is the first to apply
this high-performance technology to two wheels. As
Cycle World put it, Honda’s “DCT has introduced a
new era to motorcycling.” With a pair of clutches
enabling two modes (Drive and Sport) or fully automatic or paddle-shift operation, the VFR’s DCT is versatile enough to accommodate a relaxed weekend
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cruise or the kind of aggressive track riding displayed by the media at
Sugo. Blake Conner from Cycle World said it best: “I didn’t realize that
motorcycling was missing out on this technology until I rode the VFR.”
In Sport mode, the DCT responds to aggressive throttle inputs with
extremely quick and seamless shifts just shy of redline. As an added
bonus, the shifts are so quick and smooth there’s almost no discernible
change in chassis attitude during shifting, and this added smoothness
is a boon to less-than-expert riders, especially when riding two-up. On
the track, the most fun was had utilizing the VFR’s manual-transmission
(MT) mode. MT allows the rider to select shift points manually via paddle shifters on the left-side handlebar. Upshifts are executed with your
index finger, while downshifts are actuated by your thumb. Mode
changes can be done on the fly via a right-bar-mounted index-fingeractuated switch. Or if you’re already in auto mode, you can switch over
to MT mode by simply utilizing the paddle shifters.
For the kind of aggressive track riding we did at Sugo, the MT mode
introduced a whole new dimension to high-performance riding that
took all who experienced it pleasantly by surprise. Aboard the DCT
version, the fastest riders at Sugo went faster more easily than with the
standard manual-transmission machine, and even the less aggressive
riders preferred the paddles to the conventional toe-shifting VFR. The
fully automatic mode, however, is so intelligent and refined in its execution that on a ride around a street circuit at Sugo that reflects realworld conditions, most riders preferred to let the system make the
shifting decisions.
Intelligent and refined: Here are two more superlatives that go far in
describing every aspect of the new VFR1200F, a machine that sets new
industry standards for fit and finish, and has taken a giant leap forward
in technology designed to redefine the sport-riding experience. The
VFR1200F is everything you would expect of a machine created by the
greatest engineering minds at Honda.
The VFR1200F will be available at Honda dealers in spring of 2010.
For more information on the VFR1200F, go to powersports.honda.com.
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: Unicam SOHC; four valves per cylinder
IGNITION: Digital transitorized with electronic advance
INDUCTION: PGM-FI with automatic enrichment circuit,
44mm throttle bodies and 12-hole injectors
TRANSMISSION: Six-speed / Six-speed automatic with
D and S modes and manual mode
SUSPENSION
Front: 43mmcartridgeforkwithspringpreloadadjustability
and rebound damping 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 Dunlop Roadsmart radial
Rear: 190/55 ZR17 Dunlop Roadsmart 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
To read what the media who attended the VFR1200F press launch had to say, go to:
ESTIMATED FUEL ECONOMY: 31 MPG
Motorcyclist Online
motorcyclistonline.com/newsandupdates/122_0910_2010_honda_vfr1200f/index.html
COLOR: Candy Red
CURB WEIGHT * : 591 pounds / 613 pounds
Cycle World
www.cycleworld.com/article.asp?section_id=41&article_id=1754
*Includes all standard equipment, required fluids and full tank of
fuel—ready to ride. Specifications subject to change.
Motorcycle-USA
motorcycle-usa.com/3/340/1/Motorcycle-Blog-Post/2010-VFR1200F-First-RideBlog.aspx
Motorcycle.com
motorcycle.com/events/2009-tokyo-motor-show-report-88845.html
Sport Rider
sportrider.com/news/146_first_ride_honda_vfr1200f_siahaan_blog/index.html
here to view a video, including media interviews, from the 2010
• Click
VFR1200F launch in Japan.
Honda’s fuel-economy estimates are based on EPA exhaust
emission measurement test procedures and are intended for
comparison purposes only. Your actual mileage will vary
depending on how you ride; how you maintain your vehicle;
weather, road conditions; tire pressure; installation of accessories;
cargo, rider and passenger weight; and other factors.
Meets current CARB and EPA standards.
February/March 2010 Honda Red Rider
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VFR1200F:
Extending Honda’s Heritage of Innovation
Without a doubt, as an all-new machine the 2010
VFR1200F presents startling breakthroughs to the world
of motorcycles. But take a step back and you can also
see just how radically the VFR1200F spins Honda’s
venerable V-4 heritage into the fast-forward mode.
Engine
The VFR1200F centers on a 1237cc liquid-cooled
76-degree V-4 engine that draws directly from Honda’s V-4
RC212V MotoGP technology. It’s more compact than the
engine from the 781cc Interceptor, yet it delivers a whopping 58 percent increase in engine displacement—a
mind-staggering jump in the power-to-size ratio. Mass centralization, light weight and compact dimensions all play key
roles as together they produce superior performance along
with an aesthetically pleasing rider/machine interface. To
that end, the rear two cylinders reside inboard at the center of the crankshaft, while the front cylinders ride outboard,
which narrows the entire rear section of the engine right at
the key rider/motorcycle interface—the seating area. The
VFR1200F’s slim ergonomics let the rider perch down in
the bike rather than feel stuck atop the machine, for a
seating position that allows the rider to meld readily with
the machine.
A special high-strength Symmetrically Coupled Phaseshift Crankshaft with a 28-degree crankpin offset works in
concert with the 76-degree Vee angle to essentially negate
primary engine vibration for smooth running. Net result: perfect primary balance, which eliminates the need for a balance shaft, creates a more compact engine and also yields
a weight savings of nearly 3 pounds—a perfect example of
how breakthrough engineering reaps cascading benefits.
Credit for the compact engine size and prodigious power
output goes in part to the Unicam valvetrain, a system that
first debuted on Honda’s championship-winning CRF450R
motocrosser. A single overhead camshaft directly actuates
two intake valves per cylinder while integrating roller rocker
arms with screw-type adjusters to actuate two exhaust valves
per cylinder.This Unicam technology saves weight and space
over a comparable dual-overhead-camshaft design while still
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NEW PHASE-SHIFT CRANKSHAFT
INTAKE AND EXHAUST PORT SHAPES
maintaining a five-digit redline
of 10,200 rpm. As another benefit, this Unicam setup allows
for a very flat combustion chamber for a quicker, more efficient
burn resulting in more power.
More than 90 percent of peak
engine torque kicks in at a
mere 4000 rpm, giving this
machine incredible roll-on acceleration in every gear, just
the thing to fulfill real-world riding needs.
The new VFR1200F sports another first for Honda, use
of a Throttle By Wire (TBW) system.This setup is more compact and lighter than conventional cable-operated systems,
and it incorporates an Electronic Control Unit (ECU) to
process rider throttle control input, engine speed and more
to help the TBW system return an exquisitely accurate throttle response. As a result, the rider enjoys an unprecedented
level of control and feel through the throttle, a true next-generation, more direct level of connectivity with the machine
that heightens the riding experience.
The VFR1200F can be had with a standard six-speed
manual gearbox or with the option of an impressively new
piece of technology for motorcycles, Honda’s Dual Clutch
Transmission (DCT), the world’s first fully automatic motorcycle dual clutch transmission for large-displacement sportbikes.
This new transmission offers riders the enjoyment of full sportriding capabilities along with easy and seamless operation.
The conventional manual-shift VFR1200F comes
equipped with a slipper clutch mechanism to moderate the
effect of deceleration torque on the rear wheel during
aggressive corner entries with heavy engine braking,
thereby allowing engine braking to slow the bike without
causing the rear tire to chatter. And both iterations incorporate four dampers within the engine and drivetrain to smooth
power delivery without losing that connected feel between
throttle and tire contact patch.
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OFFSET PIVOT/SLIDING CONSTANT-VELOCITY JOINT SETUP
Chassis
Pivot
Swingarm
Driveshaft
Constant-velocity joint
Vertically offset driveshaft
and pivot
Yoke joint
Pinion gear
The VFR1200F incorporates an offset swingarm pivot located above the driveshaft and a sliding
constant-velocity joint to compensate for variations in driveline length as the rear wheel travels
through its arc of suspension travel.
The VFR1200F rolling chassis centers on a lightweight and
rigid four-piece aluminum twin-spar diamond-configuration
frame.The swingarm and driveshaft lengths are optimized without extending the overall length of the motorcycle through the
use of another clever and sophisticated touch: The output shaft
is below the transmission countershaft to create a more compact engine and allow for a longer swingarm without extending
the total wheelbase—a move that enhances both handling and
traction without resorting to dimensions beyond the moderate
60.8-inch wheelbase.
Honda’s distinctive single-sided Pro-Arm swingarm is
within a wide-span frame swingarm pivot area for increased
chassis rigidity, and the swingarm pivot sits in an offset position above the driveshaft. This highly developed shaft-drive
system features a driveshaft that passes below the swingarm
pivot, which allows a wider swingarm-pivot/frame mounting
structure resulting in greater strength and rigidity. A sliding
constant-velocity (CV) joint compensates for driveshaft length
variations throughout the rear wheel’s arc of travel. Thanks to
this new configuration and the rigidity of the pivot structure,
the new shaft-drive system enhances cornering ability, highspeed handling and traction capability to a notable degree
compared to prior-generation shaft drives.
43mm cartridge-type telescopic fork with stepless preload adjustment
and rebound damping adjustment, 120mm axle travel.
DUAL-CLUTCH SYSTEM
Clutch center
Clutch center cam
Pressure plate
Pro-Link with gas-charge damper, 25-step remote-controlled hydraulic preload
adjustment and stepless rebound damping adjustment, 130mm axle travel.
Pressure plate cam
Clutch spring
Clutch outer
Clutch disc/Clutch plate
RIDING POSITION/CHASSIS DIMENSIONS
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Bodywork
A balance of positive and
negative bodywork surfaces
gives the VFR1200F a light,
open look while also creati ng a profil e that sl i c es
through the wind with the
least possible resistance. In
addition to this modern, cutting-edge look come a
number of distinct benefits.
Honda’s designers and engineers worked together to utilize this uniquely attractive
shape to also generate optimal airflow and maximize
heat management. The fairing design incorporates two
layers that harness flowing air to gain several dynamic advantages. Air entering between the layers and through two ovalshaped spaces in the front of the fairing is channeled to
enhance the bike’s handling at higher speeds and cool the
engine, and air is also deflected around the rider’s legs for a
cooler, more comfortable ride.
The VFR1200F brings to motorcycling
enthusiasts a unique blend of elegant
sophistication and hard-core sport
performance never before offered
to the riding public.
From the finest details to the grandest application of racetrack technology, the 2010 VFR1200F comes laden with innovation upon innovation, a machine that once again changes the
state of the motorcycling art. In each case, however, the target
of these benefits remains the same: the rider. The VFR1200F
brings to motorcycling enthusiasts a unique blend of elegant
sophistication and hard-core sport performance never before
offered to the riding public. Such a unique and lofty mission
serves as the perfect goal for the 2010 V-4 VFR1200F, a
machine that traces its deep and rich V-4 heritage to a true revolution in sportbike design, and one that is bound to repeat the
sport-altering history of its famed forebears.
The Man Behind the Machine
At the Sportsland Sugo Circuit press ride we chatted with VFR1200F Large Project Leader Yosuke
Hasegawa, the man behind the machine.
How important is the VFR1200F
to Honda?
The VFR1200F is a very important
motorcycle because it contains
new technology that suggests the
future of Honda’s design development. It’s aimed at customers looking for a high-performing sportbike
that can also be used as a sporttouring motorcycle. That made it a
very tough project to work on—it
was hard to keep the balance between the sportbike
and sport-touring nature.
The bike has a very unique sound. How was this achieved?
This new V-4 engine is very powerful, and the sound is
completely different from that of other bikes. We worked
hard at engineering a new character into the bike, a distinctive sound quality and feel, using the new firing order.
What was your goal in fitting the VFR1200F with DCT?
The Dual Clutch Transmission [DCT] is a very high-performance transmission. It is very easy to use, but the
motorcycle is still sporty to ride; DCT is a very good fit
with the VFR. This is the first product using DCT in a
motorcycle—the first time ever in the history of motorcycling. Because it has two clutches it’s very smooth and
gives a seamless driving force. It’s very quick shifting,
which helps chassis stability; it doesn’t affect the chassis
reaction during sport riding.
Are you satisfied with the comments you have heard here
today about your motorcycle from the media?
This has been a very rewarding day to have the
American journalists here to ride the new VFR1200F. We
were very confident that the journalists would be very
excited about the bike after they rode it.
• Click here to view photos and animated technology renderings of 2010 VFR1200F innovations
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The Dual Clutch Transmission
Comes of Age
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H
ere’s incredibly exciting news: The 2010 Honda
VFR1200F comes available with an optional Dual Clutch
Transmission (DCT). Better yet, that thought comes connected to
even bigger news: This is the world’s first fully automatic
motorcycle dual clutch transmission, a design that’s eminently
adaptable to virtually any large-displacement sportbike, and it
stands poised to change the entire motorcycle industry just as
dual clutch transmissions have already rearranged the sports
car landscape.
This new VFR1200F Dual Clutch Transmission
facilitates full-on sport-riding capabilites along
with such easy and seamless operation that
even longtime motorcyclists who cling tightly to
tradition will soon be converted.
Manual shifting is now outmoded
in the four-wheel world? Yes—
unmistakably so. Specifically, in a
recent issue of Car and Driver magazine, the editors held a comparison test featuring a trio of high-end
high-performance automobiles. Two
contestants featured dual clutch
transmissions, while the third was equipped with an older
stick-and-clutch manual shifting system—which the
testers proceeded to apologize about, since it slowed
performance of that particular unit during acceleration
testing compared with a DCT-equipped version they had
sampled earlier! Indeed, that is one of the benefits of a
dual clutch transmission: Such a setup can actually shift
measurably faster than a conventional manual setup, and
that can translate to faster acceleration in timed tests. But
that’s just one aspect relative to the VFR1200F.
This new VFR1200F Dual Clutch Transmission facilitates full-on sport-riding capabilities along with such easy
and seamless operation that even longtime motorcyclists
who cling tightly to tradition will soon be
converted. Fact is, DCT will outperform
manual shifting in other respects. Credit
the VFR1200F’s electronic control technology that triggers hydraulic systems to
help ensure smooth, seamless gear
changes—so seamless, in fact, that
there is less driveline lurch and chassis movement during shifting than
with a manual transmission because
the system shifts gears more
smoothly and quickly than a typical rider can accomplish during a gear change.
To provide a remarkable level of versatility, the
VFR1200F with DCT offers three operating
modes: two full-auto modes (D-mode and
S-mode) and a six-speed gear-select mode for
full rider control via paddle-shifter-type controls.
D-mode operation provides a well-balanced blend between acceleration and fuel efficiency, just the ticket for relaxed riding or
long-distance travel. The sportier S-mode, in contrast, raises the rpm thresholds between shifts, giving access to higher engine speeds where more
power is produced; the result is distinctly sport-oriented
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DUAL CLUTCH TRANSMISSION MECHANISM
TWO RIDING MODES
ND switch operation
Clutch for gears 2-4-6
acceleration and more spirited throttle response. Choosing
gear-select mode allows riders to control gear selection
through handlebar-mounted paddle shifters. Downshifting
yields engine braking, albeit within set operating parameters; the ECU will not permit downshifting to the point of
excessive over-rev. And while in manual mode, the transmission will not automatically upshift until the rider chooses
to do so—instead, you’ll hit the rev limiter, just as you would
with a conventional setup. All in all, the rider enjoys a full
range of options, all within fingertip reach.
The effectiveness of this optional Dual Clutch
Transmission makes the VFR1200F a true milestone
machine, and you don’t have to take our word for it—that’s
the overwhelming response from motojournalists who
recently traveled to Japan for an early bird’s ride aboard
sample machines. Blake Conner of Cycle World magazine
said, “‘Revolutionary’ is a buzzword that is thrown around
far too frequently, but I have to say that after riding Honda’s
brand-new 2010 VFR1200F around the Sugo Circuit outside of Sendai, Japan, as well as on public roads nearby, [I
feel] this bike truly defines that expression.... The DCTequipped model takes innovation to an entirely new level.
The program responded to my aggressive throttle inputs
Outer main shaft
“To my surprise the bike shifts in a very intuitive
manner, making both up- and downshifts precisely and effectively on the track to the point
where I was comfortable letting the bike do the
work while I focused on enjoying myself on the
winding, twisty Sugo racetrack.”
Ken Hutchison, Motorcycle USA
with seamless 0.5-second shifts just shy of redline. I was
initially concerned that the system wouldn’t downshift
aggressively or would do so at a deep lean angle. But
never in the course of my ride did the bike shift up or down
at an inopportune moment.”
Ken Hutchison, editorial director at Motorcycle USA,
said, “Although power is important for anyone considering
buying a VFR1200F, the aspect of this motorcycle that I’m
most impressed with is the performance afforded by the
Dual Clutch Transmission. Don’t be misled into thinking the
auto clutch is a snoozer. In S-mode the motorcycle is as fun
as the standard version. To my surprise the bike shifts in a
very intuitive manner, making both up- and downshifts precisely and effectively on the track to the point where I was
comfortable letting the bike do the work while I focused on
enjoying myself on the winding, twisty Sugo racetrack.”
In order to accomplish fast and efficient shifts, the Dual
Clutch Transmission employs independent clutches for the
odd-numbered gears (First, Third, Fifth) and the even-numbered gears (Second, Fourth, Sixth), respectively. The two
clutches operate alternately to effect gear changes. For
example, during the change from First to Second gear, the
computer detects the upshift and engages Second gear,
then releases the First-gear clutch while engaging the
Second-gear clutch to achieve a smooth gear change. This
Inner main shaft
Clutch for
gears 1-3-5
AT/MT switch operation
Up/down switch
operation
Countershaft
Pressure plate
Hydraulic piston
chamber for control
Hydraulic canceller
chamber
Hydraulic canceller
chamber
Hydraulic passageway
for clutch 2 control
Hydraulic passageway
for clutch 1 control
transmission also employs dual concentric input shafts (one
shaft runs inside the other hollow shaft), an exclusive inline
clutch design, and concentration of hydraulic circuitry
beneath the engine cover to achieve a compact design
“Skeptics like me were converted,
and the paddock was abuzz with praise.
Well done, Honda.”
Greg Drevenstedt, Rider magazine
Clutch 2
Clutch for gears 2-4-6
Clutch 1
Clutch for gears 1-3-5 / Takeoff clutch
Flows to hydraulic
piston chamber
for control
Hydraulic pressure from linear solenoid
valves 1 and 2
By placing two clutches in line on the same shaft and loading a
hydraulic pressure control piston inside the clutch disc, a very
compact clutch assembly is created, which limits the increase in
engine width.
that’s not noticeably bulkier than the conventional setup.
If you still remain a bit skeptical about the utility of the
VFR1200F’s Dual Clutch Transmission even after reading
this account, that’s understandable. And you’re not alone.
But we’ll close here with some observations from Rider
magazine’s Greg Drevenstedt, who also approached the
Dual Clutch Transmission-equipped VFR1200F with something of a jaundiced eye—until he actually rode the two
bikes, with and without DCT, and ended up a believer: “The
standard model’s six-speed manual transmission shifted
smoothly, and the slipper clutch worked flawlessly ... but the
real show-stopper was the Dual Clutch Transmission model.
Sport (S) mode is a revelation when hard-charging. Gear
changes are seamless in any mode. Skeptics like me were
converted, and the paddock was abuzz with praise. Well
done, Honda.”
• Click here to view a video, including media interviews, from the 2010 VFR1200F launch in Japan.
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he American Honda Press Department
recently hosted a trip to Japan, inviting members of the Powersports press in the U.S. to sample the 2010 VFR1200F for the very first time at
Sportsland Sugo Circuit. Once on-site at Sugo, the
editors climbed aboard manual-shift models as
well as samples of the VFR1200F equipped with
the innovative Dual Clutch Transmission. For the
daylong test session, the editors were allowed to
put in hot laps on the Sugo Circuit and also ride
the bikes on a twisty road course that surrounds
the main track, an environment that closely resembles a street ride. Between the two experiences,
the editors came away with a very good feel for
just how competently the VFR1200F performs in
different settings.
On this and the following pages are images of
the Sugo launch, an event that elicited much
praise for the new machine from all members of
the press in attendance.
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All Dressed Up and Ready to Go:
VFR1200F Accessories
With all the attention Honda paid to the VFR1200F’s
extremely efficient aerodynamic envelope, it was clear
that accessories made for this new sport-touring bike
would have to fit in the same, wind-cheating mold.
Honda’s equipment designers did just that, crafting saddlebags, a windscreen and other components that integrate elements from the VFR1200F’s bodywork materials
and colors while also complementing the bike’s styling,
amazing fit-and-finish and performance. The Honda
Genuine Accessories available for the VFR1200F include:
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29-LITER SADDLEBAGS: Aerodynamically shaped and
2
33-LITER TRUNK: Roomy enough to hold a full-face hel-
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NYLON INNER BAGS: For the saddlebags and trunk, these
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TANK BAG: Made from ballistic waterproof nylon with
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LOW SEAT: This seat’s lower (0.8-inch lower), narrower
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WINDSCREEN DEFLECTOR: An adjustable, three-position
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WIND DEFLECTORS: Wind-cutting components that
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HEATED GRIPS: New design for improved function and
9
HUGGER: Protects the VFR1200F from mud, stones and
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12-VOLT SOCKET: Easily accessible to power electronic
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CENTER STAND: Utilizes existing mounting points on the
colored to match the motorcycle’s bodywork, these lockable bags fit onto integrated bag attachments with no need for
additional mounting brackets. Honda has developed a new onekey system that enables the VFR1200F’s ignition key to open all
the Genuine Accessory bags.
4
met and more, the trunk features a locking, quick-detach
system for easy mounting. Like the saddlebags, the box’s lid
matches the bodywork color, and its lock is operable with the
bike’s ignition key.
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light gray, Honda-branded bags are made from ballistic
waterproof nylon with waterproof zippers. Straps and handles
make them easy to carry before and after a ride.
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waterproof zippers, the Honda-branded bag measures
6.7x11.4x11.8 inches to provide about 7 liters of storage capacity.
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profile makes it easier for shorter riders to reach the
ground, yet it maintains the VFR1200F’s ergonomics.
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windscreen that integrates with the VFR1200F’s standard
windshield for added protection.
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mount to the VFR1200F’s fairing to reduce turbulence
around the grips.
performance. Features integrated controls, smaller
diameter grips, as well as an innovative heat distribution system.
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other road debris thrown by the rear tire.
accessories.
VFR1200F’s frame for simple installation.
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onda’s massive display was the centerpiece of the
41st Tokyo Motor Show, and the reason was simple:
The company had much to reveal. On press day before the
public poured into the show, Honda President and CEO
Takanobu Ito addressed a press corps that made a
Hollywood red-carpet opening seem quaint by comparison.
With thousands of journalists, photographers and videographers hanging on his every word and clamoring for a shot,
Mr. Ito introduced the all-new VFR1200F, plus a host of
motorcycle, automobile, power and innovative mobility products that both generate electricity and run on electricity.
Reflecting the display concept of “Creating The Never
Before,” Mr. Ito said, “Last year we provided some 23 million
motorcycles, automobiles and power products to our customers around the world. We will continue our efforts to
quickly deliver convenient, fun and unique products to our
customers in a way only Honda can.”
Mr. Ito presented the “Honda ELectric mobility LOop,” or
HELLO, concept of vehicles that run on electricity and
also generate electricity, including the compact EV-N
commuter car, the EV-Cub and the EV-Monpal personal
mobility vehicle.
Cutaway of the VFR1200F shows how the Dual Clutch Transmission does its magic.
The VFR1200F made its world debut in a display that asked the question: Can pioneering innovative technology restore common sense?
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While some manufacturers displayed their exotic racing machines behind velvet
ropes, Honda offered a step to make it easier to climb aboard the exotic RC212V.
Honda also unveiled the DN-01 Touring Concept complete with saddlebags and cool paint.
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The Fountainhead
M
ost all of us have visited a baseball stadium at one
time or another. Go conjure up some mental
images—can you visualize that stadium and the surrounding grounds? Next, take that mental picture of those stadium
grounds and expand that area by a factor of 36. Got that in
mind? Well, maybe not entirely, because now we’re talking
about a layout that is genuinely gargantuan. But at least
you’re beginning to get an inkling regarding the total size of
The press tour of the Kumamoto motorcycle
factory focused on the “Fun” assembly line,
which is utilized to produce large-displacement
motorcycles, including the new VFR1200F.
the Honda Kumamoto factory grounds in Japan, where 87
different models of motorcycles and scooters spring forth
for worldwide distribution. Here’s another big number for
contemplation: The Kumamoto factory can produce as many
as 1800 motorcycles in a single day! And on top of all that,
other factories at this site produce 53 different engines and
many other components to supply 30 other Honda factories
in 20 other countries.
The staff of the Press Department at American Honda
recently held a visit to this facility, hosting a number of editors from the stateside press. Since its beginnings in 1976,
Kumamoto has grown to include a plastics molding factory,
a metal foundry, a power-equipment engine factory, a transmission factory, a wastewater treatment facility, three test
tracks including on-road and off-road plus sports fields—
including a baseball park, ironically enough. In addition,
Honda recently completed the construction of a new motorcycle plant in which all of those motorcycles and scooters
previously mentioned are built.
The press tour of the Kumamoto motorcycle factory
focused on the “Fun” assembly line, which is utilized to produce large-displacement motorcycles, including the new
VFR1200F. Measuring 130 meters long, the Fun line produces 537 motorcycles daily, enabling each unit to be
assembled in about 90 seconds. The computer-controlled
elevator-style Automatic Lift Platform that carries each
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motorcycle down the assembly line adjusts to different heights during the assembly process, allowing workers of different heights to
build machines of varying sizes simultaneously on the line with minimal physical stress—a big key to Kumamoto’s production flexibility.
As another method of speeding production, parts conveyor racks
carry parts along the assembly line at the same pace as the main
conveyor, delivering the needed parts to assemble a single motorcycle. For workers, this eliminates the need to change parts carriers
when parts run out, increasing efficiency.
Once completely assembled, each motorcycle is inspected, the
engine is warmed up and run through the gears on a rear-wheel
dyno, and then the bike is ridden along a short zigzag course to
check the chassis and suspension movement before it heads to the
crating area. Here, each motorcycle is neatly packaged one by one
in preparation for shipping. All the motorcycles are carefully packaged to protect against damage during the long boat trips that end at
ports literally all around the world. From such ports the crated motorcycle is then distributed to a Honda dealership, and the machine’s
journey might very well end at your driveway.
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Innovation
27 Years of Groundbreaking V-4
Honda’s newest V-4, the 2010 VFR1200F, showcases an amazing amount of revolutionary technology, from its radical new Dual Clutch
Transmission to its 28-degree-phase crankshaft,
asymmetric cylinder layout, layered-concept
fairing, Throttle By Wire and much more. But
that’s hardly a surprise, because Interceptors
have showcased trailblazing Honda technology
ever since the first V45 wheelied onto the scene
in 1983. Often, the Interceptor showcased technology that was right off the racetrack; other
times, while it may not have premiered a feature,
it was often one for the first bikes in Honda’s
lineup to offer that feature to the public.
Let’s take a look at some of the breakthrough
technologies that have appeared on Honda
Interceptors over the years.
The perimeter chassis was the basis for a big handling
breakthrough: It was far stiffer than the competition’s singlebackbone frames, and it imbued the V45 with handling never
before experienced in a streetbike.
Next, the V45 saw the introduction of the 16-inch front
wheel to the Honda lineup. At the time, most streetbike front
wheels were 18 inches in diameter; the 16 made the
Interceptor much quicker-steering and way more responsive,
a real night-and-day change from the other bikes out there.
And finally, the V45 used a single-shock rear suspension,
again at a time when much of the competition was still using
twin shocks.The V45 had it all: speed, handling, comfort and
race-winning power. Honda never looked back.
1986 VFR750F
Want to see how fast Honda was accelerating technology
in the 1980s? The ground had barely quit shaking from the
first Interceptor’s introduction when the bike received a
major makeover. First, a minor name change from VF to
VFR®. Next, the engine received gear-driven cams for more
precise valve timing. Gear-drive cams were the stuff of
unobtainable, factory Bol d’Or machines, but here they were
for the everyman.
Even bigger news was the Interceptor’s new frame: An
all-aluminum construction, it was stiffer, offered better handling and was a big contributor to the new bike’s 45-pound
weight reduction. Yet for all the racetrack-inspired features,
the VFR was an even better streetbike, with none of the
high-strung tendencies of other track-replica machines.
1983 V45 VF750F Interceptor
The original 1983 Interceptor is one of the most
important streetbikes ever made, right behind another
legendary 750, the 1969 CB750K0.The 1983 model
didn’t just showcase one feature; it put together a
collection of groundbreaking designs unequaled
until the new 2010 VFR1200F.
90-DEGREE V-4 ENGINE
Serving as the longtime center-stage
for engineering innovation, over the
years the V-4 VFR has served as the
showcase for many high-tech features.
Here is a ghost illustration of the 1998
Interceptor, first of the 800 series.
First, the VF750F introduced the concept of a 90-degree V-4 engine to
the sportbike world. Honda had pioneered that concept in its Grand Prix
bikes as early as 1978 with the NR500, and in 1982 Honda brought out a
V-4 for the street, the Sabre™. But the original Interceptor’s engine was in
a much higher state of tune than the Sabre’s, making the Interceptor the
quickest machine in its displacement class.
Second, the V45 used a radical new perimeter frame. Fabricated from
square-section steel tubing, it wrapped around the outside of the engine
instead of underneath in the conventional “double cradle” style of the day.
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1990 VFR750F/1990 RC30
GEAR-DRIVEN
CAMSHAFT SYSTEM
This new decade saw the introduction of two new Honda
V-4s, the next-generation Interceptor and a new machine
built specifically for the Superbike class, the RC30. The
Interceptor now would focus on being a broad-spectrum
streetbike, while the RC30 took over the racetrack duties.
Both featured twin-spar aluminum frames and single-sided
Pro-Arm® aluminum swingarms. The second feature was
right out of Honda’s endurance-racing experience. The
design allowed super-fast wheel changes, yet even with
the swingarm open on one side still provided excellent handling. A combination of sophisticated design and superior
manufacturing techniques made it possible.
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1994 VFR750F
The 1994 VFR showcased some breakthroughs in
bodywork aerodynamics—for instance, the NACA
ducts (the black, Y-shaped openings) on the sides of
the fairing. This was part of the VFR’s sophisticated
air-management system, and in many ways a precursor to the new VFR1200F’s layered-concept fairing.
The NACA ducts came right off another Honda V-4,
the ultra-exotic, limited-edition, oval-piston NR750.
And finally, Honda designers found a way to shave
another 20 pounds from the VFR; the lessons learned
here relate directly to today’s generation of lightweight
sportbikes like the CBR600RR and CBR1000RR.
Early versions of the VFR’s Pro-Arm single-sided
swingarm were manufactured with the aid of CADCAM—Computer-Aided Design and ComputerAided Manufacturing. Cutting-edge stuff at the
time, CAD-CAM parts have now become the state
of the art.
1994 RC45
Over the years, various VFRs have incorporated Honda’s unique cast aluminum Pro-Arm
single-sided swingarm, which offers high
rigidity, light weight, simplified rear-wheel
removal, easy chain adjustability and more.
LUB-COATED PISTONS
1998 Interceptor
LINKED BRAKING
SYSTEM
This is the bike that put Honda over the top in both
AMA and World Superbike. It also introduced true,
high-performance programmed fuel injection (PGM-FI)
into the Honda lineup. The RC45 was lighter, faster
more compact and a real winner in every way—just
ask Miguel Duhamel, who used it to bring home not
just multiple victories at Daytona but a National
Championship as well.
The 1998 Interceptor broke new ground by combining two innovative Honda technologies: the Pro-Arm
single-sided swingarm and a twin-spar pivotless
chassis, using the engine as a stressed member of
the chassis.
VTEC ENGINE
An engineering sleight of hand to enhance engine breathing at both lower and
higher engine speeds to boost power output, the VTEC valvetrain allows the
engine to breathe through two valves at low rpm and four valves as engine
speeds increase.
This was another big chassis breakthrough, the introduction of the pivotless frame. Normally, the swingarm
pivot would run through the rear of the frame, but on the
1998 Interceptor (and the VT1000 Super Hawk™) the
swingarm pivoted through a casting at the rear of the
engine/transmission case and never touched the frame
itself. This allowed Honda engineers to completely isolate the frame from the swingarm’s action, and fine-tune
chassis stiffness to a degree never seen before.
Engine displacement jumped to 781cc, partially
through the use of aluminum-ceramic-composite cylinder liners, another manufacturing breakthrough, along
with the Interceptor’s LUB-coated pistons. The braking
system offered LBS—the front and the rear brakes
linked, a practice growing more and more common today
but really cutting-edge at the time.
The fuel-injection system also used a much more
sophisticated 3D mapping. And the Interceptor now
used twin side-mount radiators. The goal here was
twofold: first, to allow the designers to move the
engine closer to the front wheel for better handling, and
second, to isolate the fuel-injection system’s air intakes
from the hot air dictated by a radiator in a conventional
position. Honda had used side-mount oil coolers back in
its days of six-cylinder 250 GP bikes, and now the
new Interceptor offered the design for the street.
2002 Interceptor
This was another landmark year for Interceptor innovations and improvements, the biggest of which was the
introduction of the VTEC® engine. VTEC let the
Interceptor run on two valves per cylinder at low rpm for
better throttle response and torque, and at four valves
per cylinder at high rpm for better horsepower and engine
breathing. Sophisticated ignition mapping and fuel-injection delivery smoothed out the transition.
As you can see, for the last 27 years the Interceptor
has ridden right on the cutting edge of technology.
And in another 27 years, riders will look back on
the new VFR1200F with all its technical innovations
as both a groundbreaking and benchmark bike—
exactly what you’d expect from a Honda!
• Click here to learn more about Honda’s production V-4 motorcycle history.
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Racing Giants
Tracking Footprints of
T
he cry of a full-tilt racing V-4 howling around the track at
redline’s edge stages an armed assault on the senses,
as anyone who has attended a MotoGP race lately can attest.
Most recently, the RC212V has been Honda’s V-4 racing
weapon of choice in the MotoGP traveling show, and it is truly
a sight—and sound—to experience.
However, if you turn the clock back 27 years to 1983 when
the startlingly new Honda VF750F Interceptor made its racing
debut in the Superbike race at Daytona, you’ll find that first
V-4 encounter in American Superbike racing arguably posed as
great a stir as the racing debut of any other new machinery in
modern times. For at that time, inline-fours filled the mainstream
norm in the Superbike class; this new V-4 was something truly
exotic, a fact that became undeniably obvious when Freddie
Spencer won that debut race. Spencer would later return fleetingly from his mainstay GP responsibilities to win the Daytona
Superbike events in 1984 and 1985 aboard Interceptors.
Honda’s VFR-series V-fours would go on to win championship
upon championship in the USA and around the world.
Fittingly enough, the Honda Museum at Motegi today
houses a complete collection of this line of racing V-4
machines for people to admire. And for those of you who might
not be planning a trip to Japan to take in this display, you can
follow the link below to enjoy a timeline depicting a full array of
the production bikes and racing machines that comprise the
rich heritage of Honda V-4 motorcycles.
The limited-edition street-legal V-4 Honda NR750 became a legend
in its own time immediately upon its release in 1990, and the legend
has only grown.
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Giants from roadracing’s past
glory days loom large at the Honda
Museum at Motegi.
• Click here to view the Honda V-4 timeline and enjoy a trip back in time with some of the giants of racing.
The NR750 V-4 engine on display: four oval pistons, eight connecting rods,
32 valves. Crazy-exotic stuff of the highest order.
At the Honda Museum, you can take your time and stroll around
in the midst of genuine greatness, eyeballing truly exotic
machines to your heart’s content.
Championship machines aplenty reside here at Motegi, and historic racing images
accompany many of the displays to whisk you back in time.
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Legends
The Stuff of
H
onda’s V-4 motorcycles have a rich racing
legacy. Always trailblazing, they’ve won world
and national championships, lapped the Isle of Man
at record speeds, and turned club racers into household names. From the oval-piston NR500 to the legendary RC45 to the current RC212V, Honda V-4s
have ruled the track. But nothing rocked the racing
scene like the original. Here’s a look back on the
VF750’s dominance of the American racing scene.
The Interceptor first appeared as a national force
on the American Superbike scene in 1983, and it
was an immediate success. In its first year the
Interceptor won a remarkable eight AMA Superbike
races, including the Daytona Superbike event. For a
bike in its first year of contention, and especially for
one that incorporated so much cutting-edge technology, the Interceptor’s finish of second overall in
the series was remarkable.
But the very next year, things got even better. The
season got off to a roaring start with another Daytona
win, and Interceptor riders never looked back. The
VF750F-based machines won 12 of the season’s 13
AMA Superbike events. Flyin’ Fred Merkel took home
the championship and along the way set the record
for most wins in a season as well as the highest season winning percentage.
The next year was a near carbon copy. Freddie
Spencer won Daytona on his Interceptor, Merkel
again won the title and Honda won nine of the
13 events.
By 1986, even a bike as strong as the original
VF750F needed some updating, and a next-generation Interceptor rolled up to the starting line. The overall design stayed the same: V-4 engine racing against
a grid full of inline-fours. The new bike won eight out of
nine AMA races, and Merkel took home his third
straight Superbike Championship for Honda, while his
teammate Wayne Rainey rode home in second.
By 1987, only a fool would bet against an Interceptor
on the track. The only thing that changed was the
rider. This time it was Rainey’s turn, with a young
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Fred Merkel - 1984 VF750F
By 1987, only a fool would bet against an
Interceptor on the track. The only thing that
changed was the rider.
Honda flat track star turned roadracer having a spectacular year too:
Bubba Shobert finished third in the series on his Honda V-4.
Shobert’s rookie year was no fluke: In 1988 the Texan rode his
Interceptor home to his first AMA Superbike championship, and
Honda’s fifth straight. The Interceptor’s performance set a record for
the most consecutive AMA Superbike Championships won by any
manufacturer to date. Merkel was now riding in a new class, World
Superbike, on another Honda V-4, the new RC30. And, just as naturally, Merkel and the RC30 rode off with the inaugural Championship.
Bubba Shobert - 1988 Interceptor
The last year an Interceptor was still a contender in
AMA Superbike was 1989. And while Honda didn’t field
a team, a privateer Interceptor still won Daytona, with
John Ashmead riding home first across Daytona’s
famous banking. Across the pond, Merkel backed up his
first World Superbike Championship with another.
By 1990, the Interceptor’s days as a front-line racebike were over, supplanted by the RC30 and later the
RC45. The Interceptor now occupied another role: that
of one of the most sophisticated streetbikes the planet
has ever seen, a motorcycle for those who appreciate
refinement and innovation—a legacy the all-new
VFR1200F carries on.
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Vol. 19 No. 107 February/March 2010
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