My love affair with bikes began with a Honda: a tired but capable old CBR600R. A tricked up CBR1100XX Blackbird quenched my thirst for more power, but it was a VFR800 that I couldn't peel myself away from.
Even without my Blackbird and VFR800 years, news of a new VFR was exciting. We knew the traditional touring V4 configuration would be beefed up and that it would be a gleaming example of exquisite design, superior build quality and space age technology.
Where the Blackbird now looks like a comfortable old armchair, the VFR1200 has an authoritative presence.
It's less angular then the old VFR800, its nose is snubbed not pointed, the bodywork flows rather than peaks and somehow I can't shake the feeling that it looks a bit German.
Boarding the bike for the first time, the VFR1200 feels familiar. There is nothing particularly surprising about the riding position; it's as comfortable as you would expect and the seat feels low and plush which is all fine, except that I had wanted to be surprised.
Sure enough, it wasn't long before the VFR1200 was begging to stretch its legs on the highway. A wave of torque spread itself over the rear tyre as the Honda poured effortlessly through the traffic. Not quite with the purpose you'd expect from a 1,200cc V4, but nevertheless, with a predictable power delivery that is perfectly acceptable. As the revs rise above the 6,000rpm mark, the bike's sportier character becomes more evident and the engine appears to wake up.
Thankfully, there's no longer the niggling kick caused by the variable valve timing system of the old VFR800 and power climbs steadily towards a distant, final crescendo that always seems just out of reach. You can't really describe the sensation as disappointing or unsatisfying as the VFR1200 is relatively powerful and fluid. It has enough stomp for snap decision overtakes and it holds steady motorway speeds but it lacks the kind of punch that knots your stomach and prickles your skin. Plus it sounds more like a TMAX than a T-Rex, which is fine, for some.
Flicking the bike from left to right, as either a tactical manoeuvre to avoid the traffic or for pure pleasure, feels far easier than the sheer bulk of the bike suggests.
Likewise, sweeping through an open curve it is secure on its side, with the rear occasionally wallowing. Although the chassis and overall handling feel more rewarding with a dynamic ride, there is a subtle reluctance to turn at slower speeds. And I mention this not as a fault, but purely by comparison.
The VFR1200 does everything you ask, and most of it very well, but it doesn't do any more than that. It doesn't shock, surprise or boldly impress in any aspect. And if you want a sports tourer, an 18.5-litre fuel tank is hardly enough. It gives only 258km or so before you are running on vapours and means even the most daring adventure will turn into a fuel-finding mission after 225km. That isn't long if you've got far to go (which the VFR claims to do).
Has Honda missed a trick with the evolution of its new V4, or am I expecting too much? Either way, the VFR1200 lives in a category inhabited by bikes like BMW's K1300S, Kawasaki's ZZR1400 and Suzuki's Hayabusa. And as each model was introduced to the market, the bar was raised in some way or another. It is hard to see how Honda has continued that trend.
Specs & rating
- Model: VFR1200
- Engine: 1,237cc V4
- Transmission: Six-speed
- Max power: 173bhp @ 10,000rpm
- Max torque: 128Nm @ 7,800rpm
- Weight: 267kg (wet)
- Fuel capacity :18.5 litres
- Price: NA
- Plus: Good all-round performance
- Minus: Competition is sharper
