The first impression is of a smaller machine than it appeared to be in pictures. The second impression is that it looks a lot better in reality than it seemed in the spy pictures, even with a somewhat controversial exhaust design. Drawing from a long line of V-4 models, the 2010 VFR1200F utilizes fully updated V-4 technology, and promises a thoroughly contemporary riding experience.

According to Honda’s Powersports Press Manager Bill Savino; “The VFR1200F establishes a whole new definition of performance motorcycling, one that taps into Honda’s rich V-4 VFR heritage and extends it into the future of Honda motorcycling. The new technology within this motorcycle is flat-out amazing and it all works together in a manner that takes the VFR1200F strides forward in how a high-end machine looks, works and feels. This is a sport motorcycle that will leave you smiling and ready for more even after you’ve been riding for hours on end.”

Some of the features found in the VFR1200F include:

• Honda MotoGP V-4 engine technology and architecture for cutting-edge performance to the VFR1200F.
• Light and compact 1237cc liquid-cooled 76-degree V-4 pumps out high levels of power with a distinctive V-4 feel and sound. Honda is not quoting power figures, but the engine is redlined at 10,000 rpm, and is said to produce excellent torque across a wide operating range.
• Symmetrically Coupled Phase-shift Crankshaft uses 28-degree crankpin offset to eliminate primary engine vibration. Since the angle between the cylinder banks is less than 90-degrees in the interests of compact packaging, Honda altered the crankpin orientation to restore optimal engine balance.
• Asymmetrical exhaust lengths between front and rear cylinders boost power production and enhance power feel. One assumes from this that one pair of cylinders has better low-end torque, the other better high-speed performance.
• Lightweight and compact Unicam® valvetrain allows for significantly smaller cylinder heads. This is technology used by Honda in its dirtbike line to reduce engine dimensions, and here is the description of that system: it’s a single-overhead-camshaft design, where that camshaft’s dual intake lobes directly actuate the intake valves. A single exhaust lobe on the same camshaft actuates two exhaust valves via a forked, low-friction, roller rocker arm.
• Honda slipper clutch in manual-shift model allows fast downshifting without rear-wheel lockup during exuberant sport riding. Obviously, this would be hard to accomplish in the already-complex dual-clutch mechanism, so that model does without.
• Unique cylinder layout with rear two cylinders located innermost on the crankshaft and front cylinders located outboard narrows the rider interface aboard the VFR1200F. This unorthodox cylinder arrangement keeps the engine narrow back where the rider sits, allowing the seat/tank junction to be appropriately slender.
• Throttle By Wire for next-generation throttle response. Electronic throttle control can also be used for rev-matching while downshifting in either the manual or dual-clutch machines, but we don’t know yet whether this is being done. An introductory ride in mid-December will confirm or deny this speculation, so stay tuned.
• Optional Dual Clutch Automatic Transmission with manual mode and automatic mode with two D/S modes and paddle-style shifters offers technology so far only seen in premium cars, and will allow the rider the option of self-selected or automatic shifting. We know these systems to be a real boon in congested traffic.
• Next-generation shaft drive system with offset pivot point and sliding constant-velocity joint for a new level of shaft-drive performance and control. Honda spokesmen claim this system will provide transparent final-drive dynamics, with none of the symptoms normally noticed. Still, the crownwheel-and-pinion mechanism obviously produces more unsprung weight on the rear wheel than a chain and sprocket, so we await a ride for our final assessment.
• Transferable one-year, unlimited-mileage limited warranty; extended coverage available with a Honda Protection Plan.

The Chassis and Suspension are described as follows:

• GP technology-inspired layer-concept aero fairing for unrivaled air management. Literally, a skin-within-a-skin design bodywork, boasting a very smooth outer fairing surface with no protruding fasteners for laminar air flow.
• Honda’s Pro Arm® single-sided swingarm with single gas-charged shock controls rear suspension action; features handy remote spring preload adjuster, rebound damping adjustability and 5.1 inches of travel.
• A stout, sport-oriented 43mm inverted cartridge fork with spring preload adjustability and 4.7 inches of travel.
• New controls at every interface that are claimed to offer smoother and more precise tactile feel to enhance the riding experience.
• New-technology seat construction permits a higher level of seat shaping and forming details.
• Saddlebag mounts come standard on both versions of the VFR1200F. This is critical on a model that was favored by long-distance riders in the past. Since its intended role would appear to be to compete with machines like Yamaha’s FJR1300, Kawasaki’s Concours 14 and some BMW tourers, the VFR1200F must offer adequate luggage volume.

Pricing will be finalized in December, but this model is clearly playing to experienced riders in the upscale market, and will doubtless go on sale at prices beyond $12,000.