Honda VFR1200F
Sports-tourer, y’say? With 170bhp performance, slick handling, utter usability and fabulous quality, few bikes have the elegance, confidence and easy speed of the V4
YOU GET EXEMPLARY ENGINEERING
Honda’s 1237cc V4 is clever, using offset crank pins to overcome a lack of balance from the compact 76˚ V-angle. A reversed layout (outer cylinders facing forward, inner cylinders both facing back) eliminates the rotating couple caused by the webs, with utter smoothness ensured by having the two pistons in each bank at BDC and TDC at the same time. And this means the firing interval (104-256-104-256˚) is closer to an RVF750 racer than a VFR800. Also using motocross-style Unicam heads (four valves per cylinder but a single overhead cam) to further aid compactness, the 1200 is thin at its waist meaning plenty of knee and leg space.
DEPENDABLE POWERHOUSE
Stress-free high-mile reliability? Buy a VFR. There was a recall on early bikes after traces of swarf from the manufacturing process were found in oilways, but not all bikes were affected and those that were got a new motor under warranty. Making sure the throttle bodies stay in balance guarantees well-behaved low-speed running; some owners flash the ECUS on early examples to get the 2012-on fuel maps, so make sure you’re happy with who did it. There can be increased oil usage and exhaust smoke after the 16,000-mile valve clearance check; it’s usually that the rubber O-rings have been badly installed (or forgotten) when refitting the covers. A handful of VFRS have burnt-out valves, so the 16k service is a chance for a health check.
THE UP AND DOWN BITS
There’s a handy remote preload adjuster on the rear shock, but if it’s not been twirled every now and again it can seize. And it can then leak when you do twiddle it – some owners had three or four replaced under warranty. Honda’s standard set-up for the forks and shock is plush and gives a great ride quality, although some people find it a tad soft for fully-loaded two-up riding. With little adjustment, don’t be surprised to find reworked forks or, more likely, an aftermarket shock.
EXPECT SHINING MINTINESS
The 1200 is an example of why Honda have a good reputation for build quality. Materials, casting quality and finishes are top notch, and the bike came with a three-year warranty at a time when such things were unheard of. It also tended to attract owners who were less headbanger, more Sunday polisher, so don’t settle for a rough example. There are plenty of pampered bikes about, and with the engine’s reliability always buy on condition rather than mileage.
DON’T FRET OVER TECH
There’s not a lot of electronic gubbins on the VFR (which is part of the reason it wasn’t too popular when new – it arrived just as traction control, riding modes and all the other current tech was appearing). There’s ABS, and basic traction was introduced for 2012-on along with LED lights, but that’s yer lot. Which is fine, as it means no worries about befuddling electronics playing up. If the gear indicator on the dash doesn’t work there could be a cheapo gizmo installed to remove ‘restriction’ in first and second gears.
HOT SHAFTING, ANYONE?
Single-sider is classy and very Honda, but the universal joint in the original design for the shaft final drive could overheat. In the worst cases the joint would separate or even reduce itself into its component parts. Though failures were amazingly rare, Honda recalled all VFR1200S in 2015 for an inspection and replaced joints as necessary. A dealer can tell you if the work’s been carried out (or should have been) using the VIN.
PISTONS EVERYWHERE
The front and rear brakes are linked: using the front applies ten of the twelve pistons in the two six-pot front calipers, with the other two activated when you use the rear brake. It’s unnoticeable, and the rear is a fine way to settle the bike in a corner, but this doesn’t stop DIY enthusiasts from de-linking the system – so triple-check for bodgery. Wet use causes the sintered pads to bind onto the discs. It’s not an issue – almost all bikes do it – but watch for dust from the resulting rust building up in the calipers.
‘The peak of sports-tourer. £4k feels like robbery’