HONDA VFR1200F DCT (2010 - on) Review
At a glance
|Owners' reliability rating:|
Overall ratingNext up: Ride & brakes
The ‘DCT’ bit of Honda’s new VFR1200F stands for ‘Ducal Clutch Transmission’, Honda’s name for it’s all-new, clutchless, semi-automatic transmission system which is so different it warrants a review all its own, and so impressive and revolutionary it heralds the start of an all-new technical era.
Ride quality & brakesNext up: Engine
The standard Honda VFR1200F’s handling could be best described as solid, stable and smooth, and the DCT version’s no different despite an extra 10kg. Though a big, heavy machine, the VFR1200F carries its weight low and carves bends predictably – just don’t expect lightweight sportsbike-style flickability.
EngineNext up: Reliability
The DCT’s V4 is the same as the standard VFR1200F’s – meaty, flexible, smooth and brisk. What’s new is the revolutionary transmission – two full auto modes and a ‘Tiptronic’-style push-button, clutchless manual option. All work brilliantly, seamlessly and astonishingly smoothly, so much so you’ll wonder why we ever put up with cable clutches and crude gearchange levers. On the downside, it’s a lot to get used to, arguably unnecessary and many actually like the finesse and involvement conventional clutch and gear levers give.
Reliability & build qualityNext up: Value
No problems here with the new VFR11200F DCT. Paint finish is sublime, quality, as you’d expect from Honda, excellent. To early to pronounce on reliability and the sophisticated electronics on the DCT are a potential minefield, so beware.
Value vs rivalsNext up: Equipment
Whichever way you slice it, Honda’s new VFR1200F DCT isn’t cheap, but it’s technology is currently unique, works brilliantly and the base bike ain’t bad either. For a ground-breaking, super-effective, flagship superbike, the price seems to be the going rate these days. Find a Honda VFR1200F for sale.
The base VFR1200F is slick enough, but has been criticised for lacking the goodies many rivals boast, such as electric screens and suspension, on-board computers and so-on. The addition of DCT, however, truly sets it apart.
|Engine type||Liquid-cooled, 16v 76º V4, shaft drive|
|Frame type||Aluminium twin spar|
|Fuel capacity||18.5 litres|
|Front suspension||43mm usd forks, preload adjust|
|Rear suspension||Monoshock with preload and rebound damping adjustment|
|Front brake||2 x 320mm discs, six-piston callipers with C-ABS|
|Rear brake||276mm disc, two-piston calliper, C-ABS|
|Front tyre size||120/70 x 17|
|Rear tyre size||190/55 x 17|
Mpg, costs & insurance
|Average fuel consumption||42 mpg|
|Annual road tax||£93|
|Annual service cost||-|
17 of 17
How much to insure?
Top speed & performance
|Max power||173 bhp|
|Max torque||95 ft-lb|
|Top speed||165 mph|
|1/4 mile acceleration||-|
|Tank range||140 miles|
Model history & versions
2010: Honda VFR1200F DCT introduced
Honda VFR1200F: standard version has conventional gearbox and costs around £1000 less.
Owners' reviews for the HONDA VFR1200F DCT (2010 - on)
5 owners have reviewed their HONDA VFR1200F DCT (2010 - on) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.
Summary of owners' reviews
|Ride quality & brakes:|
|Reliability & build quality:|
|Value vs rivals:|
Very capable big sports bike that was sadly underrated at launch and only now seems to have attracted a cult following. The engine is characterful with immense power and the rest of the bike is also highly capable. It’s a comfy sport bike in my opinion. Or a really sporty tourer? In fact the comfort is probably the best of any bike I’ve had, and this is number 26! The fairing is astonishing, fairly discreet but really quiet and takes all the blast off. It makes a joke out of huge touring boats that still manage to leave you buffeted, no matter what screen setting you seem to have. Another great point is the ergos. I’m finding upright bikes kill my lower back. The Big VFR has a lovely position that lets you play at sports bike style riding, without excess weight on the wrists. And my back actually likes the slight stretch. The weight is an issue pushing it around but not So much on the move. Only in that it drinks fuel. I like the DCT but this first iteration is nothing like as refined as my DCT Africa twin. on the move it’s fine but round town is clunky and annoying. Using sport mode helps a bit. Overall I love it.
The suspension is nicely set up for the road IMO. The forums rage with the usual ‘you gotta upgrade the rear shock’ talk. But compared to other stock bikes I’ve had it’s fine straight outta the box. The brakes are SUPERB. Really powerful and with good feel. As a bike sporty bike it’s happiest on A roads and not our ever declining back roads. Careful on the motorway as it’s barely trying at 100mph and it’s So tempting to go a bit crazy with the speeds. Sitting at 90 is truly effortless and as a big commuter I arrive fresh and entertained.
Wow. This is the centrepiece of the bike. Despite being a big 1200, it begs to be thrashed and really goes when you find some room on the road. It never, ever feels stressed, just wants more all the way to the top. One downside is it only sounds good when you are beyond 7k with the taps open, then it really sings. At idle or a car park rev and it’s a bit embarrassing really. A sewing machine! Weird that the little VFR800 sounds so much better. But be patient because when you get it going you’ll think you’re a racer... As for pace, it’s about the same as an S1000XR, which is pretty damn fast. It’s easy to forget it’s 170bhp.
Beautifully put together. I’ve put a few thousand miles on mine now and it’s faultless. I do look after it but it’s a really solid feeling machine.
It likes a drink. I tend to get about 130 miles on the trip clock before the petrol gauge starts flickering. it’s famous for only holding 18litres and this is a bit meagre. Also seems to rip through tyres a bit. But it's a big heavy powerful sports bike that loves to be ragged, so you’re gonna pay a price.
I’ve given it a 4 because it has everything I want. This bike suffered at launch because gimmicks and riding modes and all that crap were just coming in and honda hadn’t done that. Now we have Apple car play on the new Africa twin and it has about 13 buttons on the LH switchgear. And people are moaning about that and wishing bikes were simple again. I would FAR rather have a sorted bike with good ergos and a characterful engine than 3 crap riding modes and a tft screen.
Buying experience: Bought from Earnie’s in Huddersfield. Fine.
Fantastic Bike, buying second hand offers great value for money. You would be hard pushed to buy a better bike.
Had my reservations about the Dual Clutch model, went on a reluctant test ride as the manual bike was in for a service. What can I say, I ended up buying the bike, absolutely brilliant has me grinning ear to ear everytime I go on it. My knees are not the best and having the Dual Clutch just makes everything effortless, but still rewarding. It maybe pricey, but look at he price of the Yamaha FJR and its getting really long in the tooth.
Hang on a moment its using technology thats been around for donkey's years in the car world. Don't get me wrong the whole love of a motorcycle is changing gears, blipping on downshifts etc but having ridden both machines I can see the attraction. Having spent over an hour filtering around the M25 I would have loved to have had the dual clutch version instead of manual. The dual clutch bike will certainly have its followers and I can see this becoming more commonplace in the motorcycling world. The tank range is slightly pathetic I can drain it in 90 miles, but I've also heard people achieving 150+.
do we really need this stuff on a road bike, isnt this and shouldnt this be kept on track, isnt it just more electronics that are gonna cost a bomb when it goes tits up,,, surely part of the love and enthusiasm for riding are changing gear when we choose to not when the bike thinks we need to , come on honda, spend time and money on a larger fuel tank for that real touring ability