We had the opportunity to try out the new Honda VFR 1200 F. It is equipped with a dual clutch gearbox. The puppy falls to the ground.
Honda VFR 1200 F
Sometimes it pays to look beyond the tip of your nose and see what's going on outside your own backyard. This is the experience that Honda shared with selected journalists by inviting them to Japan for a test session of the new VFR 1200 F, which took place at the Sugo Raceway. The biggest sensation was the dual-clutch automatic transmission of this motorcycle.
Let's start with the VFR 1200, which shifts gears normally and would give a new kick to guys who love supersports. A compact V4 engine and a design that easily draws European inspiration are evidence that the VFR 1200 follows in the footsteps of the VFR 800 and 1100 XX. But Honda still raises the bar, which is clearly evident in the ergonomics: the machine has a narrow waist, the saddle height remains at a reasonable level, and the padding will not allow the rider to complain about the lack of comfort. In short, long-legged bikers will appreciate the one size fits al principle.
The clutch operates easily and the lever doesn't require a clutch, the throttle turns without resistance, the gears shift smoothly and precisely - it's like nothing else, but that's the point. For this purpose there is a V4 engine that operates vibration-free in all speed ranges. It doesn't have the scalp-your-head shock of the K-series Beemers, it pulls fairly softly and doesn't overwhelm the rider's attention. However, the gentle nature hides the real monster hidden in this bike: Honda claims 116 Nm from just 4000 rpm, which is 90% of the maximum torque. If this is true, then... But let's wait for the first measurements.
Honda VFR 1200 F 116 Nm already at 4000 rpm, or 90% of max.
Magic trick with mass
From what you could feel, the biggest kick occurs at 6000 rpm. Especially in second gear, the Unicam-head V4 rips so hard that the Dunlop Roadsmart rear end leaves black marks on the asphalt and the bike wobbles backwards, causing the euphoria of bikers who like to ride hard. There are no electronic gadgets to spoil the fun. Honda engineers said that they deliberately chose this characteristic so that in the lower rev range the engine behaves like a meek lamb, but in the upper rev range it lets loose. Fun performance has a tradition: in the VFR-e 800 this task was accomplished with V-Tec valve control.
HONDA motorcycles
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Advantages and disadvantages
- plus: the motor runs smoothly and with great power,
- plus: maximum convenience, despite the heavy weight,
- plus: no complaints about ergonomics,
- plus: finishing, e.g. quality of varnish,
- plus: running goes in like a hot knife through butter,
- minus: small fuel tank volume,
- minus: slight reaction of the shaft to potholes,
- minus: lack of traction control system.
As for the maximum power, there is nothing to talk about: 173 hp. With. not enough to reach 300 km/h, but for everything else it's too much. Also about going out on the highway. Although this is not a natural VFR environment, here, despite the less-than-adequate tires, the bike can be a lot of fun. How Honda specialists manage to achieve this goal: these 267 kg disappear, as if with the touch of a magic wand, remains a mystery. At first I was a little carried away to the outer trajectory, but after a while I was pleased with the quick and gentle response to the direction adjustment. Driving in a straight line at 250 km/h, like clockwork, I was able to stay on track without any problems and the fancy fairings didn't cause any turbulence. Therefore, there were no problems keeping the pot on my head.
Honda VFR 1200 F
Alphabetical index Alphabetical index from U to E U Uka...
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Alphabetical index
Alphabetical index
from U to E
U
Trip mileage indicator……………………. 21, 22 Coolant temperature gauge ……………………………………………………………….. 20, 22 Fuel level gauge in the tank …………………….. 19 Troubleshooting … …………………………. 80 Motorcycle care……………………………………… 108
F
Headlight ………………………………………………………………………………… 94 Clamps ……………………………………………………….. 54 Registration plate lights ...... 98
X
Storage Storing a motorcycle …………………………………….. 110
Sh
Tires
E
Label with paint designation…………………….. 45
Dual clutch
Ride-by-wire or ride-by-wire throttles seem pretty good. Reactions to load changes are nervous only at 30 km/h. Such equipment obviously has appropriate brakes. ABS, familiar from other Hondas, has six-piston calipers on the VFR 1200. During street riding, this system is one of the most advanced.
The first impression is that the VFR 1200 is a pretty good bike that will almost certainly revive its segment of the market. It has a wide range of applications, from highway flight to track racing.
Now let's talk about what is most different about the new VFR 1200 from the previous one. Probably, the vast majority will subscribe to the statement that the traditional method of gear shifting works flawlessly. However, after trying a VFR with DCT (dual clutch), many would change their minds. DCT has nothing in common with the scooter's continuously variable drive or hydrostatic drive known from the DN-01. Here we are dealing with a conventional gearbox consisting of gears, so that for every three gears - even and odd - there is a separate clutch. When changing gears, they switch between two transmission commands, both in one direction and the other. They do this in such a way that the transitions are invisible.
The electronics also handle, it's really brilliant when moving from a standstill. All you have to do is turn up the gas so you can choose between leisurely driving and skidding the rear wheel. Gears are switched automatically (depending on whether the mode is set to Sport or in normal mode - this happens at different engine speeds) or manually - using the buttons on the left handlebar. Everything works flexibly, smoothly and so comfortably that it makes a traditional gearbox look pale and very old-fashioned in comparison.
BMW K 1600 GT (2011 – present, RUB 650,000–1,700,000)
The BMW K1600GT model, being the least “stuffed” among the entire K 1600 family, is de facto the most interesting in the context of handling and weight-to-power ratio. In terms of classification, the K1600GT occupies a niche between lightweight sport tourers and large luxury tourers.
Engine
At the heart of the K1600GT is the same gigantic six-cylinder 24-valve in-line engine, producing a peak 160 hp. With. and 175 Nm of torque. The power unit tends to eat up oil. From several tens or hundreds of grams from replacement to replacement for those who drive quietly, to one and a half liters for the same interval for “racers”. GT / GTL digests well only high-quality 95 or 98 gasoline. Everything else causes detonation. Cooling radiators require increased attention. Their cleanliness is the key to the absence of overheating. For GT / GTL servicing, you should contact only advanced officials!
Transmission
The six-speed gearbox is made using a cassette layout. This unit does not cause any problems at all. As well as the cardan drive of the rear wheel with timely maintenance and compliance with fueling standards.
Frame and body kit
The transversely mounted engine is the load-bearing part in a complex duplex aluminum backbone frame. A spatial magnesium subframe made of square pipes with amplifiers for transporting trunks filled to the brim with things is attached to the frame at the back; a complex box-shaped spider is mounted at the front for attaching a large amount of plastic and electronics. The whole scheme is to a certain extent monumental and unproblematic. The motorcycle is protected from light falls by standard sliders.
Brakes
The K1600GT is equipped with exemplary brakes. Two four-piston calipers, one two-piston and three 320 mm discs together with a “smart” anti-lock braking system literally work wonders. The huge motorcycle slows down almost like a nimble sportbike.
Pendants
The suspension is designed in the German style. Duolever at the front, Paralever at the rear with cantilever wheel mounting. The tire size is close to that of a sport bike – 120/70–17 and 190/55–17, respectively.
Comfort
To say that the motorcycle is “stuffed” is to say nothing. The list of electronic assistants is impressively huge. Everything that is possible is controlled electronically. Minimum mechanics. From the driver's seat, the cockpit looks like a spaceship control center. The instrument panel is a real multimedia center. Wind protection is almost maximum. It's hard to wish for more. The landing position of the GT version is obviously a little more aggressive compared to the GTL. This is achieved by a higher seat and a straighter steering wheel with less curvature toward the driver.
A high level of equipment and so far rare technology for modern motorcycles require attention, proper quality maintenance and accuracy on the part of the owner.
Modifications
The BMW K1600GT was presented in July 2010 at the Intermot exhibition. Sales began in March 2011. During the entire production period, the motorcycle was modified only once - in 2014, Keyless Ride keyless access was added to the list of on-board systems. In 2016, the K1600 B bagger was added to the family.
A test of patience
Honda VFR 1200 F
Those who are eager to get their hands on this bike will have to wait a little longer, because the DCT version will not appear until the summer of 2010.
“First stop after 300 km,” says Yosuke Hasegawa, project manager of the VFR 1200 F. “Was the Honda VFR 1200 intended as a sports bike or rather as a tourer? Our goal was to create a dynamic sports bike with a V4 engine, suitable for everyday use as well as touring and long rides. We were guided by the motto “first stop after 300 kilometers.”
At 6000 rpm the engine gets a huge kick, especially in second gear. This was the intention, and these capabilities are provided by the ride-by-wire system. Depending on various parameters, such as the current gear ratio, valve setting or speed, different values for ignition and injection are set.
The VFR 1200 has a lot of interesting technical goodies, but not a lot of electronics - no traction control, no choice of ignition characteristics, etc. This is true, but we decided that they would not be in this model because it would change the character of the bike "
Who is this motorcycle for, i.e. who will benefit primarily from the dual-clutch automatic transmission? I think all riders, regardless of their level of experience, will get a huge dose of sporting excitement thanks to DCT. This gearbox is important! – easy to use and allows direct power transfer.
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Alphabetical index A The emergency indication has turned on……..
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Alphabetical index
A
The emergency indication turned on…………………. 83 Automatic mode…………….. 23, 33, 34, 35, 36 Battery……………………………. 46, 58 Accessories ……………………………………………………. 12 Anti-lock braking system (ABS) …………………. 10
B
Safety …………………………………………………. 41 Gasoline ………………………………………………………. 106 Benzonol (gasoline with added alcohol) ……… 106 Side support …………………………………………………. 71 Side stop …………………………………………………. 71
IN
Importance……………………………………………………….. 41 Switches……………………………………………………… 26, 28 Hazard warning switch… …… 26, 28 Brake light switch ………………. 26, 29, 103
G
Main gear ……………………………………………………… 49, 72
Alphabetical index
from A to G
