New 2010 Honda VFR1200F Officially Unveiled

American Honda officially unveiled the VFR1200F motorcycle today at its Torrance headquarters, although since news on the bike was leaked back in June (check out our spy shots here), Honda had no choice but to begin leaking information on the bike as time went by (Honda Europe had a teaser website up with little sound bites a week after the spy photos surfaced, and then the Honda corporate site posted info on the optional semi-automatic transmission back in September). Thus, the unveiling was kind of anti-climactic, as it was mostly a confirmation of what was already known. Still, plenty of interesting details about the bike surfaced at the introduction.

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The new 2010 Honda VFR1200F... 

   

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The new 2010 Honda VFR1200F is yet another technological (sport) tour de force from Big Red.

The new VFR1200F is powered by a 1237cc, 76-degree V-four, with the two rear cylinders located on the inner portion of the crankshaft and the two front cylinders framing them on each side—this narrows the middle of the bike between the rider’s knees. Because of the unusual cylinder location, the crankpin phasing is offset by 28 degrees in order to eliminate primary engine vibration in conjunction with the 76-degree Vee angle. Assymetrical exhaust header lengths work with the cylinder phasing to help tune power characteristics. The 44mm throttle bodies are controlled by a ride-by-wire engine management system, a first for Honda.

Borrowing technology from its motocross/off-road brethren, the VFR1200F engine uses the same Unicam setup for the top end valve actuation. Instead of two camshafts separately operating the intake and exhaust valves, the Unicam system uses a single overhead camshaft that drives both sets of valves via rocker arms. This allows the cylinder heads to be significantly smaller.

As we stated back in September, the VFR will be available in a version with the Dual Clutch automatic six-speed transmission as an option. By using a pair of clutches (one operating 1st, 3rd, and 5th gear, with the other operating 2nd, 4th, and 6th gear), the next gear can be already “pre-engaged”, allowing no cut-off in power and seamless gearshifts. For an explanation of how the Dual Clutch transmission works, click here. There will be a fully automatic mode (with two sub-modes, one for economy and the other for sport), and a semi-automatic mode that allows the rider to shift via paddles on the left handlebar. The manual shift version of the VFR will come equipped with a slipper clutch to ease downshifts. The Dual Clutch transmission adds 22 pounds to the bike, with that version weighing 613 pounds full of fuel ready to ride.

Prices had not been set at post time.

Specifications

• Engine Type: 1237cc liquid-cooled 76° V-4
• Bore and Stroke: 81mm x 60mm
• Compression ratio: 12.0:1
• Valve Train: SOHC; four valves per cylinder
• Induction: PGM-FI with automatic enrichment circuit, 44mm throttle bodies and 12-hole injectors
• Ignition: Digital transistorized with electronic advance
• Transmission: Six-speed (VFR1200F) / Six-speed automatic with two modes and manual mode (VFR1200F with Dual Clutch Automatic Transmission)
• Final Drive: Shaft
• Suspension
  Front: 43mm cartridge fork with spring preload adjustability; 4.7 inches travel
  Rear: Pro Arm single-side swingarm with Pro-Link® single gas-charged shock with remote spring preload adjustability and rebound damping adjustability; 5.1 inches travel
• Brakes
  Front: Dual full-floating 320mm discs with CBS six-piston calipers with ABS
  Rear: Single 276mm disc with CBS two-piston caliper with ABS
• Tires
  Front: 120/70 ZR17 radial
  Rear: 190/55 ZR17 radial
• Wheelbase: 60.8 inches (1545mm)
• Rake: 25°30’
  Trail: 101.0mm (4.0 inches)
• Seat Height: 32.1 inches (815mm)
• Fuel Capacity: 4.9 gallons
• Color: Candy Red
• Curb Weight (all fluids including fuel, ready to ride): 591 pounds (VFR1200F) / 613 pounds (VFR1200F with Dual Clutch Automatic Transmission)

AXO Primato Boot - Tested

When it comes to footwear, there are so many options it's hard to decide what to wear? A full race boot is obviously the best option of most or all your time is spent at the limit. Riding shoes seem to fit the bill, but a lack of ankle protection makes some unsettled. What about those who spend a majority of their time on the street with just an occasional trackday thrown in? Having one boot that does it all would save a ton of space in the closet and be really convenient. Lately we've been experimenting with the AXO Primato boot for the majority of our commuting duties and so far they make for a great compromise.

Constructed from a synthetic leather, it has a better resistance to the elements compared to natural cowhide and retains its natural shape for longer. That said, it's still a very pliable and flexible boot right out of the box. A side zipper allows for easy ingress and egress while providing a tighter fit, even for those with small calves like some on our staff. Suede panels cover the zippers and the flat surface prevents anything from catching on the foot controls. Padded shin and heel plates guard the foot from impacts and we've even been happy with it while accidentally hitting foot pegs while moving bikes around in the garage. We found the injection molded sole to provide just enough grip and feel on the pegs while not being too thin. For those occasional trackdays, the included toe slider adds a little strength and wear resistance.

Those with wider feet will appreciate the Primato as the insole is pretty accommodating and allows for a natural range of motion while on the bike. Ventilation on the Primato is rather limited, so warm weather rides might get a little hot down there, but that's a small price to pay. We like the fact that the upper is padded, making it comfortable to wear the boot under riding pants or leathers. However, there is a reason behind the $159.99 price tag-lack of protection. More specifically, the Primato's comfortable flexibility comes at the expense of ankle protection. Higher-end boots normally incorporate some sort of feature to limit hyperextension of the ankle in the event of a crash. The lack of such device on the this boot firmly plants its place as a viable alternative to a riding shoe, but those looking to do some serious canyon carving or track time should look elsewhere.

Compared to the other boots in this price range, the AXO Primato is a very competitive piece of kit. We haven't experienced any major flaws while wearing it, and thankfully we haven't put it through the ultimate test...and don't plan to anytime soon. Street riders looking to graduate from sneakers (gasp!) will thoroughly benefit, as will the rider looking to find a more appealing option than cumbersome race boots. If you're interested in the Primato, contact AXO at the website or phone number below.
AXO America
www.axo.com (877) 296-7223

Bimota DB7 Oronero Superbike - Bimota's Black Mamba

The Rimini-Based Originator Of Hand-Built Sportbikes Releases The First Carbon-Chassis-Equipped Production Machine, The DB7 Oronero

No company has pushed the boundaries of contemporary chassis technology more than Bimota in terms of both materials and design. The company co-founded almost 40 years ago by the recently-retired Michelangelo della Moto, Massimo Tamburini, has done it again with the debut of its DB7 Oronero superbike. In creating the world's first production motorcycle with a structural carbon fiber chassis, Bimota retains its place at the leading edge of frame design. Even if achieving that entailed borrowing techniques and technology from another form of two-wheeled transportation.

All of this came as a direct consequence of Bimota technical director Andrea Acquaviva's personal involvement in another form of two-wheeled sport-one that doesn't use engines. "I've been a keen cyclist for many years," declares Acquaviva, "and because of my work at Bimota I've always been interested in the carbon-framed bicycles used by the world's top riders. So, after production of the DB7 got started, it seemed a good idea to look at replacing the steel tubes used in that chassis with carbon fiber ones, to reduce weight further without sacrificing rigidity."

Luckily for Acquaviva, the owner of B.R. Bike Research in Cesena (producing bicycles under the "Switch Bike" brand), a few miles north of Rimini, was an avid motorcyclist. B.R. owner Giancarlo Biondi was already exploring ways to adapt his bicycle technology to a motorcycle application when Bimota contacted him, and had constructed a Monster S4RS carbon frame weighing a remarkable 10 pounds, in contrast to the stock Ducati steel chassis scaling in at more than 30 pounds. Acquaviva commissioned B.R. to manufacture a composite equivalent of the DB7 frame, resulting in a weight savings of over 15 pounds from the already featherweight 375-pound standard DB7.

The Oronero chassis are manufactured at the rate of one per week, using a sock of woven dry-lay carbon/Kevlar fabric which is sleeved around previously formed, individually-shaped polyurethane patterns-some of which may be tubular, others not-before resin is added to provide stiffening, while also facilitating addition of the struts and fasteners to create a structure with an exceptionally strong stiffness to weight ratio, thanks also to internal carbon bracing via techniques which B.R. has led the world in developing.

The tubes are internally braced with a cruciform carbon fiber strut for added rigidity-a unique technology developed by Biondi-and are fitted at each end with inserts machined from solid billet Ergal 55 aircraft-grade aluminum, then bonded to the carbon tubes. This carbon/Kevlar spaceframe is bolted to twin sideplates flanking the rear cylinder, made of Anticordal 100 aluminum. The same treatment has been carried out on the 525mm-long swingarm, which is made from oval-section carbon/Kevlar tubing that's supported by Ergal inserts in meeting the rear axle-carriers, all machined from solid Anticordal billet. This results in a 1435mm wheelbase, and is actually stiffer as well as lighter than the DB7's steel-framed structure, says Acquaviva.

The first prototype Oronero-Italian for "black gold"-was completed in September 2008, and after initial testing proved encouraging, the decision was taken to launch a customer version at the 2008 EICMA Milan Show. "Really, only Bimota could produce such a bike for the street, because all our products are hand-built anyway, and a carbon fiber chassis can't be built on an assembly line," says Acquaviva. "Still, we were really surprised, and gratified, that we got so many orders for the bike after EICMA. It showed that our customers appreciated what we were trying to do."

Road Test

 

2009 Literbike Comparison Test: It's The Little Things

Sport Rider's annual literbike comparison demonstrates just how close and competitive the category has become

Ducati 1198 vs
Honda CBR1000R vs
Kawasaki ZX-10R vs
Suzuki GSX-R1000 vs
Yamaha YZF-R1

With a crop of literbikes as capable as the class of '09-boasting power and performance that has already generated a lot of hype and expectation-it's pretty easy to expect something dramatic or major that will make the difference and boost one above the pack.

After all, you've got Ducati's new 1198 that associate editor Siahaan sampled at Portugal's new Portimao circuit ("Bigger Red", March '09)-well, actually Siahaan rode the 1198S, with Öhlins suspension, lighter wheels, and DTC (Ducati Traction Control), but the same basic engine and chassis as the standard 1198-that easily sets performance standards the previous 1098 couldn't touch. Or Yamaha's new cross-plane crankshaft R1 that we tested last issue ("Cross Trainer", July '08), offering a supreme connection between the throttle and rear tire unlike any other. Or Suzuki's latest GSX-R1000, an all-new incarnation of the big Gixxer boasting more power, less weight, and sharper handling. Add the two returning models for '09, the Honda CBR1000RR and Kawasaki ZX-10R-whose superb performance needs no introduction-and you've surely got at least one standout aspect of speed that puts one of them over the top.

Honda CBR1000RR

Suzuki GSX-R1000

Kawasaki ZX-10R

Ducati 1198

Yamaha YZF-R1

Per our usual modus operandi, we gathered these five literbikes together and ran them through the gamut of SR's testing regimen, with several days on the street, a day and a half at Buttonwilllow Raceway Park's West Loop circuit (with our Racepak G2X datalogging system), along with dragstrip/top speed runs at Honda Proving Center of California, and dyno testing on our own Superflow dynamometer. For our racetrack sessions, we fitted all the bikes with Michelin's new Power One DOT racing rubber (see sidebar page 50). Datalogging specialist and avid track day rider John Olsen joined usual SR guest testers Steve "Vegas to NY" Mikolas and Jim "Police Test" O'Connor to assist El Jefe and SR associate editor Troy "Trizzle" Siahaan with testing duties. As before, each rider rated each bike at each venue in 10 categories, resulting in a total of 50 scores for each bike at the track and another 50 for the street. The averages of those scores are listed with each bike in the following text, with the overall scores-averaging all 100 ratings on each bike from both track and street-listed in the SR Ratings chart at the conclusion of this story.
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