Bikesales Network rides Honda VFR1200F

Honda's much-anticipated VFR1200F V-four sportstourer has been officially released to the Australian motorcycling press, ahead of its debut on showrooms in about a week's time.

The shaft-driven 76-degree liquid-cooled 1237cc machine definitely packs a punch, and it certainly had plenty of opportunities to flex its muscles during today's 230km ride from Sydney to Cessnock, via the celebrated Putty Road.

But it's certainly not a one-trick pony, and it has the directional, confidence-inspiring handling smarts to make it one helluva mile-muncher - which we plan to authenticate when we grab another press unit in a couple of weeks for a more substantive test.

The machine represents a whole new V-four platform for Honda, although it does have the ST1300ABS in its touring ranks with the same engine architecture.

But this new engine is a seismic shift forward, producing a claimed 171hp and 129Nm, compared to 125 and 85 for the ST1300. This may give us a clue where the ST's next mill may come from, and the VFR engine is set to power a number of other motorcycles, with an adventure bike tipped to be well and truly in the R & D queue.

But for now Honda is pulling out all stops with the VFR1200F, which is unquestionably its biggest ticket release in recent years. And it's going to be fascinating to see it go into battle against what we believe is its closest competitor - the BMW K 1300 S. In fact, the rear ends of both bikes look very similar.

The UNICAM engine, as we'd expected, is a grunt master, and there's no dithering or hesitation as it pulls cleanly from idle, with the soft-action hydraulic clutch ensuring a clean getaway.

Fuel duties are handled by throttle-by-wire technology, and a slipper clutch is fitted, similar to the one on the CBR1000RR Fireblade. Honda claims the throttle-by-wire delivers improved responsiveness during fast acceleration, manoueverability, and fuel efficiency.

Honda reckons about 90 percent of maximum torque (about 103Nm) is available from 3500rpm, and I don't think there's too much overstatement in that. But it's from 6000rpm when things really become compelling, accompanied by a powerful induction roar. One Honda staffer compares it to the roar from an RC30 -- I haven't ridden one, so I'll take his word for it.

From 6000rpm the slingshot effect takes over, as the VFR makes it way to the 10,000rpm redline and 10,500rpm rev limiter in a completely linear fashion. There's not a hole or stutter along the journey.

And right through the rpm passage, vibration is negligible. For the record, the VFR has a Symmetrically Coupled Phase-shift Crankshaft (SCPC) with a mere a 28-degree crankpin offset. So, no counterbalancer required.

The Nissin ABS brakes are superb, and the ergonomics are well executed: plenty of room between the wide perch and pegs, and the bars are at a comfortable height. In fact, the ergomomics are identical to the current generation VFR800 -- another V-four in the Honda stable.

I'd probably like to see the bars swept back a few more millimetres for my short arms, and also a taller screen (even the $358 screen extension from the accessory list doesn't provide much more protection from the wind), but otherwise the VFR is a functional tour de force - but one that you could also live with for a daily commute.

And we saw a bit (well, a shitload) of that during this morning's urban snarl in Sydney, but the VFR wasn't getting a sweat on its brow. With a rangy 1545mm wheelbase it's easy to ride at a snail's pace, and it also helps that first gear isn't overly tall for the constant start-stop routine. And even though the engine was getting hot in heavy traffic, my legs weren't feeling the heat, which is a massive tick of approval for the heat transfer properties of the fairing.

By the way, the bikes we rode today have the six-speed gearbox with slipper clutch, with the dual clutch transmission model set to follow in about June. Expect around a $1000 premium for that particular model. The base model retails for $24,990.

With a kerb weight of 267kg and middle-of-the-road geometry (25.5 degrees rake and 101mm trail),  the VFR is certainly not a made-to-order sportsbike, but it doesn't set out to be. But just like the K 1300 S, it does both "sport" and "touring" with aplomb - and that makes for some serious enjoyment.

The VFR has 12,000km service intervals, and it has a two-year unlimited-kilometre warranty. Colours are red or silver.

The quality of finish is nothing less than superb, with the maze of panels melding together beautifully. And the paintwork is oh-so lustrous. Top marks.

Other accessories include 29lt panniers for $1670, a 31lt top box (including bracketing) for $1497, wind deflectors for $358, a tank bag for $267, heated grips for $732 (and they work well -- trust me!), a hugger for $335, a 12V socket for $188, and an alarm for $831.

So who will buy the VFR1200F? Honda belives it will be the domain of of 40-year-olds and above who appreciate quality and luxury, are sophisticated and have a high disposable income.

The full launch test will appear on the Bikesales Network next week.