2016 Honda Vfr1200x
2016 HONDA VFR1200X
IGNITION
CW FIRST RIDE
Loves pavement, will travel
Bradley Adams
The area in and around Moab, Utah, is filled with red rock and dirt roads that are begging to be explored, but within a few miles I realize
that’s not how I’ll be spending my day aboard Honda’s new-for-the-States VFR1200X. And that’s okay.
That’s okay because the area in and around Moab is also filled with paved roads crisscrossing some of the most scenic landscape this side of the Mississippi. And it’s here where Honda’s VFR1200X excels.
Introduced in Europe all the way back in 2012, the US-bound X
is essentially the same as its European counterpart. The only differences are 2016 model-year updates that include a new lever for the height-adjustable windscreen, a 12-volt socket at the dash, and, on the Dual-Clutch Transmission (DCT) model, a three-level adjustable Sport mode that in its more aggressive settings holds onto each gear a while longer, for more spirited riding at higher revs.
The X’s engine remains a 76-degree V-4 similar to what was used in the sportier, yet no-longeravailable-in-the-States VFR1200F, with tweaks that enable it to produce more torque at lower revs
and through the midrange. The bike rolls on wire-spoke wheels wrapped in Pirelli Scorpion Trail II tires (110/80-R19 front and 150/70-R17 rear), and comes standard with nonadjustable ABS and three-level (plus off) traction control.
Knowing that the X will spend the majority of its life on pavement has allowed Honda to focus on long-range comfort and onroad rideability, and that shows in the first few miles. The seat height, at 33.5 inches, is tall, but the riding triangle is extremely natural and the seating position is very comfortable, with the only
downside being a wide tank/seat junction that’s made larger by the 5.7-gallon tank.
The V-4 engine pulls well from low rpm, with zero peaks or valleys in the power curve and a steady stream of power through to the soft rev limiter. This is one of those engines where it almost doesn’t matter what gear you’re in, and one that requires very little
work at the shift lever. It’s smooth too, with almost zero vibration felt through the controls.
DCT makes the riding experience even more straightforward, Honda’s latest iteration feeling far more versatile. In Drive, the electronics take you to top gear almost right away, while in the most aggressive Sport setting, the transmission will willingly drop down two gears and run at much higher revs. Between either end of the spectrum, a rider can find a happy place while still using the paddles to shift manually, if so desired.
The X, in either version, uses Honda’s unique ride-by-wire setup with cables running to a sensor that then manipulates the throttle, and while this provides a more natural throttle feeling, I did feel like the on/off transition was
still a bit abrupt. Otherwise, the electronics are well integrated, easy to adjust, and work seamlessly—with the traction-control system being easily manipulated via a button on the left fairing while riding.
Standard-mount front calipers biting 310mm discs provide admirable stopping power, and the bike feels very stable leaned over, though that’s not to say it's perfect. At a claimed 608 pounds with the standard transmission, it’s noticeably heavier than the competition. Meanwhile, the adjustable suspension seems to sacrifice composure for plush comfort.
Gripes aside, the VFR1200X is a great option for riders looking to take longer trips, in comfort, and without much time spent in the dirt. CTU
VFR1200X
HONDA
$15,599/$15,999
Liquid-cooledSOHE V-4 1237cc 335 in. 5.7 gaL 608 Ib./631 Tb. (0 CT)
