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"  Santa Barbara\u2014Honda might have knocked a little hoopla off the debut of the world&amp;#039;s first double-clutch-transmission-equipped motorcycle by bringing out a conventional version of the same model first. But it definitely heightened the anticipation for those of us who already rode the manual six-speed-equipped VFR, because that machine turned out to be pretty remarkable. Honda threw a lot of resources at the new model, building on a modest but passionate following for the Interceptors, VFRs and RC-series V4s of the past. This time, Honda has aimed the machine at mature riders looking for elevated levels of quality, refinement and performance, borrowing from experience in the MotoGP competition world as well as from sophisticated automotive technologies to raise the bar. The Specs Rated at 170 hp at 10,000 rpm, with a hefty 95 lb-ft of torque at 8750 rpm, the VFR&amp;#039;s 1237-cc V4 engine has an unusual cylinder layout. To keep the area where tank and seat meet as narrow as possible, Honda put the two cylinders from the center of the crankshaft at the rear of the vee, with the two outer cylinders located at the front. That keeps the central area of the bike narrow for rider comfort and convenience. Other space-saving ploys include the use of Honda&amp;#039;s Unicam valvetrain, which employs one camshaft per bank, acting directly via bucket tappets on the inlet valves while controlling roller rockers that actuate the exhaust valves. Unicam thus requires valve-lash adjustment by shims at the inlet side and by screw adjusters at the exhaust side. Honda engineers selected a 76-degree cylinder-bank angle for optimal packaging, then went to a 28-degree crankpin offset to restore primary engine balance. The firing order of 104 and 256 degrees provides the distinctive exhaust note that sets V4s apart from inline Fours, providing a burly growl. The dual-clutch transmission is similar to automotive systems we&amp;#039;ve seen, with coaxial clutches and shafts hooked to odd- and even-numbered gears to instantly and simultaneously engage and release gears. There are two automatic programs, normal and sport, and a fully manual mode that shifts up and down through the six-speed transmission via buttons on the left-hand switch cube.  After starting the VFR, the rider moves a button on the right-hand switch housing from N to D. Another trigger switch on the front of that housing toggles between M/T and A/T. Buttons on the other side have &amp;quot;+&amp;quot; and &amp;quot;\u2013&amp;quot; signs on them and handle the manual shifting. All selections can be made on the fly. There is no clutch lever on the left-side handlebar, nor is there a shift lever down at the left foot. &amp;amp;gt; The Ride Honda&amp;#039;s big V4 starts instantly at a stab of the button and settles to a smooth idle. The DCT engages with a clunk, and the bike moves away on just a whiff of throttle. The base automatic program is clearly biased toward economy (which, to be frank, is not a 1200 V4&amp;#039;s real strength). It shifts early, taking advantage of the machine&amp;#039;s copious torque, and you&amp;#039;ll soon see &amp;quot;6&amp;quot; on the dash&amp;#039;s gear-position display. The sport position increases the revs between shifts, keeping the engine more on the boil. Both strategies will give you a downshift, even two, if a big call is made at the throttle, and one can easily see the base auto program being selected for long trips on freeways. Again, just a quick trigger pull of the right index finger puts the bike in manual mode when you want it. Although generally torquey, the VFR sometimes feels soft at very low revs, then gets on the pipe at about 4000 rpm as if it had a turbo. Anything above that provides plenty of thrust, and revving it high toward five digits and its 170-hp output blurs the scenery in a big way.  During hard acceleration, gearshifts snap off instantly as they do in the best cars, and downshifts are accompanied by perfectly matched throttle blips. There is no slipper clutch on the DCT model as there is on the manual\u2014because it always matches engine and rear-wheel speed, it doesn&amp;#039;t need one. There&amp;#039;s a beautifully integrated and concerted mechanical sense to the bike, lending excellent levels of refinement. In terms of throttle response, driveline continuity and ease of operation, this is one of the most sophisticated bikes out there. But for us it started out as a slightly uninvolving, subtle relationship, then built over time to a pleasant realization that this might be the Bentley of motorcycles. The brakes are antilock units with plenty of stopping power and rear-to-front linkage that gives you a little front-brake force when the rear brake is applied. Altogether, they lend confidence to what is a surprisingly sprightly long-wheelbase (60.8-inch), 613-pound motorcycle. There&amp;#039;s plenty of ground clearance under the foot-peg feelers, and the suspension\u2014though plush\u2014offers enough control to make the VFR feel stable and precise. With a 4.9-gallon tank, the VFR should have enough range to match the comfort of its rider and passenger arrangements, which veer far enough away from the crotch-rocket position to make long stints in the seat quite possible. The Bottom Line The VFR comes to market with a long list of optional accessories, including bags, bag liners, carrier racks, a top case, backrests, heated grips and a center stand. But its high base price of $17,499 makes the exclusion of some of those items on the standard equipment list questionable. After all, Kawasaki&amp;#039;s capable Concours 14 features standard luggage, a keyless-ignition system, a powered windscreen and heated grips (among other items) for $14,599. But this new Honda is something special, with elevated refinement and build quality. The styling is startlingly different, if controversial, and the availability of a double-clutch transmission certainly sets it apart from the rest of the motorcycling world. "^^<http://www.w3.org/2001/XMLSchema#string>
<http://www.popularmechanics.com/cars/motorcycles/a5882/honda-vfr1200f-dual-clutch-test-drive/>