Kudos to those of us who can afford multiple bikes in our garage. You’ll always have an appropriate bike for just the right occasion, whether it’s touring the country, hitting the local track, or heading off to work. But for a lot of us, one bike is what we get. And it had better be exactly what you want, otherwise you’ll be stuck with massive compromises in order to be able to ride all the ways you want to.
Fortunately for us, manufacturers, like Honda, know all too well the pain of owning just one bike. And they’ve been steadily building a fleet of motorcycles that can do just about anything we ask of them. Whether it’s an off-road adventure bike that can handle the highways just as well, or a sports touring bike that feels comfortable on a commute, chances are there’s something out there for you. And one such underappreciated, older model may just be the Goldilocks sweet spot, if you’re looking to tour and commute in total comfort.
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Honda VFR1200F: The Unsung Hero Of All-Day Comfort
This bike only lasted from 2010 to 2017, which is not exactly a vote of confidence from Honda. Considering that it was phased out due to non-compliance with emission standards, it stands to reason that it wasn’t selling well enough to warrant an update. That’s a bummer, because by all accounts, the VFR1200F was a decent all-rounder.
The good news is that you can find one in good shape for under $7k these days. And that’s a bargain, considering what the VFR1200F has to offer, especially in its DCT configuration. It had a sweet V4 engine, all-day comfort, a shaft drive, and that aforementioned Honda Dual Clutch Transmission, the first such case in any production bike.
Chewing Up Highway Miles Should Be Comfortable And Exciting
When it comes to highway touring, there are really only two types of riders. Those who want comfort, à la Harley-Davidson’s Street Glide Ultra or Honda Goldwing. And then there are those that want maximum excitement, the likes of which can be found in a KTM 1290 Super Duke GT. But both of these groups got it wrong, because why wouldn’t you want both?
The VRF1200F DCT was able to deliver solid Honda reliability, enough oomph from the V4 to keep us wanting more, and comfortable ergonomics that kept us going all day. And even though the original MSRP for a decked-out, ready-to-go version was north of $20k, the used market now has them averaging at $7k (depending on the year and added features).
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The Honda VFR1200F DCT Made Commuting A Breeze
But you don’t get something like the Honda VRF1200F DCT for highway cruising only. It is just as capable on daily commutes as it was going cross-country. Yes, it was a bit on the heavy side, tipping the scale at 613 pounds, but it was incredibly balanced for its size, making the weight a non-issue in stop-and-go traffic.
Hard Cases Aren’t Just For Long Distance Touring
Those of us who tour on the regular know full well how handy hard luggage can be on a trip. But they’re also a perfect solution for die-hard commuters on the go. These OEM, lockable panniers could hold a full-size helmet, as well as any number of work-related gear you need to haul. From briefcases and backpacks to tool and lunch boxes, this luggage set from Honda was a powerful accessory for enthusiast professionals.
Honda’s Technology On Full Display
Let’s get to the 800-pound gorilla in the room. Ask a room full of motorcycle riders how they feel about Dual Clutch Transmission, and they may look at you like you’re speaking gibberish. Then explain to them that it is, essentially, an automatic transmission, and you’ll immediately lose the whole lot. Unfortunately, DCTs aren’t especially popular within the biking community.
And that’s a real drag, because if you’re all about getting more bikes on the road, the last thing you want is a manual gearbox keeping someone from riding. And if you think we’re wrong, the proliferation of cheap, automatic ebikes proves our point. Honda shares this type of thinking and has been trying to eliminate clutch use for over 60 years, until it finally put a buttery-smooth DCT into one of their flagship bikes. And regardless of whether you’re touring or commuting, one less thing to worry about means more time to enjoy the actual ride.
The Engine Specs Aren’t Too Shabby Either
But all of that DCT nonsense means nothing if the engine isn’t up for the challenge. Fortunately, the V4 in the VFR1200F DCT had no problem hauling 600+ lbs of bike, fluids, and rider around. Spooling up an estimated 173 horsepower and 95 pound-feet of torque, the VFR had plenty of power for your average speed freak.
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The Perfect Antidote To Bloated Flagship Bikes Of Today
At the time of its release, back in the good-old-days of 2010, the VFR1200F DCT’s looks were considered somewhat polarizing. And you can see where some of the critics may have had a point. The exhaust was massive, the blunt nose front headlight was hideous, and the side fairings were a bit too bulky. But in the time since its rollout, the VFR1200F’s aesthetics have softened with age. They now seem almost understated compared to modern sports touring bikes from the likes of KTM, Kawasaki, and Aprilia.
It’s Time To Appreciate The VFR1200F DCT For What It Is… And Not For What It Isn’t
Enough time has passed that we can now appreciate the sports touring all-rounder that Honda tried to deliver. Did it have its flaws? Most certainly, its hefty weight is just one such flaw. But the underrated VFR1200F DCT deserves to be more than just a DCT footnote oddity in motorcycle history. It not only delivered all-day comfort, usable power, and automatic transmission to entice a new generation of riders, but it did so in a way that only Honda could. It had proven reliability, crack-shot engineering, and features galore. And now that it’s been on the used market for some time, you can have it for less than half of what it should be worth.