The headline figures are a capacity of 1237cc and a claimed peak power output of 127kW at 10,000rpm with the peak torque an impressive 129Nm at 8750rpm. But even more important is Honda claims more than 90 percent of that torque is available all the way from 4000rpm to the engine’s redline.
Not that shifting down a couple of cogs is going to be a problem, particularly if you shell out for the optional Dual Clutch Automatic Transmission (DCAT) that’s making its debut on this bike – the most high-tech gearbox ever seen on a production bike.
Shifting gears is simply a case of the electronics releasing one clutch and engaging the other – when the cunning system will get the next cog lined up and ready to go as soon as you need it.
On its basic setting, the bike changes gears automatically. Two further settings are a sport mode – still fully auto, but allowing the engine to rev harder between changes – and a manual mode, where you shift gears using paddles on the left handlebar. Simply pull the trigger to upshift and dab your thumb to drop down through the gearbox.
The DCAT gearbox, or the standard conventional slipper-clutched six-speeder, is bolted to an all-new 76º V-twin that’s smaller and lighter than the current VFR800 engine, despite 50 percent more capacity. The clever layout comes from mounting the rear cylinders on the innermost part of the crankshaft, with the front cylinders acting on the outer ends – this makes the rear section of the engine narrower.
The engine also features a 28 º offset in the crankpins to eliminate vibrations without resorting to a balancer shaft, plus Honda’s Unicam cylinder-head design, first seen on the CRF450, that operates four valves per cylinder from a single camshaft, cutting weight and size without reducing performance.
Innovation doesn’t stop with the engine – the singe-sided swingarm incorporates a patented shaft drive layout designed to prevent torque reaction. The rest of the chassis is conventional, but bang up-to-date with 43mm USD forks, radial-mounted brake calipers with ABS and Honda’s combined braking system, and a cast-aluminium main frame.
Pricing and NZ dates are yet to be announced, but we’ll keep you updated.
Specifications
Engine Type: 4 cyl. V-4 at 76 ° 4T LC SOHC 16-valve Unicam
Displacement: 1,237 d.c.
Bore x Stroke: 81.0 x 60.0 mm x 4
Compression ratio: 12 to 1
Max Power: 172.72 hp at 10,000 rpm
Maximum torque: 129 Nm / 8750 rpm
Idling speed: 1050 to 1250 rpm
Crankcase capacity: 4 litres
Power supply: PGM-FI electronic injection
Clutch: oil, wet
Clutch Operation: Hydraulic control
Gearbox: 6 gears
Final drive: shaft driven single-arm
Chassis Type: Double beam cast aluminum vacuum mold
Geometry direction: 25.5 degrees, 101 mm forward
Swingarm: single-arm aluminum driveshaft
Front Suspension: Inverted telescopic fork 41 mm HMAS cartridge-type with adjustable spring preload without positions, 120 mm
Rear Suspension: Pro-Link HMAS gas shock, adjustable spring preload 25 positions, 120 mm
Wheels: Aluminum 17M / C x MT3.50 and 17M / C x MT6.00
Tyres: 120/70 ZR17M / C (58W) and 190/55 ZR17M / C (75W)
Front brake: 2 hydraulic discs 320mm floating, 6-piston radial calipers
Rear brake: 1 hydraulic disc 2 piston caliper 276 mm
Brake System: Combined-ABS
Ignition system: Digital transistorized with electronic advance computerized control
Ignition Timing: 6.4 ° -10.4 ° BTDC (idle speed)
Sparkplug Type: IMR9E-9HES (NGK); VUH27ES (DENSO)
Starting: Electric Motor
Battery capacity: 12 V - 11.6 Ah (YTZ14)
Generator output: 560 W
Lighthouses: 2 x H7 (2x 55 W)
Rear: Double Light 21 / 5 W
Overall length: 2254 mm
Width: 886
Height: 1220 mm
Wheelbase: 1545 mm
Turning radius: 3.2 m
Seat height: 815 mm
Ground Clearance: 125 mm
Curb weight: 267 kg
Maximum load capacity: 463 kg
Fuel tank capacity: 18.5 litres