Honda apresenta oficialmente a nova VFR1200

clique para aumentar

Ate agr o não tou a gostar mesmo na moto e o escape,ta mesmo feio.
Mas isso troca-se.

Eu quero ver ao vivo antes de tecer comentários!!

Acho a frente discutível, o escape horrível, mas tb acho que a preocupação nesta mota foi dar um salto em frente em ciclistica e tecnologia!

Vamos ver...

Agrada-me. Já o tinha dito.
Gosto do ar "clean" e ao mesmo tempo arrojado.
Não é fácil fazer isso.

Tambem espero até ver ao vivo, mas........

Por muito avançada que uma mota seja, quer em ciclistica quer em tecnologia.....os olhos tambem comem, e nesse aspecto..........

Mas como tamos aqui no meio do clube satélite das VFRs...é melhor piar fininho

Tou a achar a mota brutal mesmo. Se tivesse dinheiro...

O escape troca-se...

Nas motas novas, nem me lembro se existe alguma em que goste do escape de origem...

A expectativa é enorme, no que toca a vê-la ao vivo. Confesso que sou um admirador convicto, desde que vi a primeira foto. Tirando alguns pormenores, alguns já aqui foram referidos, acho que a mota pode tirar partidos de dois mundos: desportivo e turistico.

Sem dúvida que estou com muita curiosidade de a ver e tocar!

NOTA: 267kg!

Se vai ao chão... só com grua!

Uma Bela Mota para os COELHINHOS

Mais 100kg pesa a minha e levanta-se na boa, não é por aí...

é como tudo, já vi fotos de motos que me pareciam horrendas, e ao vivo eram outra coisa... e já aconteceu o inverso, também.

Em termos estéticos, aquela frente, pelo menos nas fotos, parece-me pavorosa; o escape, e contra a maioria, nem desgosto assim tanto.

Mas que é um bicho que deixa curiosidade para dar umas voltinhas, isso é...

ventoinha escreveu:
é como tudo, já vi fotos de motos que me pareciam horrendas, e ao vivo eram outra coisa... e já aconteceu o inverso, também.

Tens toda a razão.

Eu por exemplo tenho como exemplo a Aprilia RSV4, que nas fotos não me dizia nada, mas ao vivo babo cada vez que olho para ela.

Pelas Características da Mota parece-me Muito Fixe No entanto vê-la ao Vivo e se Tiver a Oportunidade de a Conduzir Terei Concerteza uma Opinão mais Elaborada e Fundamentada

Manhita escreveu:

ventoinha escreveu:
é como tudo, já vi fotos de motos que me pareciam horrendas, e ao vivo eram outra coisa... e já aconteceu o inverso, também.

Tens toda a razão.

Eu por exemplo tenho como exemplo a Aprilia RSV4, que nas fotos não me dizia nada, mas ao vivo babo cada vez que olho para ela.

Cm a Aprilia tambem me aconteceu o mesmo.

Onde existe um stand pr o pessoal ver a maquina ao vivo e a cores?

Ora cá está o vídeo oficial da coisa:

Alguém tire este escape!!!

Muito sinceramente até gostei da mota...

... como aqui já foi dito, esta mota deve ser bastante agradavel.

Sempre da para ter prazer na parte desportiva e turistica.

Mas pronto aquele escape é que minha nossa... mas nada que não se resolva, eh eh eh

Até nem desgosto tanto do escape.

Em termos de feiúra, nada bate os escapes da B-King....


Mas também deixo a pergunta, qual a mota nova que de origem tenha o escape bonito?

Manhita escreveu:Mas também deixo a pergunta, qual a mota nova que de origem tenha o escape bonito?

Olha ai esta uma bela pergunta !!!

Manhita escreveu:
Mas também deixo a pergunta, qual a mota nova que de origem tenha o escape bonito?

Até porque a dita cuja ainda não está descontinuada, dir-te-ia XX!!! Os escapes de origem são lindos!!!!!!! Parece uma scooter, eu sei, mas que são belissimos lá isso são

FLima#80 escreveu:
Até porque a dita cuja ainda não está descontinuada, dir-te-ia XX!!! Os escapes de origem são lindos!!!!!!! Parece uma scooter, eu sei, mas que são belissimos lá isso são

Tens a certeza disso?
Desde 2007 que a produção da XX terminou, o que vês à venda são os modelos que ficaram em stock.

Nem os escapes da XX gosto de origem, muito grandes...

Manhita escreveu:Até nem desgosto tanto do escape.

Em termos de feiúra, nada bate os escapes da B-King....


Mas também deixo a pergunta, qual a mota nova que de origem tenha o escape bonito?

A Minha

Qual é o vosso problema com os escapes?! Eles acabam sempre por ser trocados, mais vale as marcas não gastarem muito dinheiro com isso

TripleSoul escreveu:

Manhita escreveu:Até nem desgosto tanto do escape.

Em termos de feiúra, nada bate os escapes da B-King....


Mas também deixo a pergunta, qual a mota nova que de origem tenha o escape bonito?

A Minha

O teu escape e lindisssssimo oh Triple.

Sim, até parece uma panela de pressão que tive às uns tempos....

Manhita escreveu:Sim, até parece uma panela de pressão que tive às uns tempos....

Para mim dos escapes das motas mais recentes são todos horríveis... mas horríveis mesmo...
Alem de não fazerem barulho parecem uma peça de uma nave espacial... nada a ver com a motas...

procoelho escreveu:Para mim dos escapes das motas mais recentes são todos horríveis... mas horríveis mesmo...
Alem de não fazerem barulho parecem uma peça de uma nave espacial... nada a ver com a motas...

Eu tambem sou da mesma opinião.
hj em dia quando se compra uma moto a primeira coisa a fazer e trocar escape.
São mesmo horriveis os de origem.

Em relação aos escapes de origem bonitos:

- CBR1100XX
- Triumph Sprint ST
- Honda CBR 600RR e 1000RR (modelos anteriores ao actual e pós 2004)
- GSXR 1000 K5 (inicialmente não gostava)
- VFR VTEC (os debaixo do banco)
- Kawasaki ER6

E com jeitinho ainda se arranjam mais um ou dois. Mas sim no geral os escapes de origem são horríveis!

E voltando ao tópico: primeiro teste (que eu saiba) à nova VFR 1200:

Original em: http://www.motorcycle-usa.com/115/4911/Motorcycle-Article/2010-Honda-VFR1200F-First-Ride.aspx

Going into the press introduction of the 2010 Honda VFR1200F there were
a couple big questions that needed to be answered. First, why is Honda
holding the introduction at the Sugo racing facility rather than simply
offering us a street ride? And exactly what class does this motorcycle
belong in? That brings us to the 3.5-mile-long Sportsland Sugo Circuit,
just outside of Murata, Japan, where I hoped that the dozen VFR
motorcycles queued up and ready to ride would provide some answers.

There are two versions of the VFR1200F. The standard model features a
six-speed transmission while the other utilizes Honda’s Dual Clutch
Transmission. The two bikes are identical to the naked eye with the
exception that the DCT model has no shift or clutch levers. You might
recall we first sampled a version of the DCT technology on the 2009 Honda Rancher ATV
so I am familiar with how the system works. Basically the internals are
a traditional transmission, but the Dual Clutch queues up two gears
simultaneously, one odd and one even, with only one gear actually
engaged at any given time so that when a shift is initiated the
gear-swap happens almost instantly.


The 2010 Honda VFR1200F engine is nestled tightly in its twin-spar
aluminum frame. Notice how the front cylinder headers wrap around the
front in a horizontal plane and every bit of available space is used.

Powering the new VFR is the latest generation of Honda’s signature V4
engine. This liquid-cooled 1237cc 76-degree V4 uses lessons learned
from the V5-powered RC211V MotoGP
program. Remember everyone was hoping that this bike would incorporate
the V5 back when rumor of its existence first surfaced? At least this
design took cues from that layout. The front two cylinders are spread
wider than the rear pair so that the engine can be slim to the rear.
This helps keep the bike narrow at the waist and more comfortable for
the rider while aiding mass centralization. Inside the V4 the heads
incorporate a Unicam valve train that was first used on Honda’s CRF
dirt bikes. Using this arrangement helped to keep weight down and
reduces the overall size of the engine. Exhaust is evacuated through a
quartet of unequal-length headers that come together at the base of a
funky-looking right-side muffler which caps off a system designed to
sound as good as it performs. I found that it really does sound great,
especially at the upper end of the rev range when the engine is at full
song.


This is the first Honda motorcycle that incorporates ‘throttle-by-wire’
technology as well. After watching competitors work the gremlins out of
their fly-by-wire technology, Honda has finally brought its version to
the table.

On the track is where it became obvious that the VFR1200F is a
sportbike first, that just happens to be comfortable enough double as a
touring machine. Although it’s really too big for track duty it still
handles its claimed 613-lb curb weight well, and the slipper clutch
makes for calm downshifts when attacking corners. Its OEM-spec Dunlop Roadsmart
tires provided plenty of traction considering this is supposed to be a
high-mileage sport-touring tire. I’m not going to lie, the bike did
slide around a bit but what can you expect? Considering the VFR
utilizes a shaft drive, it is important to note that driveline lash was
almost non-existent. By incorporating a sliding CV-joint at the far end
of the single-sided swingarm with an off-set pivot point, the design
allows the shaft to move more freely than some other designs as the
suspension travels up and down.

This chassis as a whole worked brilliantly under the conditions we
tested in, so time will tell if it proves to be as adept at long-range
touring as it is to sport riding. It all starts with a twin-spar
aluminum “diamond-configuration” frame joined to the handsome swingarm
with a Pro-link rear shock, adjustable for rebound only, and a 43mm
inverted fork with preload adjustability. Rake measures in at
25.5-degrees with 101mm of trail and mates with the long swingarm to
provide a ride that is very stable at high speeds yet agile enough to
be worthy of being considered a sportbike.


The VFR1200F features radial-mount, 6-piston Nissin calipers with 320mm
discs. ABS comes standard. The unit also features Honda's latest
version of its linked braking system.

A combined braking system with standard ABS is up to the task of
shedding speed and keeping things under control when it comes time to
haul this beast to a stop. I’m generally not a big fan of linked
brakes, but in this case Honda seems to have gotten the ratio working
well. A pair of radial-mount six-piston calipers and massive 320mm
rotors do most of the hard work while a dual-piston rear caliper and a
single 276mm disc make up the back half of the system. It does lack a
level of feel compared to a non-linked system, but still works well
under the harsh track conditions at Sugo with its hard, downhill
braking zones and ultra-fast Turn 1 that requires the bike to scrub-off
speed quickly from over 150 mph. I could feel the ABS working with its
soft pulse on the lever indicating that I might have been going in a
little too hot on occasion.

Connecting the corners is a lot of fun with that big V4 purring,
growling and making serious power across the rev range. No matter where
I was on the track and whether I was riding the automatic (in S-mode)
or the manual transmission bike, it is an absolute rocket. Now to be
fair, there are probably a couple of faster sport-touring bikes
available, but the VFR will give them a run for their money. The fly-by
wire throttle is very well-sorted and exhibits no hint of hesitation or
unwanted abrupt reaction when getting on or off the gas. As the power
builds from above four-grand, where Honda claims the engine makes 90%
of peak power, the bike starts to move with authority. On the narrow
roads outside Sugo the power delivery proved to be equally
entertaining, whether I was chugging along with the engine low in the
revs or keeping it in the meat of the power for quick bursts of
acceleration, there’s always enough to get the bike moving forward
quickly when asked. Although power is important for anyone considering
buying a VFR1200F, the aspect of this motorcycle that I’m most
impressed with is the performance afforded by the Dual Clutch
Transmission.


The Automatic version of the 2010 Honda VFR1200F has no clutch lever
and no shift lever. This is the most obvious visual difference between
the two models.

When riding the DCT bike it’s clear that the system is dialed in. There
are two modes to can select from while on the fly, D-mode for regular
or street riding and S-mode for sport riding. In D-mode the bike shifts
well-before it starts making real power. Instead, it just chugs along,
shifting gears and accelerating in a mellow manner in order to maximum
fuel efficiency and minimize strain on the rider. Don’t be misled into
thinking the auto clutch is a snoozer. In S-mode the motorcycle is as
fun as the standard version. To my surprise the bike shifts in a very
intuitive manner, making both up- and downshifts precisely and
effectively on the track to the point where I was comfortable letting
the bike do the work while I focused on enjoying myself on the winding,
twisty Sugo race track. The VFR never initiated an unwanted shift, and
yet if you don’t agree with the gear it chooses then simply select a
different gear with the paddle shifter. The bike reverts to manual mode
as soon as you intervene.


The lines of the VFR1200F are big and bold, but this is a motorcycle
that we believe is going to be most popular among sport-touring riders
who are looking for something a little different.

What the arrival of this technology does for the consumer is to make
riding accessible to people who may think a big-bore sport-touring
motorcycle like this might be too much for them. The automatic
transmission should reduce apprehension among less experienced riders
and more intriguing to someone who may not feel they have the skill to
make shifts, use the clutch effectively and generally operate a
motorcycle of this caliber. It is all about making the riding
experience available to more people, because operating a traditional
motorcycle is something the more experienced riders among us might take
for granted. Of course, the counter argument is whether or not we need
inexperienced riders on a bike with this much power. My answer is that
while the VFR is a sportbike with a marvelous engine, it does not have
the liter-bike acceleration of a CBR1000RR
and there are plenty of other bikes already out there that people can
buy that will get them in over their heads. On the contrary, Honda is
trying to make riding safer. Plus, if consumers embrace the DCT they
will find riding around in D-mode will provide a rather mellow riding
experience and could possibly make sport-touring more appealing to more
people. At least, that’s the plan.

The fit and finish is tidy with rich, thick paint that you can use as a
vanity mirror if the need arises, a good-looking aluminum frame, a
single-sided, shaft-driven swingarm and 7-spoke wheels that complete an
overall impressive package.


When the sun set on our day of riding and exploring aboard the Honda
VFR1200F, we finally had the answers to those important questions. It
turns out that the race track was a good location for the release of
this motorcycle because it’s a sportbike first and a touring bike
second. The VFR features state-of-the-art engine technology and a
chassis that is equally ready to handle anything we can put it through
on the street. The VFR is simply entertaining to ride and that means it
is going to be equally at home in the canyons or gobbling up highway
miles. As far as the class of motorcycle it belongs in, well let’s just
say the 2010 VFR1200F represents the next evolution of the touring
market. It’s fast, fun and offers almost everything a rider could
expect from a motorcycle.

infiltrado k7 escreveu:

procoelho escreveu:Para mim dos escapes das motas mais recentes são todos horríveis... mas horríveis mesmo...
Alem de não fazerem barulho parecem uma peça de uma nave espacial... nada a ver com a motas...

Eu tambem sou da mesma opinião.
hj em dia quando se compra uma moto a primeira coisa a fazer e trocar escape.
São mesmo horriveis os de origem.

Meus Caros Limões Partilho da Vossa Opinião ... e digo-vos mais desde k me lembro de Ter a 1ª Mota +- 1990 os Escapes sempre Foram "o Calcanhar de Aquiles" em Termos de Beleza das Motas e já na altura a Malta mudava Tou-me a Lembrar da SUZUKI Bandit 400 a Malta punha o Escape/Ponteira KERKER

Poucas Marcas Havia cá em Portugal DEVIL, YOSHIMURA, TERMIGNONI ... KERKER

infiltrado k7 escreveu:

TripleSoul escreveu:

Manhita escreveu:Até nem desgosto tanto do escape.

Em termos de feiúra, nada bate os escapes da B-King....


Mas também deixo a pergunta, qual a mota nova que de origem tenha o escape bonito?

A Minha

O teu escape e lindisssssimo oh Triple.