The new podcast is up at the Podcast Page.
Except, that it isn’t a car review. It’s a review of a motorcycle that looks like it enjoys engaging in some of the old ultra-violence, followed by a bit of rough sex. It’s a hoot!
Also, you might notice the link won’t take you to Medium—though it’s still published there, too.
Yesterday, on my ride home from work, I decided to go by North County House of motorcycles. While there, I saw a brand new 2010 VFR1200F with the DCT automatic transmission on sale. They’d marked it down from $17,499 to $11,999. So, I traded my FJR1300AE for it on the spot.
This is the only picture I have of it, a crappy cell phone pic the sales guy took just before I geared up and rode off on it. Here’s a professional picture of it:
I didn’t get saddlebags with it, but I put my tailbag on it as soon as I got home.
In short, the VFR1200F has a V-4 powerplant that puts out a peak of 170HP, and weighs approximately 600 lbs—which is about 60 lbs less than my FJR, with 145 peak HP. The performance is noticeably superior. It’s shaft-driven, with the shaft putting power to the rear wheel via a single-sided swingarm. It does the 1/4 in 10.2 seconds @ 136MPH. That’s about as fast as I need.
I had a lots of work to do today, so I only got a chance to ride it to the store and back. So I’ve only got 20 miles on it. I can already tell that there’s a bit of a learning curve for it.
The transmission has an interesting setup. Honda took the dual-clutch transmission they use in their Formula 1 Race cars and fitted it to this motorcycle. So, there’s no clutch. You can can either manually shift using buttons on the hand grip, or you can switch it to an automatic transmission with two modes.
In automatic, there’s a standard Drive mode that short-shifts and is very strongly biased to fuel economy…to the extent that you’re in 6th gear by 40mph. Not very exciting at all. Like a moderately sporty scooter. Then there’s the Sport mode. It’s…the opposite. It shifts at redline. And, while I can’t really use the sport mode much during the break-in period, it is…exciting. Let’s just say you can leave rubber from the rear wheel…in 3rd gear, though with brand-new tires.
You don’t need to know how I know that. Or how badly my pants were soiled.
The main difference is that, unlike the FJR AE model, you don’t have to hit 2,500RPM on the tach before it starts to move. Touch the throttle and it goes. And I mean goes. The performance simply outclasses the FJR in every way…if you want it to.
It’s got lots less wind protection and general cushy comfort than the FJR had, though I knew that going into it. I miss the heated grips, too.
But it’s a stonkin’ great engine. Which is what I was looking for in this case.
My cunning plan is to have both a fancy man’s sporty bike like a VFR or K1300S, and a fancy man’s touring bike, either the R1200RT or K1600GT. So, I guess I’m halfway there.
I have a full ride report of my test ride of the Ducati Multistrada 1200 S at the other place, for those of you who are interested in that sort of thing. Key take-away: This bike is wicked fast, and is about one of the best all-rounders I’ve ever ridden.