2009–2017 · Sport Tourer · Buyer's Guide
V4 Muscle, Shaft Dependability
Honda built the VFR1200F around a 1237 cc V4 making 173 hp and 95 lb-ft, then wrapped it in an aluminum beam frame, a shaft final drive and bodywork sized for real distance. That puts it at the heavyweight end of the sport touring class: 589 lb wet, a 60.8 in (1545 mm) wheelbase, ABS and traction control standard, adjustable suspension at both ends, and Honda's first generation DCT available if you want the gearbox to think for you. Technically ambitious, divisive when new, and far easier to love now that the used prices have come back to earth.
It ages the way good Hondas age. The engine and drivetrain shrug off miles, the shaft drive takes chain maintenance out of your life, and the build quality holds up better than the money it now changes hands for. This is the bike for a rider who does 200 to 400 mile days and wants mechanical calm and stability more than a featherweight front end. The honest caveat is the 5.0 gal (19 L) tank on a big, willing machine: you plan fuel stops earlier than you would like, and the equipment list is thin next to what the class offers today.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 173 hp (127 kW) |
|---|---|
| Torque | 95 lb-ft (129 Nm) |
| Displacement | 1237 cc |
| Engine | V4 |
| Cooling | Liquid-cooled |
| Gearbox | 6-speed |
| Final drive | Shaft |
| Fork | Upside-down (USD) |
| Front brake | 320 mm |
| Front tire | 120/70-17 |
| Rear tire | 190/55-17 |
| Wheelbase | 60.8 in (1545 mm) |
| Seat height | 32.1 in (815 mm) |
| Wet weight | 589 lb (267 kg) |
| Fuel capacity | 5.0 gal (19 L) |
Equipment check
Chassis
Comfort
Connectivity
Drivetrain
Safety
The named systems that set this bike apart — and what each one does for you.
Drivetrain
None of this is my own test ride. It is what has come back to me over the years from the people who actually own these bikes: paddock conversations, chats in parking lots, club nights, and the steady stream of messages and emails riders send me directly. On the VFR1200F the chatter is unusually consistent. Owners are warm about the engine and the way it covers ground, and just as clear about the places it asks them to give something up.
The V4 dominates the conversation. Riders describe it as smooth and free revving, with real drive arriving from 5000 rpm and a top end they admit they chase more often than they planned. The chassis gets steady praise for composure: heavy, yes, but reassuring at any speed and untroubled through fast sweepers hour after hour. Comfort is the other constant. Neutral ergonomics, a seat people still like at the end of a long day, and wind protection that takes the strain out of big miles. Passengers get a good word too, which is rarer in this class than owners expect. The shaft drive comes up as near silent in use.
The praise stops below 4000 rpm on the early bikes. Owners of those describe a flat spot down low, snatchy fueling, and less bottom end grunt than a big V4 led them to expect. Riders who moved to a post 2012 machine report the difference clearly. On bikes fitted with the optional dual clutch gearbox, the recurring complaint is indecision in automatic mode: it upshifts early and leaves the engine sitting below where the V4 wants to be.
Weight is the gripe that never goes away. Tight corners take deliberate effort, and owners say that grows sharply two up or loaded for a trip. Suspension comes up almost as often. With only preload and rebound to work with, riders find the standard settings too soft once the pace picks up and run out of adjustment quickly. And nobody who tours on one skips the fuel talk: the V4 drinks, and the reserve light arrives sooner than a bike built for distance should allow.
Fuel pump impeller failure (safety recall)
The rubber impeller inside the fuel pump can swell, lock and cause the engine to stall without warning. Affects 2010, 2012‑2013 VFR1200F/D models. Honda recall 24V‑864.
Driveshaft U‑joint recall
A defective universal joint in the driveshaft can wear prematurely and may break, leading to a locked rear wheel. Affects 2010, 2012‑2013 models.
Valve burning risk if maintenance ignored
Several owners have reported burned valves. The 16,000‑mile valve clearance check is critical; neglected engines can suffer expensive cylinder‑head damage.
Rear preload adjuster seizes or leaks
The remote hydraulic rear preload adjuster is prone to leaking or seizing, sometimes requiring multiple replacements under warranty.
Where this Honda VFR 1200 F pulls ahead of — or falls behind — its rivals on the numbers, and the typical bike in its class on character.
Power
Torque
Displacement
Wet weight
Seat height
Forget spec-sheet bragging. Here's who the VFR 1200 F is actually built for.
This one fits you. It covers 200 to 400 mile days on Highway 1 or the Blue Ridge without wearing you down, and the V4 keeps the dull stretches interesting. Plan your stops around the 5.0 gal tank.
Made for Black Hills · Blue Ridge Parkway · Cherohala Skyway
It leans harder than the weight suggests and holds a line beautifully. On tight switchback work you are still moving 589 lb, so it rewards smooth inputs more than quick flicks.
Made for Back of the Dragon · Blue Ridge Parkway · Cherohala Skyway
If this one isn't quite the fit, these are the bikes worth riding back-to-back against it.
Any price note compares both bikes at the same age — the youngest age both have on the used market — against this Honda VFR 1200 F. “cheaper/pricier” is what that bike costs second-hand, not how worn it is.
Competitor · 2010–2016
The Triple That Just Works
Roughly $1,600 cheaper used than this bike at 10 yr
Competitor · 2009–2016
175 Horses, Shaft Drive
Roughly $1,400 pricier used than this bike at 10 yr
Same Platform · 2012–2021
V4 Muscle, Set-and-Forget
About the same used price as this bike at 9 yr