Few motorcycles have generated as many editorial column inches as Honda’s VFR1200F. Cycle World has published nearly 30 pages related to this sporting V-Four since its introduction in 2010.

Why so much press? Well, we were excited that Honda had finally introduced a replacement for the aging VFR800F, even though Interceptors in both 750 and 800cc displacements have been perennial award winners in our annual Ten Best balloting. Plus, this latest liter-plus VFR comes in both standard and push-button, paddle-shift-equipped Dual Clutch Transmission versions. We chose the latter for our long-term test.

Our stunning Candy Red example arrived with various factory options, including color-matched 29-liter saddlebags ($1399.95), a 31-liter trunk ($599.95) with contoured passenger pad ($99.95) and a rear carrier ($399.95). Other additions—an adjustable windscreen deflector ($249.95), fairing wind-deflector set ($174.95), heated handgrips ($349.95), rear tire hugger ($129.95) and centerstand ($249.95)—brought the total cost for the accessories to $3654.55 and the as-tested retail price of our VFR DCT to $21,153.55. Ouch!

Both automatic- and manual-transmission models are powered by the same sohc, 1237cc, 76-degree V-Four. Our bike produced 145.08 horsepower at 10,110 rpm and 81.17 foot-pounds of torque at 9120 rpm. Unfortunately, not all of that performance is always at hand. DCT carefully modulates clutch slippage, preventing the rider from storming away from stoplights, and ECU programming reduces power in the first two gears until revs climb above 5000 rpm. But in the upper half of its rpm range, this engine pulls hard; in testing, the VFR topped out at 156 mph.

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