2016 Honda VFR1200X Review of Specs | New Motorcycle to the Adventure Model Lineup

– New 2016 Honda Motorcycle Model Announcement | VFR1200X Adventure Bike (CrossTourer) –

New 2016 Honda VFR1200X Motorcycle | Adventure Bike VFR 1200 V4 Engine - USA

Honda just recently made the official announcement that the 2016 VFR1200X will in fact be releasing here in the USA as a new adventure model to add to the growing 2016 adventure motorcycle model lineup from Honda. The VFR1200X has been in production overseas for quite a few years now dubbed as the Honda CrossTourer but it has received some uparades and changes. It’s been a model like the VFR800X overseas that many people wish that Honda would bring over to our shores.

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This new model announcement caught us all off-guard as Honda didn’t let any of us know in advance nor did they wait until the 2015 Tokyo Motor Show to do an official unveiling. Any new model coming over to the USA is good news though as that means Honda has hopes that the motorcycle is continuing to grow and bounce back after the economy crashing in 2008 which out a huge hurtin’ on the entire industry. All of the manufacturers whether it be Honda, Suzuki, Kawasaki, Yamaha etc pulled back the reigns big time. The last couple years have seen a huge resurgence of confidence from all of the manufacturers with them pumping out new models and throwing tons of technological advances into bikes like the good ole days.

What’s so special about the 2016 VFR1200X? Why should you be excited about this new motorcycle hitting Honda dealers showroom floors next year? If you want an adventure motorcycle that doesn’t skimp on on-road creature comforts and being able to put mile after mile on the odometer without a hiccup then this is the bike for you. If you want something that is more off-road orientated then maybe the new 2016 Africa Twin will be more to your likings. The super smooth V4 engine in the VFR1200X makes it the largest displacement engine adventure motorcycle in the model lineup. As you’ll see below in the overview of features and specs this VFR1200X shares the engine from the VFR1200F which is an absolute beast and puts our some killer horsepower and torque figures. Of course there’s even more, it’ll take quite some time to cover all of the details on the new VFR1200X below so I hope you’ve got a few minutes to kill to learn the ins and outs on this awesome piece of engineering from Honda…

February 2016 VFR1200X Update:

Honda just announced the 2016 VFR1200X (CrossTourer overseas) pricing for the USA.

2016 VFR1200X Price / MSRP: $15,599

2016 VFR1200X DCT Price / MSRP: $15,999

Overview Contents:

  • 1. | VFR1200X Introduction
  • 2. | Model Overview
    • 2.1 | VFR1200X Engine
    • 2.2 | VFR1200X Transmission
    • 2.3 | VFR1200X Frame / Suspension
    • 2.4 | VFR1200X Styling
    • 2.5 | VFR1200X Gauges / Display
    • 2.6 | VFR1200X Price / Release Date
  • 3. | VFR1200X Accessories

1. Introduction

The VFR1200X, launched in 2012 as the CrossTourer overseas, is Honda’s range-topping adventure sports touring motorcycle. The original design team, led by Large Project Leader Yosuke Hasegawa, wanted to create a motorcycle that gave the rider a sense of challenge and adventure; a perfect travel companion, while also offering a premium and unique design complemented by cutting edge technologies; A motorcycle that could conquer a long distance journey on fast major roads and motorways, or embark on an adventure to a remote destination in the mountains etc.

The VFR1200X delivers all the fun and excitement of a sports tourer with the comfortable upright riding position and maneuverability of an adventure motorcycle. This is underpinned by Honda’s V4 expertise and dual clutch transmission with new functionalities.

Equipped with a 1,237cc V4 engine, advanced chassis and electronic package – Combined ABS, Traction Control System (TCS) and the option of Honda’s Dual Clutch Transmission (DCT) gearbox – the VFR1200X firmly planted a flag at the high-performance end of the adventure segment.

As a go-anywhere, do-anything tool it has few peers – but its real difference lies in the addictive power and soundtrack produced by its soulful V4 engine, something unique in this class.

2. Model Overview

2.1 | VFR1200X Engine

2016 Honda VFR1200X V4 Engine Horsepower / VFR1200

The VFR1200X V4 engine continues Honda’s proud heritage with V4 technology, with its uniquely smooth and flexible delivery of both horsepower and torque with immediate response while also being very controllable too.


Honda VFR1200F

Based on the engine of the VFR1200F, the VFR1200X engine has been modified to better suit the intended use of an adventure motorcycle. To further enhance the thrust at low and medium engine rpm, the design of the camshafts and distribution times have been revised. The result is a rewarding drive, even from very low revs. Also contributing to the high level of control and ease of use that provides advanced system V4 is the ride-by-wire (electronic throttle), which accurately conveys the driver’s commands allowing easy monitoring and responding with the right features required; no more no less. Honda in return neutered a little bit of the horsepower from the VFR1200F as it came in at 172 horsepower but the VFR1200X is still nothing to balk at when it comes to the power department.  The V4 engine in the new 2016 VFR1200X has a horsepower rating that comes in at a respectable 129 HP at 7,750 RPM and 93 lb-ft torque at 6,500 RPM. PGM-FI fuel injection employs 44mm throttle bores and the VFR offers up very precise throttle control thanks to fly-by-wire technology. Throttle control is key when you have this much horsepower and torque on tap thanks to the monstrous engine Honda crammed in this new motorcycle for the 2016 adventure bike lineup in the USA. The throttle-by-wire system, and an engaging, characterful sound – due partly to carefully-sized chambers in the exhaust make this bike not only an enjoyable bike to ride but quite the weapon with a rider that has the skill to take advantage of this package Honda has put together.

The V4 configuration is slim and compact, reducing frontal area and aiding mass centralization for excellent handling. It also features a very closely set pair of rear cylinders, making the engine narrower at the back. Further contributing to the 1,237cc, 16-valve engine’s compact dimensions is Honda’s Unicam technology, also used on the CRF range of motocross machines. This SOHC configuration helps reduce the size and weight of the cylinder heads, and optimized combustion chamber shape. The result is a comfortable, close and manageable motorcycle.

A combination of a 76° angle between the two banks of cylinders and a crankshaft with 28° phasing between the crankpins virtually eliminates vibration. Since there’s no need for a power-sapping balancer shaft the result is higher output, and uneven firing intervals give an intimate connection to the engine.

The Honda Selectable Torque Control constantly monitors front and rear wheel speed; when it senses a certain difference in speed between front and rear wheels, engine torque is momentarily reduced by a combination of ignition cut and modulation of the throttle butterflies through the throttle-by-wire system. As the difference in speed between front and rear wheels reduces, the system transitions into modulating only the throttle butterflies. This ensures a seamless, unobtrusive control. The system features 3 modes of operation for the rider to choose depending on road conditions. It can also be switched off.

The VFR1200X is equipped with Honda’s Traction Control System (TCS). This system monitors rear wheel speed, looking for fluctuations that could suggest an imminent loss of traction and, subsequently, machine control. If the system believes wheel-spin is imminent, engine power is momentarily reduced, maintaining traction. The system can be switched off in accordance with the rider’s preferences.

2.2 | VFR1200X Transmission Options

Take your pick between:

  • Conventional 6-speed Manual Transmission
  • DCT / Dual-Clutch Transmission (Automatic) with six speeds, push-button shifting, with your choice of shift modes.

VFR1200X DCT | Automatic Motorcycle Transmission Overview:

Available as an option on the VFR1200X, Honda’s DCT gearbox offers a unique combination of direct riding feel and ease of use. A world first for motorcycles when launched on the VFR1200F in 2010, it delivers consistent, seamless gear changes, and very quickly becomes second nature in use.

2016-honda-vfr1200x-motorcycle-adventure-vfr-1200-bike-dual-sport (5)


The system uses two clutches: one for start-up and 1st, 3rd and 5th gears: the other for 2nd, 4th and 6th, with the mainshaft for each clutch located inside the other for compact packaging. Each clutch is independently controlled by its own electro-hydraulic circuit. When a gear change occurs, the system pre-selects the target gear using the clutch not currently in use. The first clutch is then electronically disengaged as, simultaneously, the second clutch engages.

The result is a consistent, fast and seamless gear change. Furthermore, as the twin clutches transfer drive from one gear to the next with minimal interruption of the drive to the rear wheel, any gear change shock or pitching of the machine is minimised, making the change feel direct as well as smooth. The Crosstourer’s ride-by-wire technology allows the system to electronically “blip” the throttle on downshift for even smoother, faster gear changes.

With extra benefits such as durability (as the gears cannot be damaged by missing a gear), impossibility of stalling, low stress urban riding, and reduced rider fatigue, DCT has seen increasing acceptance in overseas markets: 55% of Crosstourer VFR1200X customers chose the DCT option across Europe in the first nine months of 2014.

Three modes of operation are available with the VFR1200X DCT transmission:

  • MT (manual) mode gives full manual control, allowing the rider to shift with the handlebar trigger control buttons.
  • Automatic “D” mode is the economy mode (moderate fuel consumption) for driving in the city and highway, interstate, freeway etc riding as it achieves optimum fuel efficiency.
  • Automatic “S” mode is sportier and the ECU lets the engine rev a little higher before shifting up, giving greater performance. It also shifts down sooner when decelerating for extra engine braking.

In either “D” or “S” mode DCT offers immediate manual intervention if required – the rider simply selects the required gear using the up and down shift triggers. At an appropriate time DCT seamlessly reverts back to automatic mode, depending on throttle angle, vehicle speed and gear position.

Furthermore, in “D” mode, the DCT system detects variations in rider input typical to certain environments, from busy urban streets to mountain switchbacks, and adapts its gear change schedule accordingly to create an extra level of riding compatibility.

Recent upgrades to the DCT software and operating logic ensured an even more intuitive system; downshifts in D and S mode happened earlier for a more responsive feel and extra engine braking, making corner entry natural. Kick down was also smoother thanks to remapping of the ECU. This transmission has been designed and developed to be durable and very quiet, even at high speed.  The ECU monitors several key parameters and can choose between two type map programs; one for normal conditions, minimizing gear changes for smooth, progressive operation, and a second for use with high load gear changing more frequently to increase acceleration and engine braking. Both D mode and S mode allows immediate manual intervention if required.

Want to shift Honda’s DCT automatic transmission with your foot like you would a conventional manual transmission? Honda does offer a foot shift-lever accessory that you can install to shift through the DCT transmission.

I’ve seen a lot of riders balk at the idea of an automatic transmission for their motorcycle but 9 out of 10 times they haven’t given the DCT transmission a chance. They haven’t taken one down the road and experienced it first-hand. At first, I had the same mindset. “Who wants an automatic motorcycle?”. That’d be incredibly boring I thought to myself. I compared it to riding a scooter in my head but that was until I finally gave Honda’s DCT automatic transmission a chance and set my original opinions to the side. I won’t try to “sell” you on the idea of owning an automatic motorcycle but before you mark the DCT option off the table for your VFR1200X of any other motorcycle Honda offers with the DCT I suggest you take one for a test drive. Give it a true shot. Is it for everyone? Nope. Most definitely not. Many will be surprised though as I have seen it happen time and time again over the years after seeing guys with 30+ years of riding experience under their belt come back and stating they wish they wouldn’t have waited so long to try it out.

2.3 | VFR1200X Frame / Suspension

The VFR1200X has relaxed riding ergonomics. Seat height comes in at 33.5 inches but thanks to the narrow profile it’s an easy motorcycle to straddle, with good ground reach.

The diamond aluminium twin-spar frame is a hollow unit that employs quartered construction – this enables very precise control over the all-important weight/rigidity balance of each part of the frame. Rake is set at 28° with trail of 107mm and 62.8 inch wheelbase. The VFR1200X curb / wet weight comes in at 611 lbs and 633 lbs for the DCT version.

Designed to excel on hugely varied road surfaces the front and rear suspension offer generous amounts of controlled, bump-absorbing travel. The 43mm inverted fork offers reassuring control with precise steering and stability, even during hard cornering and heavy braking.


Rear Suspension Adjustment Knob

The Pro-Link rear suspension combines excellent traction with refined ride quality. Both the fork and gas-charged shock are adjustable for rebound damping and spring preload, allowing riders to alter characteristics to suit their riding style and intended usage. In addition, the tilting off-set pivot provides greater driving comfort and permanent traction regardless of the conditions and characteristics of the road.

The Combined Antilock Braking System incorporates both the easy control of a Combined Braking System and the extra reassurance of an Anti-lock Braking System. Combined ABS works between the dual front 310mm discs/three-piston calipers and rear 276mm disc/twin-piston caliper. It delivers balanced braking for more stable deceleration and the extra reassurance of an Antilock Brake System. If either wheel is about to lock up and slide, C-ABS momentarily reduces the hydraulic pressure being applied to the relevant brake and distributes the force optimally between both wheels, ensuring powerful and secure braking in all conditions for extra reassurance and offers more confidence in braking power should you run into unexpected or extreme situations. The result is a level of security much higher for the driver and passenger.

2.4 | Styling

Styling on the VFR1200X suggests great strength allied with a refined sportiness. Recurring design themes like sharp edges accentuate its rugged adventure style; a lack of bulk at the front of the bike gives a feeling of lightness.

The headlight configuration consists of a stacked headlight arrangement, with the main beam headlight positioned above the high beam unit. The headlights and effective windscreen are positioned towards the middle of the machine to help centralise mass while also offering great wind protection. Channels in the fairing at the front of the bike reduce frontal area, while ducting cooling air into the radiators.

The rear of the machine is highly functional with an integrated luggage carrier and grab rail, to which the optional saddlebags attach directly. The LED indicators, used for the first time on a large capacity Honda motorcycle, ensure optimum visibility.

The VFR1200X features off-road inspired hand-guards to provide welcome wind and weather protection for the rider. On the 2016 VFR1200X you also get the added practicality of an adjustable windscreen. The mechanism is simple and user-friendly, allowing the rider to adjust the screen height to any desired level with a single gloved hand. The adjustable windscreen has been shaped using computational fluid dynamics analysis for an idealised shape and just enough wind protection. The design lets the rider feel the breeze while keeping fatigue to a minimum.


Adjustable Windscreen

Key to the appeal of the VFR1200X is the off-road inspired upright riding position, perfect for riding in busy city streets and twisting rural roads alike. The Crosstourer’s carefully considered ergonomics package offers both rider and passenger a high degree of freedom. Natural support of the rider’s body weight between footpegs, seat and handlebar make the machine comfortable, even on extended rides. The riding position also offers excellent visibility for enhanced riding experience and increased hazard perception. Coupled with the generous steering lock, centralised mass and wide, tapered handlebars, gives great control at lower speeds.

Adding to its adventure appeal the frame, fork legs, single-sided swing arm, tail section and front fender are blacked out, complimenting the Pearl Black color we get for the USA.

2.5 | Gauges / Display


The advanced multi-function box instruments is aesthetically appealing and easy to read at a glance. Located just below the line of sight of the driver to keep his eyes forward as much as possible, the screen frame is dominated by a large digital speedometer. This is flanked by clocks that indicate the remaining fuel and engine temperature. Through the top of the screen is a bar-type tachometer, moving from left to right when the engine rpm increase. It also provides information of an odometer, two sets, remaining fuel, fuel consumption (current and average), mileage to empty the tank, gear position indicator, a clock, Selectable mode Torque Control system and the selected mode the Dual Clutch Transmission (if applicable). The brightness of the instrument panel is also adjustable.

LED self-canceling signals / indicators. LED technology provides better visibility and durability. These indicators are switched off intelligently after overtaking after the monitor turns or a combination of time, distance and wheel speed.

2.6 | Price / Release Date 

2016 VFR1200X MSRP / Price: TBD

2016 VFR1200X Release Date: May 2016

3. | VFR1200X Accessories

At this time, the entire official 2016 VFR1200X accessory list for the USA hasn’t been announced yet but we’ll cover some of the accessories available for the CrossTourer overseas as some of them should make their way to our shores too.


  • 5-stage heated grips with indicator, replacing the previous 3-stage design.
  • Waterproof rear top box does away with the zip expander and, 60mm deeper, can take a full-face helmet.
  • Low seat option reduces the seat height by 20mm to 830mm.

Other Honda Genuine Accessories for the Crosstourer include:

  • Pannier set (saddlebags for us American folk). Specially designed and fully integrated 35L (RH) and 39L (LH) square panniers. The left pannier can contain most helmets; the set fits directly to the motorcycle and matches the top box.
  • Main stand. Allows more secure parking and also facilitates cleaning and rear wheel maintenance.
  • Cowl ornament kit. Tubular anodised aluminium kit developed to emphasise the bike’s rugged appearance. Also serves as a front LED fog lamp stay.
  • Front LED fog lamp kit. Pair of LED fog lights which mount on the cowl ornament kit. Combines a very bright beam with minimal power consumption and a long lifetime. Control button integrates nicely in the motorcycle’s fairing.
  • Touring screen, 145mm higher than standard screen.
  • Side deflector kit. Set of left and right deflectors that protect the rider and pillion from the elements and reduce turbulence. Made from black polyurethane.
  • 12V DC socket kit, positioned under the seat.
  • Outdoor cycle cover – protects the bike from the elements.
  • Averto Alarm Kit. A compact alarm unit with 118dB siren and back-up battery. Low consumption sleep mode to protect the battery from draining. Features a movement and shock detector with 8 sensitivity modes.

Honda has created a motorcycle that give the rider a sense of challenge and adventure while offering a premium design with cutting edge technologies. This is a motorcycle that could conquer a long distance journey on major interstates or embark on an adventure to a remote destination in the mountains. The VFR1200X delivers this by combining all of the creature comfort sport touring features you want to make life easy on the open highway. Mixed with features found on off-road motorcycles like the long-travel suspension that smooths over the rough terrain or uneven road surfaces when you venture off the beaten path.

This crossover between two motorcycle genres makes the VFR1200X a unique and versatile package.  The VFR1200X sets a new standard in full-size sport adventure touring motorcycles. It offers a unique combination of V4 engine performance with advances technology for stability and handling – when riding solo or with a passenger on all types of road surface and for all lengths of journey’s. If you’re in the market for a motorcycle that can pull double-duty with a mixture of on-road comfort and off-road capable, you owe it to yourself to check out the 2016 VFR1200X.

What are your thought on the 2016 VFR1200X (CrossTourer) coming to the USA? Any features or changes you wish Honda would have done before they brought it over to our shores?

Please Click “Like” and or Share if you found any of the information helpful etc. Thanks guys.

Quick Overview of Features | 2016 VFR1200X

Horsepower / Torque Rating
VFR1200X horsepower numbers come in at a strong 129 HP at 7,750 RPM and torque of 93 lb-ft torque comes in at 6,500 RPM.

Spoked Wheels
With a 17-inch rear and a 19-inch front, the VFR1200X’s wheels are built to handle the rigors of gnarly pavement or dirt/gravel roads.

43mm Inverted Fork
Who knows where you’ll be riding, but the VFR1200X’s suspension is up to the job. The 43mm KYB fork is adjustable for spring preload as well as rebound damping, and is plenty stiff for steering precision.

One-Hand Adjustable Windscreen
It couldn’t be easier to adjust the new VFR1200X’s windscreen. One hand and a couple of seconds is all you’ll need. The range adjusts over three inches from high to low.

Accessory Socket
Need to charge your phone, run a GPS, or any other electrical accessory? This handy outlet makes it a cinch.

Selectable Torque Control
Honda’s Selectable Torque Control system (HSTC) is designed to help riders adapt to multiple traction conditions. With the push of a button the VFR1200X’s (HSTC) lets you choose from three levels of engine-torque The system can also be turned off according to rider preference. Available on both manual-transmission and Automatic DCT versions of the VFR1200X.

Aluminum Frame
The VFR1200X’s twin-spar aluminum frame members are fine-tuned to offer very precise control over weight and rigidity, and form the foundation of the bike’s stellar handling.

1237cc V4 Engine
Drawing on 30 years of V4 technology and racing success, Honda designers gave the VFR1200X what is one of our most advanced streetbike engines yet: a fuel-injected, liquid-cooled 1237cc, 76-degree V-4 brimming with low-end torque.

Transmission Choices
You can choose between a conventional six-speed manual transmission or our latest, third-generation Honda Automatic DCT transmission. With the DCT, you upshift or downshift with a pair of paddle-style buttons, or you can let the gearbox shift for itself.

Pro-Link Rear Suspension
The KYB shock on the VFR1200X’s rear suspension is adjustable for rebound damping and features a convenient no-tool preload adjuster making it easy to fine-tune the ride for varying loads.

Shaft Final Drive
Tough, durable, silent, clean, and low-maintenance, the VFR1200X’s shaft final drive is exactly what you want in a bike designed to turn out some serious miles.

Single-Sided Swingarm
The final-drive assembly runs right through the single-sided aluminum swingarm housing, making rear-wheel removal a snap.

  • Mark Daniels

    What a great write up on a great machine. I cannot wait to see one when it comes onshore. With the dct, Shaft drive, upright riding position and between 900-1300 cc’s is what I have always held out for. I fully expect that one of these will be in my stable by fall.

    • Thanks for the kind words Mark, much appreciated… I try to gather as much as information as possible as sometimes information can be difficult to find on a new release. They seem to release the details slower on the USA bikes than they do overseas bikes when it comes to the nitty gritty specs. Depending on the 2016 VFR1200X price point I think Honda will have a huge hit here in the USA with this bike. I just hope they don’t price it out of the market like they did with the VFR1200F. I’ve had a chance to play on the VFR1200F as well as a heavily modified example with PC5, full exhaust etc and that thing is a beast! Sad to see Honda detuned it for the X but it’ll still be an animal for the style of bike it is. Now we just need Honda to hurry up and release these! The “Spring” release date is taking too long… haha

  • ObamaReally Suucks

    thumbs up……..

    • Thanks for the thumbs up and for checking out the site!

  • Daniel Resnik

    I rode the BMW 1200GS yesterday and hated it for freeway riding. With all it’s accolades it still feels like a 2 cylinder engine on the freeway because it vibrates. Honda is right on the mark with this new bike. I can’t wait to ride it.
    How could they forget the cruise control?
    What kind of headlight system does it have?

    • I’m with you 100% on the way its engine feels. It’s hard to ride anything with a vibration after you’ve had the chance to ride one of Honda’s V4 bikes and experienced how smooth the engine is. Not sure which country you’re located in and whether or not you’ve been able to ride the Crosstourer but if not have you had a chance to ride its sibling we have gotten in the USA – the VFR1200F? I’m still surprised they didn’t throw cruise control on the VFR1200X / Crosstourer especially considering it has ride-by-wire so it’d be an easy task to pull off. The headlight setup is halogen with 55W x 1 (High)/55W x 1 (Low).

      Thanks for checking out the site and posting up too.

    • Progressiveist

      I live inSoCal and wanted a bike I could hop on the interstates and blast to AZ, UT, CO, OR, WA, NM, etc. and visit national and state parks. Well I got my 1200X in May and on July 4th I hit the road. It performed flawlessly on freeways, two-lane twisties, graded dirt roads and long dirt private driveways in CO. I rode from Ouray, CO to Moab, UT to St. George, UT to LA in one day! That was 975 miles and I’m 61 yo. It was a blast.

  • W.Wilkins

    As a very experienced ol’fart rider I gave up on the Hummer-cycles a while ago, there are just too many excellent mid-sized “adventure” bikes on the market. Not to suggest the big boy bikes aren’t good machines, it’s just that they’re not worth the price of admission – too much is, simply, too much. That said, this VFR-X thing is starting to make me question my opinions. Without the DCT and sundry items like better rubber, the foot “shifter” and aftermarket exhaust it’s hardly worth a demo ride; with those options, yeah . . . damn them Honda guys, how did they know I was hiding?

    • Haha the magicians at Honda know all Mr. Wilson. Well, maybe not all but they are darn good at knowing how to make us spend money… Especially for me, between the 6 Honda motorcycles in my garage and my 3 Honda cars plus my wife’s Honda they are very good at finding out where I’m hiding and making me spend $ hahaha. I’m not quite to “ol’ fart” status yet but at 31 I’ve found out recently exactly what you’re saying with smaller / mid-sized bikes being just as much fun if not more fun than the big bore bikes. Heck, I’ve had more fun on my lil 125cc Grom the last 2 years than I’ve had on my CBR or any other bike I’ve owned and or ridden in a while. If you haven’t experienced the 2010+ VFR1200 engine yet it’s definitely worth a demo. Can’t speak for how the X will “ride” but I can say that engine is awesome in the F platform once it’s uncorked to remove the “nanny” electronics present in 1st through 3rd gear etc. Can’t wait to see how the X rides with the changes though and see how she stacks up against what else is out there as we are spoiled again right now with the motorcycle business booming like it used to and having so many good options out there no matter what type of motorcycle you’re into.

      Thanks for checking out the site and posting up too Mr. Wilson.

      • De Factio

        I got the VFR1200X DCT, and it is all of what you expect it to be.
        A lot of people refuse to entertain ‘automatics’, but this is a semi – with paddles for manual and 3 sports riding modes, instant gear changes; I never use auto – always manual / paddles. They really do not know what they’re missing.
        It’s high (so great visibility), relatively low centre of gravity, slim for filtering in even dense traffic (even with the panniers) and has saved my bacon on 3 occasions where I ‘knew’ I was going down, but it said: “Nope – you’re not!”, twitched, and kept me up.
        Brilliant bike – I sincerely hope that Honda do not stop production of this model.

        You’ll only take this bike away from me by prising it away from between my cold, dead legs.

  • Johnny Nightrider

    Awesome Machine.Excellent write up Kevin.I hope it will be priced like the Africa Twin so it is more affordable as I want the DCT model.One thing I have to get used to is the spoked wheels.If it is priced too high than I will go with the Yamaha FJ09 as that machine is more affordable for people on a budget.I like that it has shaft drive as I don’t want to deal with a motorcycle with a dirty chain anymore.

    • Thanks for checking out the site and for posting up too Johnny! Appreciate the compliment, I try to put any and all info that I would personally want if I’m looking into a bike. It’s a shame some detailed info can be so hard to come by these days when it comes to the nitty gritty details.

      I’m right there with you on the pricing for the 2016 VFR1200X here in the USA. If Honda wants it to be a hit here on our side of the pond like the Crosstourer (VFR1200X) is overseas, they’re gonna have to not price it to the moon like they did when the VFR1200F was released back in 2010. It didn’t go over well with its $15,999 MSRP which led to big rebates (Honda Bonus Bucks) and invoice reductions etc. Once the VFR1200F started hovering around the $10,000 price tag they sold fairly decent, not what you’d expect and naturally Honda can’t operate in the red so they made a couple changes & upgrades but long story short as I’m sure you’re aware the VFR1200F met its demise in 2013 for the USA. I wish Honda didn’t detune the VFR1200F engine so much to use it in the VFR1200X but I’ll save my final opinion on how the power delivery feels until I get a chance to throw my leg over the X. The F model is an absolute blast with a few mods to bump the power up but the delivery definitely isn’t best suited for an adventure bike so I can see why they did alter the delivery / tune for the X.

      Part of me thinks they won’t price the 2016 VFR1200X in the same ballpark as the 2016 Africa Twin as it could put a damper on the Africa Twin sales for those that just look at engine size in the comparison of pricing. Then the other part of me thinks they could price them both at the same and it wouldn’t hurt the Africa Twin at all since these two adventure bikes are going for two completely different segments of the adventure motorcycle market: Africa Twin = more dirt orientated while the VFR1200X is more on-road orientated. Speaking of the DCT model, if you’re leaning that route you should like the fact that Honda has really shrunken the price difference between their DCT models and manual models. Originally they started off at a $1,500 difference between the two and now depending on the model has plummeted to only $500-700 different when comparing the DCT vs manual.

      Wow, sorry for the long novel of a reply haha. When it comes to motorcycles I could yap all day long and next thing I know I’ve either talked or typed entirely too much.

      • Johnny Nightrider

        It’s one of my favorite hobbies to talk about motorcycles.And it was very cool you wrote back and talked about them online to me.I also noticed on a video that you are also a very talented rider of Honda motorcycles.When the VFR1200X comes to a showroom.I hope to see you do a total review of riding it and give us all good feedback on whether or not you would buy it or pass.Alright Kevin until than ride safe and stay cool!!!

  • Tagerth

    Does it have cruise control? Also, are the spoke wheels tubeless?

    • Progressiveist


  • Johnny Nightrider

    Awesome great machine.I pray I can save up the money to get the VFR1200X DCT.I have ridden motorcycles all my life.Though in October of 2013 my father was in home Hospice and died of Congestive Heart Failure.I sold my 2009 Yamaha FZ6 back to the dealer in September 2013.A month before he died because I had to help out financially.I have not been able to buy a motorcycle since as I don’t have the funds by taking care of my 75 year old Mom.Also my lower legs have poor venous flow.My arteries are alright though my feet get swollen and lower legs get swollen and ulcerate.My left foot was fixed in 1997 as the foot had clubbed and the doctor did major surgery to straighten it out.All the surgeries I have had has made it so I can only move my foot up and down a little as the foot had to be fused from side to side movement.Therefore I have to test ride motorcycles to see if I can pull up into the gear shift to change gears.I was able to ride the 2009 Yamaha FZ6.THough if I could buy a VFR1200X DCT with the auto transmission and you can put it on manual and shift with your fingers would be a GOD send.As no clutch or gear shift to mess with and very cool.I miss riding and going out with friends and going to the beach as it relaxed my nerves and I was happy.I pray the Lord will help me to find the funds to purchase this bike or the smaller NC700 with the DCT would be awesome.

    • De Factio

      Test drive one, then get one, but be aware – it’s heavy (no 1200cc bike is light), and regardless of it’s centre of gravity being lower than other similar makes – it is still top-heavy when stationary, so a say 10-15 degree angle when stationary and it really wants to go down.
      Then again, if I dropped mine (without any health problems) – I still couldn’t pick it up!
      So hey-ho – who cares, dive in!

      • Johnny Nightrider

        Thankyou De Factio for answering my comment.It helps me out cause your right.It is a big machine and if it goes over.I’m going be stuck where I fall.I will test drive one and see how it goes.

  • 4wallz

    Where’s the CRUISE CONTROL Honda?

  • Thank you for showcasing a comprehensive write up, HondaPro Kevin. I would like to ask if the seat height can still be further lowered beyond the low seat option that gives around 32.7 inches. I am a 5’3″ rider currently on a stock 31.9-inch CB 500XA seat height (2013 model) and I’m already tipping my toes on it. On better ground lay, I can tip both toes, but at other times, I can tiptoe only on either foot, and that’s with me already wearing thick-soled riding boots. Going beyond 33 inches definitely presents a whole new challenge for short riders like me. I’m also imagining how difficult this VFR12X would be in getting it on and off its center stand, especially in unfavorable ground lays.

    I am asking because I am definitely considering the VFR1200X for my next bike. I live in South East Asia btw and we can only get this bike through grey imports. 🙁

    • De Factio

      You’ll definitely need to go for the 20 mm thinner seat.
      You can also get a 35 mm lowering kit (basically 2 triangular metal plates (£50) – easy to replace), but, it’s already hard (for me at 5’11” and 10 stone wet through) to get it on the stand, so, you’ll then probably have to have the centre-stand cut and lowered (probably £150 for weld and new powder coating).
      I’ve added the lowering kit before, and even with the best ‘technique’ and heaviest biker – it’s impossible to get it up onto the centre-stand – the initial angle where the stand touches the ground is reduced so that you are effectively pushing the stand into the ground at 90 degrees as you drag the bike back.
      You can alternatively always carry a 2 inch block of wood with you and ride the rear wheel onto it, then it’s easy. (But, I feel that that misses the whole point – you are yet again 2 inches higher, with your feet off the ground!)

      I’m ok with the 20 mm reduced height seat, but will be having the centre-stand cut in any case.

  • De Factio

    Absolutely top-notch, very thorough write-up.
    This is the de facto standard review that I’ll be linking-to 😉

  • Progressiveist

    Some reviews report dyno readings of as little as 109 HP. Disappointing to say the least.

  • Mark

    I was told the bike was made in India, is this correct?