Test drive Honda VFR1200F and VFR1200X Crossrunner DCT

We had the opportunity to try out the new Honda VFR 1200 F. It is equipped with a dual clutch gearbox. The puppy falls to the ground.

Honda VFR 1200 F

Sometimes it pays to look beyond the tip of your nose and see what's going on outside your own backyard. This is the experience that Honda shared with selected journalists by inviting them to Japan for a test session of the new VFR 1200 F, which took place at the Sugo Raceway. The biggest sensation was the dual-clutch automatic transmission of this motorcycle.

Let's start with the VFR 1200, which shifts gears normally and would give a new kick to guys who love supersports. A compact V4 engine and a design that easily draws European inspiration are evidence that the VFR 1200 follows in the footsteps of the VFR 800 and 1100 XX. But Honda still raises the bar, which is clearly evident in the ergonomics: the machine has a narrow waist, the saddle height remains at a reasonable level, and the padding will not allow the rider to complain about the lack of comfort. In short, long-legged bikers will appreciate the one size fits al principle.

The clutch operates easily and the lever doesn't require a clutch, the throttle turns without resistance, the gears shift smoothly and precisely - it's like nothing else, but that's the point. For this purpose there is a V4 engine that operates vibration-free in all speed ranges. It doesn't have the scalp-your-head shock of the K-series Beemers, it pulls fairly softly and doesn't overwhelm the rider's attention. However, the gentle nature hides the real monster hidden in this bike: Honda claims 116 Nm from just 4000 rpm, which is 90% of the maximum torque. If this is true, then... But let's wait for the first measurements.

Honda VFR 1200 F 116 Nm already at 4000 rpm, or 90% of max.

Magic trick with mass

From what you could feel, the biggest kick occurs at 6000 rpm. Especially in second gear, the Unicam-head V4 rips so hard that the Dunlop Roadsmart rear end leaves black marks on the asphalt and the bike wobbles backwards, causing the euphoria of bikers who like to ride hard. There are no electronic gadgets to spoil the fun. Honda engineers said that they deliberately chose this characteristic so that in the lower rev range the engine behaves like a meek lamb, but in the upper rev range it lets loose. Fun performance has a tradition: in the VFR-e 800 this task was accomplished with V-Tec valve control.

HONDA motorcycles

Page 128

• Image
• Text

32MGE602

Comments

Select → I found the instructions for my motorcycle here! #manualza

• Click →

The instructions for use that came with the cat litter stated: - Machine washable. Then it was added: “Don’t forget to remove the cat from the litter.”

Manualza!manualza.ru

Still not with us?

Advantages and disadvantages

• plus: the motor runs smoothly and with great power,
• plus: maximum convenience, despite the heavy weight,
• plus: no complaints about ergonomics,
• plus: finishing, e.g. quality of varnish,
• plus: running goes in like a hot knife through butter,
• minus: small fuel tank volume,
• minus: slight reaction of the shaft to potholes,
• minus: lack of traction control system.

As for the maximum power, there is nothing to talk about: 173 hp. With. not enough to reach 300 km/h, but for everything else it's too much. Also about going out on the highway. Although this is not a natural VFR environment, here, despite the less-than-adequate tires, the bike can be a lot of fun. How Honda specialists manage to achieve this goal: these 267 kg disappear, as if with the touch of a magic wand, remains a mystery. At first I was a little carried away to the outer trajectory, but after a while I was pleased with the quick and gentle response to the direction adjustment. Driving in a straight line at 250 km/h, like clockwork, I was able to stay on track without any problems and the fancy fairings didn't cause any turbulence. Therefore, there were no problems keeping the pot on my head.

Honda VFR 1200 F

Alphabetical index Alphabetical index from U to E U Uka...

Page 127

• Image
• Text

121

Alphabetical index

Alphabetical index

from U to E

U

Trip mileage indicator……………………. 21, 22 Coolant temperature gauge ……………………………………………………………….. 20, 22 Fuel level gauge in the tank …………………….. 19 Troubleshooting … …………………………. 80 Motorcycle care……………………………………… 108

F

Headlight ………………………………………………………………………………… 94 Clamps ……………………………………………………….. 54 Registration plate lights ...... 98

X

Storage Storing a motorcycle …………………………………….. 110

Sh

Tires

E

Label with paint designation…………………….. 45

Dual clutch

Ride-by-wire or ride-by-wire throttles seem pretty good. Reactions to load changes are nervous only at 30 km/h. Such equipment obviously has appropriate brakes. ABS, familiar from other Hondas, has six-piston calipers on the VFR 1200. During street riding, this system is one of the most advanced.

The first impression is that the VFR 1200 is a pretty good bike that will almost certainly revive its segment of the market. It has a wide range of applications, from highway flight to track racing.

Now let's talk about what is most different about the new VFR 1200 from the previous one. Probably, the vast majority will subscribe to the statement that the traditional method of gear shifting works flawlessly. However, after trying a VFR with DCT (dual clutch), many would change their minds. DCT has nothing in common with the scooter's continuously variable drive or hydrostatic drive known from the DN-01. Here we are dealing with a conventional gearbox consisting of gears, so that for every three gears - even and odd - there is a separate clutch. When changing gears, they switch between two transmission commands, both in one direction and the other. They do this in such a way that the transitions are invisible.

The electronics also handle, it's really brilliant when moving from a standstill. All you have to do is turn up the gas so you can choose between leisurely driving and skidding the rear wheel. Gears are switched automatically (depending on whether the mode is set to Sport or in normal mode - this happens at different engine speeds) or manually - using the buttons on the left handlebar. Everything works flexibly, smoothly and so comfortably that it makes a traditional gearbox look pale and very old-fashioned in comparison.

BMW K 1600 GT (2011 – present, RUB 650,000–1,700,000)

The BMW K1600GT model, being the least “stuffed” among the entire K 1600 family, is de facto the most interesting in the context of handling and weight-to-power ratio. In terms of classification, the K1600GT occupies a niche between lightweight sport tourers and large luxury tourers.

Engine

At the heart of the K1600GT is the same gigantic six-cylinder 24-valve in-line engine, producing a peak 160 hp. With. and 175 Nm of torque. The power unit tends to eat up oil. From several tens or hundreds of grams from replacement to replacement for those who drive quietly, to one and a half liters for the same interval for “racers”. GT / GTL digests well only high-quality 95 or 98 gasoline. Everything else causes detonation. Cooling radiators require increased attention. Their cleanliness is the key to the absence of overheating. For GT / GTL servicing, you should contact only advanced officials!

Transmission

The six-speed gearbox is made using a cassette layout. This unit does not cause any problems at all. As well as the cardan drive of the rear wheel with timely maintenance and compliance with fueling standards.

Frame and body kit

The transversely mounted engine is the load-bearing part in a complex duplex aluminum backbone frame. A spatial magnesium subframe made of square pipes with amplifiers for transporting trunks filled to the brim with things is attached to the frame at the back; a complex box-shaped spider is mounted at the front for attaching a large amount of plastic and electronics. The whole scheme is to a certain extent monumental and unproblematic. The motorcycle is protected from light falls by standard sliders.

Brakes

The K1600GT is equipped with exemplary brakes. Two four-piston calipers, one two-piston and three 320 mm discs together with a “smart” anti-lock braking system literally work wonders. The huge motorcycle slows down almost like a nimble sportbike.

Pendants

The suspension is designed in the German style. Duolever at the front, Paralever at the rear with cantilever wheel mounting. The tire size is close to that of a sport bike – 120/70–17 and 190/55–17, respectively.

Comfort

To say that the motorcycle is “stuffed” is to say nothing. The list of electronic assistants is impressively huge. Everything that is possible is controlled electronically. Minimum mechanics. From the driver's seat, the cockpit looks like a spaceship control center. The instrument panel is a real multimedia center. Wind protection is almost maximum. It's hard to wish for more. The landing position of the GT version is obviously a little more aggressive compared to the GTL. This is achieved by a higher seat and a straighter steering wheel with less curvature toward the driver.

A high level of equipment and so far rare technology for modern motorcycles require attention, proper quality maintenance and accuracy on the part of the owner.

Modifications

The BMW K1600GT was presented in July 2010 at the Intermot exhibition. Sales began in March 2011. During the entire production period, the motorcycle was modified only once - in 2014, Keyless Ride keyless access was added to the list of on-board systems. In 2016, the K1600 B bagger was added to the family.

A test of patience

Honda VFR 1200 F

Those who are eager to get their hands on this bike will have to wait a little longer, because the DCT version will not appear until the summer of 2010.

“First stop after 300 km,” says Yosuke Hasegawa, project manager of the VFR 1200 F. “Was the Honda VFR 1200 intended as a sports bike or rather as a tourer? Our goal was to create a dynamic sports bike with a V4 engine, suitable for everyday use as well as touring and long rides. We were guided by the motto “first stop after 300 kilometers.”

At 6000 rpm the engine gets a huge kick, especially in second gear. This was the intention, and these capabilities are provided by the ride-by-wire system. Depending on various parameters, such as the current gear ratio, valve setting or speed, different values ​​for ignition and injection are set.

The VFR 1200 has a lot of interesting technical goodies, but not a lot of electronics - no traction control, no choice of ignition characteristics, etc. This is true, but we decided that they would not be in this model because it would change the character of the bike "

Who is this motorcycle for, i.e. who will benefit primarily from the dual-clutch automatic transmission? I think all riders, regardless of their level of experience, will get a huge dose of sporting excitement thanks to DCT. This gearbox is important! – easy to use and allows direct power transfer.

Post Views: 3,542

Alphabetical index A The emergency indication has turned on……..

Page 123

• Image
• Text

117

Alphabetical index

A

The emergency indication turned on…………………. 83 Automatic mode…………….. 23, 33, 34, 35, 36 Battery……………………………. 46, 58 Accessories ……………………………………………………. 12 Anti-lock braking system (ABS) …………………. 10

B

Safety …………………………………………………. 41 Gasoline ………………………………………………………. 106 Benzonol (gasoline with added alcohol) ……… 106 Side support …………………………………………………. 71 Side stop …………………………………………………. 71

IN

Importance……………………………………………………….. 41 Switches……………………………………………………… 26, 28 Hazard warning switch… …… 26, 28 Brake light switch ………………. 26, 29, 103

G

Main gear ……………………………………………………… 49, 72

Alphabetical index

from A to G

001_MOTO_0210

HONDA VFR1200F, sport-tourist, 2010, 1237, cm3, 172 hp. 267 kg, price not determined. HONDA VFR1200F, sport-tourist, 2010, 1237, cm3, 172 hp. 267 kg, price not determined.

For two years, Honda fed the motorcycle world with scant scraps of information about the new “vyfer”, warming up the public, and finally, journalists were given the opportunity to get up close and personal with the new device.

Its purpose is to combine excellent directional stability, a bottomless traction reserve and a high level of comfort of a “mainline locomotive”, which Drozd was, with the lightness, compactness, efficiency and excellent controllability of such a device as the VFR800, capable of serving not only as a “tourist”, but also and a city motorcycle for every day.

Agree, it’s a difficult compromise to achieve! So I experienced some skepticism during the pre-test presentation. But it is precisely this combination that Honda is focusing on in positioning the new device. This is not just a sport-tourist, it is a road-sport, that is, road-sports. As planned, it should be equally good on the highway, in the hustle and bustle of the city, and even on the race track (of course, in “entertainment” mode). If everything is more or less clear with the “long-range”, then how will 267 kg of curb weight behave in the city, and even more so on the track? Advertising statements from manufacturers often turn out to be overly colorful, so the question of faith itself flowed into an experimental channel: “I’ll try and find out what kind of “elephant” this is, capable of performing the dance of little swans.”

RELAXED EMBRYO. The morning of the test day greeted us with a light haze and seven degrees of heat. Twelve test bikes warm up in a parking lot. The low, guttural sound is similar to that produced by a squadron of heavy bombers. The sound of the V4 is pleasant in itself, and then there are the rear crankpins of the crankshaft rotated by 28° relative to the front ones (the cylinders work in the order 1-2-4-3 with intervals of 256°-104°-256°-104°) - in a word , at a glance you can’t tell how many “pots” are under the plastic. The effect is completely indescribable.

The first impressions of the “workplace” are very pleasant. In the “sub-loin” part, the saddle is quite wide and bucket-shaped, and closer to the tank it narrows noticeably. Compared to the saddle of the previous “vyfer”, this is almost a third narrower. The “waist” of the motorcycle is generally unnaturally narrow for a device with an engine of this size. This was achieved due to the non-standard layout of the engine: the cylinders are not arranged in the usual checkerboard pattern, but asymmetrically: the rear “pots” are as close as possible, and the front ones are placed at the edges (for more details, see “Moto”, No. 12–2009). Quite deep recesses under the knees in the gas tank greatly complement the picture. If you get on a motorcycle with your eyes closed, you could easily confuse it with some very sporty 600. Thanks to the already mentioned narrowness and low saddle, even people below average height can firmly rest both feet on the asphalt. The line of accessories also includes a lowered saddle, so that the height of the “vyfer” is accessible to almost everyone. I was also surprised that the saddle allows you to move the body a good ten centimeters back and forth, so that even two-meter pilots can comfortably “lie down on the tank” and not knock the helmet visor against the windshield. In a word, you can safely sculpt a baseball cap label on the VFR - “one size fits all” - one size for everyone.

At one time, the “Eight Hundred” was very much loved by “truck drivers” for its comfortable seating position, quite relaxed and straight, and at the same time sporty. This was largely achieved thanks to high clip-ons and fairly low footrests. In pursuit of comfort, they were even installed on Drozdys in order to straighten the back and take some of the load off the wrists.

But on the “two hundred liter” the clip-ons were made quite low, so that the tilt of the body turned out to be noticeably greater than on its predecessor, and the footrests, on the contrary, were installed a little higher. The knees, of course, do not cover the ears, but at first the landing did not seem relaxed. Looking ahead, I note that after almost four hundred kilometers walked in a day, my wrists did not hurt, my back did not ache that it wanted to straighten, and only my knees slightly buzzed from being in a bent state for a long time (although, perhaps, this is because that someone's legs are too long).

In a word, Japanese engineers managed to create a very successful compromise between the relaxed fit of large “tourists” and the composure of tough “sports”.

Specifications

The pistons are V-shaped, but the angle between them was reduced to 760. This decision created a loss of overall power, but made it possible to achieve good traction at low and medium speeds - the operating ranges for enduro models.

The V-shaped engine can be called “bottomless” - it is absolutely indifferent to it whether you are driving alone around the city or overtaking a truck on the highway with a full load.

The final x-ki had the following parameters:

• working volume - 1238 cm3;
• power - 129 hp;
• number of valves - 16;
• cylinders - 4;
• cooling - liquid;
• fuel supply - injector;
• ignition - transistor;
• start - electric starter;
• fuel tank - 21 l.

Transmission and clutch

But the user has the opportunity to turn off the robot at any time and switch to a standard mechanical system.

Manual downshifting is initiated by the minus key on the left handlebar. There are also a lot of buttons that take some getting used to.

The robot offers two modes:

• S (sport), when the gears change instantly, the revolutions are barely allowed.
• D (dual). In this mode, the bike “thinks” that we are driving off-road and the speed will constantly change, so up gears are engaged with some delay, and down gears are engaged almost like in a sport.

Switching between modes N, D and S occurs using the buttons on the right handle.

Known to Honda users, the attention to detail and concern for safety made it possible to create the ideal robotic box. The mechanics are turned on only to check whether it works.

• The main drive is carried out by the cardan shaft.
• Multi-disc clutch, oil bath.
• Power transmission from the handle is via a hydraulic line.

Brakes

Front brakes.

Rear brakes.

With such parameters of the engine and gearbox, the bike received appropriate brakes. Drive - hydraulic main. Type - disk.

Front brakes:

• number of disks - 2;
• diameter - 310 mm;
• support - 3-piston.

Rear brakes:

• number of disks - 1;
• diameter - 256 mm;
• support - 3-piston.

According to the developers, in recent years the solution has been used on all bikes of this model. Earlier ones can be additionally installed in authorized services.

Brief history of the model

2010 – start of production and sales.
Model: Honda VFR1200F; Honda VFR1200FD (DCT) (all regions). Factory designation: VFR1200FA, VFR1200FDA. 2011 – no significant changes. Model: Honda VFR1200F; Honda VFR1200FD (DCT) (all regions). Factory designation: VFR1200FB, VFR1200FDB.

2012 - the model receives new camshafts (Japanese modifications), traction control system (TCS), new injector and automatic transmission settings. Fuel tank capacity increases from 18.5 to 19.0 liters. Model: Honda VFR1200F; Honda VFR1200FD (DCT) (all regions). Factory designation: VFR1200FC, VFR1200FDC.

2013 – no significant changes. Model: Honda VFR1200F; Honda VFR1200FD (DCT) (all regions). Factory designation: VFR1200FD, VFR1200FDD.

2014 – no significant changes. Model: Honda VFR1200F; Honda VFR1200FD (DCT) (all regions). Factory designation: VFR1200FE, VFR1200FDE.

2015 – no significant changes. Model: Honda VFR1200F; Honda VFR1200FD (DCT) (all regions). Factory designation: VFR1200FF, VFR1200FDF.

2016 – no significant changes. Model: Honda VFR1200F; Honda VFR1200FD (DCT) (all regions). Factory designation: VFR1200FG, VFR1200FDG.

002_MOTO_0210

Deep recesses under the knees in the gas tank. Deep recesses under the knees in the gas tank.

MATTER OF HABIT. Another surprise: Honda has revealed new steering wheel switches! It’s not that I really didn’t like the old ones (yes, the same ones that were installed on the CB750, CBR1000F and other “dinosaurs”), they were comfortable and did not break, but moral age is sometimes no less important than physical age. Exaggeratedly large keys and switches with smooth shapes and pleasant colors look like toys for infants who need to train fine motor skills of their fingers and learn colors. This logic is not difficult to understand: it’s easier to “hit” large keys blindly and with gloves on; but, in my opinion, the designers still overdid it. For example, I’m used to holding the steering wheel closer to the edges of the handles, but to turn on the left turn signal, I have to move my hand close to the remote control, otherwise my thumb simply does not reach the left edge of the key. Considering that my hands are very raking, those with shorter fingers will find it completely uncomfortable. True, this is perhaps the only “jamb” noticed with the new remote controls.

What do the owners say?

The motorcycle is praised for many reasons. However, there are also negative reviews. Some people don't like the fact that the bike has what they consider to be an awkward riding position. Others, however, rightly note that the landing here is very ordinary. Perhaps it is unusual for those who were not previously familiar with either a sport bike or a sports tourer.

IMPORTANT! You shouldn’t buy a used model today, because you can buy a new one. No matter what anyone says, the technical characteristics and condition of the new motorcycle will be better

And it’s not so easy to choose a used option that does not have any hidden defects (which the seller may not know about).

According to the description of those who have been using this motorcycle for many years, the car has excellent visibility through the mirrors

It is only important to use it wisely. Some people, unaccustomed to high speeds, have problems with this.

The VFR 1200F is a good machine, suitable for long journeys. But you shouldn’t place too much hope on this model and the class as a whole. This bike requires good roads. So traveling around the world on a sports tourer is not an option.

Specifications

Technical characteristics of Honda VFR1200F:

Wheel speed control

The engine also has a very closely spaced pair of rear cylinders, which helps reduce the size of the overall block. In addition to the compact dimensions of the 12 valve engine with an output of 1237 cm3. Unicam technology from Honda, also used on CRF motorcycles. This configuration helps reduce the size and weight of the cylinder heads and optimize the shape of the combustion chamber.

Honda Selectable Torque Control constantly monitors front and rear wheel speed. When the control unit senses a difference in speed between the front and rear wheels, engine torque is instantly reduced through a combination of ignition switch off and throttle modulation. The system has 3 operating modes depending on road conditions. It can also be disabled. The Honda VFR1200X Crosstourer motorcycle is easy to adjust while driving. To achieve this, toggle switches and triggers are located under the left hand.

conclusions

“Vifers”, oddly enough, did not impress me. Especially automatic. Great as an experience, would you buy it? No! To one degree or another, motorcycles were out of my comfort zone and “fan”. Ideologically small Hondas like the NC750X can be quite a good option for every day for relaxed driving, but provided that there is a “real” motorcycle in the garage :). In principle, this topic popped up in almost everyone’s mind, except perhaps the young lady who was completely captivated by the NC750S.

On the way back home, at some point I realized that my “Sibiha” was simple and relaxed, without a pig’s squeal, but it constantly continued to please me. This is the case when an old horse does not spoil the furrow and does everything as it should. After practicing upshifting without a clutch, gear shifting generally became soft and fluffy.

Maybe we should just take the new CBF1000 model with panniers and calm down with the choice of the “ideal horse”?

Share link:

• Click here to share content on Facebook. (Opens in a new window)
• Click to share on Twitter (Opens in new window)
• Click to share on Pinterest (Opens in new window)
• Click to share posts on Tumblr (Opens in new window)
• Click to share on LinkedIn (Opens in new window)
• Send this to a friend (Opens in new window)

003_MOTO_0210

After years of conservatism, Honda has finally updated the design of the steering wheel switches. The keys have become larger and more comfortable. After years of conservatism, Honda has finally updated the design of the steering wheel switches. The keys have become larger and more comfortable.

Having come to their senses from many years of sleep, Honda ergonomists finally realized that those buttons that are used more often should be located in the immediate vicinity of the thumb, while occasional ones, such as the sound signal, can be placed further away. And in the new design, the turn signal switch and the buzzer have been swapped. In general, it is logical and, most importantly, really convenient when, turning to the turn signal toggle switch, you don’t have to “stick” your finger down, but the great force of habit more than once or twice forced the journalistic peleton to beep in unison before turns, instead of turning on the turn indicators. The feature is convenient, but you need to get used to it.

009_MOTO_0210

The saddlebags are also unlocked with the ignition key. The saddlebags are also unlocked with the ignition key.

FIGHT OF TWO EGOS. The test run ended after dark. We spent more than eight hours in the saddle and traveled almost four hundred kilometers. Wide high-speed passes on the autobahn, tight spirals of serpentines, narrow local paths, city streets - I had a chance to try almost every conceivable mode for a road motorcycle. The whole day spent in the saddle of the VFR1200 did not tire me one bit; on the contrary, I wanted to ride more and more, despite the temperature dropping almost to zero and the rain falling. The wizards from Honda really managed to create a completely new motorcycle, unlike any existing one and endowed with a completely unique set of qualities. Two definitions of this motorcycle, very similar in meaning, but very different in emotional coloring, are fighting within me.

010_MOTO_0210

The test was organized by Honda Motor Rus, equipment was provided by the Moto.Ru store. The test was organized by Honda Motor Rus, equipment was provided by the Moto.Ru store.

An old lazy person and a sybarite insists that the Vifer is an excellent device, capable of delivering a lot of pleasure from driving both on city streets and in long-distance driving thanks to its comfortable seating position, flexible engine, comfortable suspension, heaps of additional equipment and, in general, amazing friendliness to the pilot. .

At the same time, a boring and corrosive test pilot, not yet completely crushed by a lazy person, grumbles that the motorcycle is good, but only the “two hundred liter” is in any case not intended for beginners, and therefore could have been angrier, especially on “at the top”, otherwise it’s not an engine, but some kind of boring felt boots, especially considering the claims to sportiness... It’s probably good that the test drive didn’t have a track part. Then the boring bullet-shooter would definitely overpower the truck-driver contemplating the surrounding landscapes.

Well, if you didn’t overpower it, it turns out that the VFR1200F is an exceptionally worthy descendant of its crowned ancestors, and it is very likely that in a few years it will take an equally honorable place among the ceremonial portraits in the hall of fame. Although the shooter in me will still hope and believe that if a “vyfer” with the letter “F” at the end was born, then his brother with the letter “R” must someday appear too...

Preface

I got to Honda's Winning Technology Tour only the second time.
I first signed up at 's-Hertogenbosch, but since I didn't receive any confirmation, I decided it wasn't working out and made other plans for the weekend. They finally called me the day before the event, but it was too late to change anything. So I looked at where else the demos were taking place and re-registered with Breda. At the same time, I had to persuade my family in connection with shirking direct “papal” duties, but in the end I received “permission” and confirmed my participation. It turned out that there were many more applicants than there were places, i.e. Ideally it was worth it :). Initially, the desire was not so much to try the new DCT box as to try the VFR1200X :), but in the end, I re-read a large number of reviews and had already lowered my expectations in advance, giving the virtual “palm” to the Yamaha Super Tenere. So, the long-awaited day came and I went to Motoport Breda to try the new version of Honda products, which, according to the manufacturer, are the future of motorcycle manufacturing.

Appearance

The Honda VFR 1200F looks particularly striking with the cherry color of the frame, which is combined with silver elements at the rear and an abundance of black in the middle. The wheels are alloy, all the elements in them look harmonious and are not large in size. Sometimes it seems that the rims are spoked if the motorcycle is traveling at low speed.

The tank rises smoothly, but at the peak it begins to fall sharply. This makes it the most striking design element of the motorcycle. Not everyone likes this, but it certainly adds an exotic appearance. After all, this is a sport-tourist, which means something like this is appropriate if implemented correctly, as in this case.

Specifications

Thanks to its simple and intuitive design, the motorcycle is easy to maintain. By the way, spare parts are easy and inexpensive to obtain. Brake discs are large and effective

But the fork travel is small, so it is important to ensure that the quality of the road surface is appropriate

The drive here is cardan, but this is justified by the dimensions. Taking into account the revving speed of the bike, there are six stages. No more are needed, but if there were fewer of them, it would not allow the full potential of the machine to be revealed. Consumption of less than seven liters is a good indicator, thanks to which it is possible to travel more or less comfortably (taking into account how much fuel costs today).