VFR1200 dual clutch gearbox a precision tool

BILL PETRO/FOR THE TORONTO STAR

Honda's new Dual Clutch Transmission on the VFR1200 is 50 mm wider than the standard one, is 10 kg heavier and adds about $1,700 to the price, which is a hair under $20,000.

Steve Bond

MOTORCYCLE WRITER

Seems like it’s a Honda VFR-Palooza lately here at Wheels.

Last October, I had a 20-minute taste of the technical showcase VFR1200 in single digit temps on the streets of Kingston. In March, I had a full day aboard the bike on Georgia’s Roebling Road racetrack.

In May I rode the VFR again, only this time the bikes were equipped with Honda’s optional DCT (Dual Clutch Transmission) — the first such device on a production motorcycle. The venue was Mosport. If there’s one place where newfangled technology will trip all over itself, it’s this high-speed, curvy racetrack. I wondered if the two clutches would turn into two left feet.

The DCT is similar to those on many high-end sports cars, allowing the ease of an automatic but the directness of a manual gearbox.

It shifts just like a manual gearbox, except that computers are operating the clutches and engaging the gears. When first gear is engaged, second is already selected and freewheeling. As the speed increases, the computers operate the solenoids and processors to feather the clutches and shift into second while pre-selecting third. This all happens in less time than it takes to say, “Sorry, I must’ve dozed off there.”

The process is repeated as you reach cruising speed and reverses when slowing down.

A convenient, handlebar-mounted switch allows three modes of operation.

“D” is for leisurely riding. It shifts smoothly and unobtrusively, the computer selecting early upshifts for optimum fuel economy. The shifting was so smooth that the only indication the bike had changed gears was an audible “click” rather than feeling anything through the motorcycle.

“S” (for Sport) is the mode I’d use for normal riding. Under full throttle, the bike runs to about 9,500 rpm (redline is 10,200) before upshifting and holds onto the gear longer before downshifting.

In “M” for manual mode, you’re in charge dude. The gear stays selected until you upshift with the left index finger or downshift with the left thumb. It’ll run right up to the rev limiter and stay there until you give it the finger.

Riding the 278 kg (613 lb.) VFR1200 at Mosport is like performing cataract surgery with a Bowie knife. It will do the job but you’ve got to be precise as the bike accelerates so hard and is so fast, it all becomes a bit overwhelming.

My first laps were a bit tentative — especially in turn nine, where I was looking for remnants of my right shoulder that might’ve still been embedded there since last August.

In D mode, a brisk touring pace was routinely indicating speeds between 150 and 190 km/h. And the big VFR was absolutely loafing:160 km/h translates to just over 5,000 rpm in sixth.

Manual mode is the ticket for serious sport riding or track days because in Sport, the computer chooses one gear higher than is optimum. In manual, I could select second, rather than third when coming out of the hairpin, which gave a much stronger drive heading up the back straight. Although even in Sport, the acceleration in third was retina flattening and full power upshifts had no effect on the chassis, even while leaned over.

Approaching the crest of the hill in sixth gear, the digital speedo indicated between 245 and 250 km/h and I was thankful for the six piston calipers and linked ABS. A bike weighing 278 kg at those speeds has the potential to punch some pretty big VFR-shaped holes in the scenery.

I was curious when riding in both “automatic” modes, if the computer would select a quick downshift at an inopportune moment (like when cresting the top of turn two or bending it into turn eight off the back straight), and if it did, would the downshift upset the chassis? Yes it will downshift and no, it’s totally imperceptible to the rider.

Downsides to the DCT? On the VFR, it’s 50 mm wider than the standard transmission, is 10 kg heavier and adds about $1,700 to the price, bringing it to a hair under 20 grand. But the advantages are numerous. Shifts are smooth and fast, and engine power is constantly coupled to the rear wheel, unlike a manual tranny, which disengages every time the clutch is pulled in. There are no power sucking torque converters (as in a typical automatic transmission) or belts and pulley systems (like a CVT type) so fuel economy will be better.

For those who will undoubtedly proclaim, “It ain’t a real motorsickle if’n you cain’t shift gears,” I’ll advise you that I heard the same thing about kickstarters in the 1970s.

I’m sure the DCT will find its way onto other models in the near future. It would obviously be perfect on the Gold Wing but I think the CBR1000RR would benefit from this technology as well.

I’m a bit of a Luddite — I still don’t own a cellphone — but I’m sold on Honda’s Dual Clutch Transmission. If exotic autos and racing cars can make use of them, why not motorcycles?

Freelance motorcycle writer Steve Bond can be reached at stevebond8@yahoo.ca

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