2010 Honda VFR1200F DCT - A Change We Can Believe In

The differences between the standard transmission and the DCT model are even more pronounced when pushing the limits of what the bike is meant for. Because the "dual" in dual clutch transmission is really two halves of a single clutch (which is explained further in the accompanying sidebar), their overall strength is reduced. In order to quell the 142 horsepower and 81.4 ft-lb of torque during hard launches, the ECU will pull back power so as to not destroy the clutch. Full power is then restored once road and engine speed are deemed to be at a level the clutch can handle. This is readily apparent in the quarter-mile times between the standard and DCT models. The latter's 11.67 seconds corrected time compared to the 10.23 seconds for the former illustrate the disparity.

These numbers may be a little strange, but in the grand picture, neither transmission option on the VFR detracts from the riding experience. But there's more to the VFR than just the transmission. It's actually quite the overall performer as well. Forget the fact that it's intended as a sport-touring rig, the bike handles surprisingly well despite its rather simplistic Showa fork and shock, both adjustable only for preload and rebound. Stopping duties are by way of six-piston Nissin calipers and 320mm discs in the front, with a single 276mm disc in the rear and a twin-piston caliper. Honda's linked ABS (whereby only one set of pistons in one front caliper is activated when the rear brake is applied) is standard and works seamlessly without the usual pulsing on other ABS systems. Without having to worry about rev matching during downshifts, the DCT actually allows the rider to focus on other aspects of riding while the downshifts are perfectly executed each time. Unfortunately, one will also have to focus on where the next fuel station is; we averaged about 35 mpg of combined city and highway driving, and the 4.9 gallon tank doesn't provide much in terms of range.

What about slow speed maneuvers you ask? No problem. Unlike other clutchless motorcycles, the VFR can in fact execute a normal U-turn. With some slight rear brake modulation, outside peg weighting and gentle throttle application (similar to fanning the clutch on a regular motorcycle) the bike will turn around just like anything else.