Motorcycle specifications HondaVFR 1200 F DCT 2010 Exceptional comfort

discovering the new VFR 1200 DCT raises a few questions. The strange, planed X-shaped optics, the massive fairing panels, the cardan shaft (so eagerly awaited by VFR riders), the V4 with 60% less power... Is the VFR still a VFR? What will the robotized gearbox and all its technology bring to driving?

getting to grips with the new VFR is both surprising and reassuring. Like every Honda for ages, it immediately puts you at ease. You immediately feel at home, with the sensation that you've owned it for a long time. How many times have I written that, and it's always been true when riding the late Soichiro san's products. The riding position is very similar to that of the VFR 800 series, albeit with a (very) slightly higher torso. It feels more like a sport tourer than a sport-GT as it used to (OK, the nuance is subtle). But for the first time, a Honda baffles me. No, a motorcycle baffles me. No shifter, no clutch handle - you're borderline clueless and a little anxious when it's time to take off. Before we set off together, let me briefly remind you of the technology behind this double clutch:

On the technical side, the gearbox is in fact made up of two half-clutches (and therefore two clutches), each of which handles a different ratio: one for even gears, the other for odd gears. This means that when one gear is engaged, the gears directly below and above it are already engaged in the other half. When a gear is shifted, all that remains is for the two clutches to work in reverse. With the gears already pre-engaged, shifting is rapid, with no jerking or loss of revs. All this with fuel consumption claimed to be equal to or better than that of a conventional gearbox.

A flick of the thumb engages mode D, and a slight "klong" in the gearbox indicates that a gear has been engaged. The beast is ready to go. Then you gently turn the throttle, keeping your fingers crossed. Without hesitation, with suppleness and assurance, the VFR DCT takes off in the most natural way. You touch nothing, accelerate, and the gearbox takes care of the job. In D mode, the gears shift very early, at around 4,000 rpm. Surprising, since the engine has barely started up when the next gear has already been shifted... without you even noticing. The double clutch is perfectly tuned, and as smooth as ever. In normal driving conditions, it's almost impossible to feel the gear change. Bluffing.

In S (for Sport) mode, the rev counter needle is much more agitated, climbing happily above 9,000 rpm before the robotized gearbox upshifts. This is when you adopt a sportier pace, concentrating on the road profile. But where the DCT really comes into its own is in manual mode. A flick of the AT/MT trigger, or simply a push of the + (or -, as you prefer) button, and the VFR switches to manual sequential mode. All of a sudden, you have in your hands a gearbox as responsive and lively as a video game. The left-hand control unit becomes a Playstation joystick, and off you go. Click, click, click. Gears change on the fly in the blink of an eye, with lightning speed between each gear ratio. Under full load, the system never becomes confused, never refuses a gear, never misses a gear; only when wringing out the grip does the rider feel a slight jolt between each shift, but even then, this hiccup remains supple and almost velvety. Only one word came to mind during the test: GENIAL!

arriving at a crossroads, a slight anguish awakens: when, instinctively, you grab the clutch handle... and there's nothing to squeeze. Glurps! Disconcerting, and you wonder whether the gearbox will react correctly. No problem. The system disengages the discs according to the rpm and gear engaged. As a result, you arrive smoothly in neutral before stopping at a red light. Meanwhile, the boiler encourages you to keep going.
A little rough, a little grumpy, the V4 is more supple than that of the 800. Big torque, availability at all times, the 1200 nonetheless struggles somewhat to arouse enthusiasm - the fault of that damned bridle that really takes the wind out of it. You feel it's ready to go, with a strong desire to send out the watts, but as soon as the cavalry is about to charge, French legislation gives it a big kick in the knees. Co.....rie de loi des 100 chevaux.

as for the chassis, the pleasant surprise comes from the particularly successful weight balance. Weighing in at 280 kg wet, the new VFR has not understood the Weight Watchers diet. It just doesn't care. As soon as you set off, the machine makes you forget all about its weight and handles with the greatest of ease. It's only in sporty riding that the extra weight makes itself felt, with changes of angle that lack liveliness.
A little less playful than the 750 and 800 VFRs, the 1200 is a little more serious, and very rigorous. The chassis seems destined for a Superbike machine: the frame is huge, the inverted fork houses a 6-piston radial brake system, the combined ABS is also part of the package... and all of this provides great confidence on the road. The cardan shaft is completely forgotten, roadholding is flawless, protection is very good and braking is formidable. Even the ABS is almost discreet when it kicks in.

bluffed? Yes, completely. This new VFR 1200 really takes things to the next level, to the point where it's no longer a VFR but something more (a VFR XX?). The dual clutch and automatic selection are amazing (you can tell Honda has really worked hard), and I think the system is even more efficient than a track bike shifter. A CBR with this type of gearbox would give the competition a run for their money.
Is the Honda VFR 1200 Dual Clutch Transmission perfect? Not far off, but a few details still bother me. The downshift button doesn't feel instinctive (it takes a bit of practice), the fuel tank needs to be a bit thinner at mid-thigh level, a center stand would be a plus, the price has become very steep and I'd have loved to get back to the sport-GT spirit of my 750 VFR. That said, this DCT transmission is a real tour de force, and a delight to use.

M.B - Manufacturer's photos