Honda VFR1200F dual clutch - Motorbikes Reviews, News & Advice

Honda's dual clutch transmission VRF1200F is now on sale nationally for $25,990, a $1000 premium on the standard model.

The Bikesales Network has just spent some time on the auto, and for a bona-fide alternative to the manual VFR we reckon it's got a serious amount going for it. It just refuses to go missing in action, which was my great fear before I rode it.

But first, how does it work.

The new transmission houses independent clutches employed for the odd gears (one, three and five) and the even gears (second, fourth and sixth) respectively.

The two clutches operate alternately to effect gear changes. For example, when changing from first to second gear, the computer detects the upshift and engages second gear, and then releases the first gear clutch while engaging the second gear clutch to achieve a seamless gear change.

In other words, there is uninterrupted power flow to the engine, unlike a single clutch set-up.

The VFR1200 transmission is equipped with three operating modes: two fully auto (D for regular operation and S for sporty riding) and a six-speed manual, which delivers the same shift feel as a normal manual transmission - but is operated by a couple of buttons on the left-hand switch block.

Honda claims the transmission delivers fuel economy equal to or better than that of a manual transmission.

The jury's still out on that one, as the auto chewed up around 7.65lt/100km during its one-week stint in the Bikesales Network, although a fair chunk of those kilometres were spent chasing a Ducati Desmosedici RR. Yep, a real Desmosedici MotoGP replica, but more on that later.

ON THE ROAD
I have ridden plenty of CVC-equipped scooters in my time, so my entry into VFR auto territory was relatively seamless. Sure, I did reach for the 'clutch' a few times initially when I was riding a little more aggressively (corner set-up, that sort of thing), but here's the rub: Honda's done such a good job with the auto that it practically knows what you're thinking before you do.

For example, if you're just in it for a mild-mannered cruise, the auto (particularly when it's in economy 'D' mode) will pick up on that as soon as you twist the grip, and it will hurry itself through to top gear before you know it - without revving beyond three or 4000rpm. If you live in D that will undoubtedly deliver the fuel economy windfall which Honda is talking about.

But if you want to take the discussion by the throat, a huge handful of throttle will see the VFR push back a few cogs within seconds, accompanied by a growl from the grunty V-four engine. There's no lag, just an immediate call to action.

The 'S' mode is much the same, but it's even more sensitive to rider inputs and is the one to have when you really want to push the 171hp and 128Nm V-four to the extremes. The gear changes are more exacting and on a par with what you'd probably do on the straight manual version.

Engine braking is more noticeable in S mode too, and it holds gears longer and makes more use of the V-four's brute strength to slingshot out of turns with purpose.

For the majority of fast road riders, S will do just fine - but it's not everyday that you're matching wits with a Desmosedici RR out of tight corners.

That was the scenario I was in last Sunday, and have to say that even in S mode the VFR wasn't disgraced against the 197hp, 171kg 'opposition' - and in the manual mode (you can switch between auto and manual on the fly) hardly at all.

I was in manual for the last half of the ride, and it was brilliant fun using the paddle shifts. A large part of that enjoyment is based on the exemplary power delivery, and on that score Honda has hit the nail on the head with the dual clutch.

However, if I owned the auto I think I'd soon settle into D for highway and S for urban duties and more frenetic country rides - and saving the manual mode for Desmosedici-like 'emergencies'. That's how I'd do it, but the beauty of the auto is that is can satisfy most - if not all - riding styles.

As well as tearing up country roads, I also spent a lot of time commuting on the VFR auto, and it passed with flying colours. I had some initial reservations about how the bike would handle slow-speed riding where savvy clutch control normally comes into play, but it wasn't a problem.

I just dragged the rear brake a little and worked the throttle. This is where any lag in throttle response would be most felt, but the auto simply doesn't have any. Without that inconvenience, these are the times when you actually appreciate a clutch not being there at all.

And when the whole plot comes to a standstill, there's a handbrake which can be actuated. It sits to the left of the left-hand switch block.

I reckon the auto's a winner. Sure, I still love the thrill of a true manual gearbox, but the VFR is a package offering yet another level of functionality - not just technology for technology sake.

Honda intends to roll out the new transmission -- which can be combined with existing engines without substantial layout modification -- to more and more of its large-displacement motorcycles, particularly its sporting fare.

The VFR1200FDA (it's full model code) is available in candy prominence red or seal silver metallic.

Click on the following link for the initial VFR1200F launch review, and the following link for a recent comparo alongside the BMW K 1300 S.

We love the VFR so much that Honda has agreed to lend us a manual model for the next three months, so standby for lots more stories.

SECOND OPINION
I've never been a fan of automatic gearboxes, let's get that straight from the start. Our VW is an auto, but it's only a car after all so I can live with that. It actually uses the same electronically controlled dual clutch set-up as the VFR, so while my expectations weren't high I was kind of curious to see how it performed.

Now, it could just be that I'm getting old and soft, but I loved it! I'm not saying it's perfect, but the aspects of the bike I don't like have nothing to do with the auto transmission. Seriously, whose idea was it to put the horn switch right there on the same side of the same compact little switch block as the indicator toggle and tiptronic downshift button? Did Honda think, in the absence of a clutch lever, my left hand would be bored? I'm sure with my wet weather gloves on I'd be inadvertently honking at people all over the place.

Anyway, onto the auto gearbox. I love it. No, I really do. I really appreciated the lack of a clutch lever while I was sitting in traffic on the dreaded Tullamarine Freeway in Melbourne. And while D mode is a little insipid, it's perfect for peak hour commuting.

As the traffic thinned a little heading out past the airport, S mode really came into its own. The shift points are quite intuitive and I found the big Viffer shifting up and down through the gears in very much the same way as I would have done myself.

Engine braking is more noticeable in S mode, too. As the bikes brain flicks down through the 'box at higher revs you can really feel it. It's a great sensation when the big girl shifts down at the perfect moment, just slowing enough to tip into that nice big right-hander, and holds the gear so you can power out the other side. All this without a clutch or gear lever.

The gear shift, operated by small buttons on the front and back of the left handlebar, is flawless. It's instantaneous, smooth and, with the exception of a slight click between first and second, is silent. I found myself shifting up and down the 'box for the sheen novelty value because, lets' face it, with the power and torque of the glorious V4, gearshift are sort of optional.

So will I be rushing out to buy and auto? I dunno yet, I'll let you know after I've ridden the manual version...
- Simon Gould

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