Honda VFR1200F Dual Clutch Goes on Sale
Honda has revealed further details of its VFR1200F, which goes on sale this summer as the world’s first motorcycle equipped with a dual clutch transmission. In the past, Honda and a handful of other motorcycle makers have presented luxury touring machines with various forms of automatic transmission, yet none has met with significant success or approval from riders. The criticism most frequently voiced was that the slow responses and generally poor engine braking offered by traditional automatics were alien to the mainstream motorcycle culture of fast, decisive reactions and a high level of control over the driveline.
Honda’s mission in developing the DCT for use in a powerful, next-generation, high capacity sports motorcycle is to deliver the same level of rider enjoyment as a manual transmission, but with the flexibility of a fully- electronic option for enhanced sport and comfort riding through automated operation of clutch and shifting. Freedom of choice for the rider is a central theme in Honda’s priorities – to give the customer the option of responsive sports riding or more relaxing, auto-shifting cruising at the flick of a switch.
The technical challenges for the transmission were considerable, not the least of these being the significant packaging constraints imposed by a motorcycle’s architecture. Mounted transversely, the transmission could not be too long axially because of the need to limit engine unit width in order to preserve ground clearance when going around corners and leave adequate space for the rider’s right foot. Yet, a three-shaft layout was ruled out as too bulky in a vertical plane. The clutches, in particular, could not afford to be bulky or distort the packaging envelope of the transmission.
Honda’s chosen solution is a design with two main shafts. The dual input shafts are concentric, each carrying one of the in-line, hydraulically-operated clutches. Further savings in space are achieved through the use of a motorcycle-style shift drum, rather than the independent internal shift levers and forks generally found in car-type dual clutch transmissions. All the hydraulic passageways necessary for the system are behind the right-hand cover of the engine, says Honda, making for a shorter transmission shaft and thus a narrower overall engine envelope.
Controls
Precise and responsive control of engine and transmission is a top priority for the motorcyclist, so the VFR1200F offers three riding modes: fully-automatic Drive, a sportier automatic setting, S, and fully-manual operation. The modes are selected by handlebar buttons.
The rider’s right hand still controls the throttle and front brake, as on a conventional motorcycle. Also present, however, are a finger-operated, automatic/manual selector on the front of the handlebar unit and the all-important, thumb-operated rocker switch that performs the same function as a car’s center shifter, selecting Drive or Sport from Neutral.
On the left handlebar the familiar clutch lever is absent, replaced by a pair of push-buttons front and rear of the housing. A thumb-push on the rear button is for a downshift, while a finger-click on the front button triggers an upshift. There is, of course, no left-foot operated gear lever.
Final Drive
Power transmission to the rear wheel is via bevel gears and a shaft running
inside the left-mounted swinging arm, replacing the conventional but messy and
wear-prone exposed chain of many sports motorcycles. The reduction in the
hub-mounted final drive gear set is 2.7. This is the first time Honda has
employed shaft drive on an overtly sports machine, suggesting it is targeting
serious long-distance riders who appreciate the reliability and maintenance-free
nature of a type of drive normally spurned by hardline riders as less responsive
and too prone to backlash. Honda claims it has imbued this shaft drive
arrangement with a suitably sports feel.
The huge engineering effort mustered by Honda for this project is evidenced by more than 100 patent applications for the system. Even aside from the obvious challenge of packaging size and weight – the DCT version of the VFR1200F is just 10 kg heavier than the standard six-speed – the motorcycle environment brings further demands not seen on four-wheeled applications. Engine speeds are far higher, for instance, at almost 11,000 rev/min and there are practical ergonomic considerations, such as the positive operation of minor controls with a gloved hand. Also, there is the major headache of satisfying a notoriously hard-to-please enthusiast clientele often resistant to changes which in any way dilute the thrill of two-wheeled travel.
Though Honda claims efficiency improvements and lower fuel consumption when the VFR1200F is in its programmed-shifting D mode, this will be no more than a secondary consideration for the buyer, for whom a $15,000-plus motorcycle is a pleasure, not an economic necessity. Ultimately, it is the riding experience delivered by this most innovative of bikes that will decide its success in the market. Word of mouth in motorcycle enthusiast communities is a powerful sales promoter (or inhibitor, if the buzz is negative) – and the initial indications from press feedback are that Honda may have judged it right with its pioneering move to DCT transmission.
Who better to comment than the test team at Motorcycle News, who summed up the VFR1200F in these words: “The DCT’s V4 is the same as the standard VFR1200F’s – meaty, flexible, smooth and brisk. What’s new is the revolutionary transmission – two full auto modes and a ‘Tiptronic’-style push-button, clutchless manual option. All work brilliantly, seamlessly and astonishingly smoothly, so much so you’ll wonder why we ever put up with cable clutches and crude gearchange levers. On the downside, it’s a lot to get used to, arguably unnecessary and many actually like the finesse and involvement conventional clutch and gear levers give.”
| Honda VFR1200F with Dual Clutch Automatic Transmission | |
|---|---|
| Engine Type | 1,237 cc liquid-cooled 76 degree V-4 |
| Bore and Stroke | 81 mm x 60 mm |
| Compression Ratio | 12.0:1 |
| Valve Train | SOHC; four valves per cylinder |
| Induction | PGM-FI with automatic enrichment circuit, 44 mm throttle bodies and 12-hole injectors |
| Ignition | Digital transistorized with electronic advance |
| Max Power | 173 hp |
| Peak Torque | 129 Nm |
| Transmission | Six-speed automatic with two modes and manual mode |
| Final Drive | Shaft |
| Suspension | Front: 43 mm cartridge fork Rear: Pro Arm single-side swing arm |
| Brakes |
Front: Dual full-floating 320 mm discs, ABS Rear: Single 276 mm disc, ABS |
| Tires |
Front: 120/70 ZR17 radial Rear: 190/55 ZR17 radial |
| Wheelbase | 60.8 inches (1,545 mm) |
| Seat Height | 32.1 inches (815 mm) |
| Fuel Capacity | 4.9 gallons |
| Curb Weight | 277 kg (VFR1200F with Dual Clutch Automatic Transmission) |
| Price (U.S.) | $15,999 (manual version, DCT approx $1,400 more) |
| Price (UK) | £12,596 (DCT version) |
Story Filed: 7/7/2010
By Tony Lewin, managing editor DCTfacts.com