All Tests – Honda VFR 1200 DCT Test: automatic access to the myth? – Free from preconceived ideas!

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Honda VFR 1200 DCT test: automatic access to the myth ?

All Tests - Honda VFR 1200 DCT Test: automatic access to the myth? - Free from preconceived ideas!

Surprisingly technologically shy, the new 2010 Honda VFR seemed to lack that zest of sophistication that has always defined this iconic lineage. But it was counting without the version equipped with the double clutch gearbox… Test !

Suspect preconceived ideas !

Used in cars for about ten years (by the Volkswagen group in particular), this architecture is based on a "conventional" gearbox – with forks and barrels – managed by two juxtaposed and above all independent multi-disc clutches in oil bath: one for odd ratios (1st, 3rd and 5th), the other for even (2nd, 4th and 6th).

This double clutch works alternately under the orders of an electronic control unit which detects the right moment to change the ratio before actuating the device by means of two solenoid valves: when the first is engaged for example, the central unit pre- engages the second gear then releases the clutch of the first gear at the same time as the second is locked via hydraulic circuits placed under the engine crankcase.

The result of ten years of research and protected by a hundred patents, this DCT system is placed directly on the transmission shaft. It is distinguished by its relative simplicity and its measured size: a large part of the parts of the VFR 1200 F can be directly transposed to the model equipped with this "electronic manual transmission", insists the first manufacturer, carefully avoiding the name of" automatic gearbox " !

The whole challenge of this technology lies in its ability to convince motorcyclists who are often resistant to the very idea of ​​giving up the clutch lever and the selector in favor of an automated system, as sophisticated as it is: the difficulties to impose successively the automatic transmissions of the CB400 and 750, the HFT system of the DN-01 or the alternatives (Aprilia Mana or Yamaha FJR 1300 AS) are responsible for demonstrating a certain conservatism in this area….

But Honda believes in it, and for a very simple reason: certainly, electronics and hydraulics take precedence over the hand (and the foot) of the man, but the interest of the DCT rests above all on its principle of operation very similar to that of a manual gearbox. Especially since it offers the driver the freedom to physically and freely spend his reports with triggers placed on the left comodo.

In practice, the machines made available to us for this test in the vicinity of Frankfurt turn out to be very similar to the F model: apart from the absence of a selector and clutch lever, the VFR 1200 DCT is no different from the F version. than by its more prominent clutch housing that surround the electric motor of the transmission and the oil filter, as well as by its different fixing of the rear brake caliper imposed by the presence of a hand brake on the handle left.

This also integrates the upshift and downshift triggers in sequential mode (MT), while its counterpart on the right includes a switch allowing to choose between this manual selection of speeds or the all-automatic mode (AT), which offers moreover two types of driving: "D" for Drive and "S" for Sport.

Handlebars in hand, despite the pouring and continuous rain that will accompany us – alas – throughout this short test gallop, the VFR Dual Clutch Transmission is quite easy to understand: once the V4 is shaken, a flick on the The right switch is used to switch from neutral to functions "D" or "S" of automatic mode which is the default choice at start-up.

The first clicks quickly into a clearly audible snap: like a real box, what! A micro-rotation of the accelerator with surgical precision and the VFR takes off gently, smoothly and with the greatest flexibility. Intended for driving very well and less greedy in gasoline than with a traditional box according to Honda, the mode "D" connects the speeds following around 3000/3500 rev / min. From 70 km / h in Drive mode, the electronics have already seen fit to increase the other five speeds !

Straightforward but fairly smooth below 4000 rpm, the acceleration of the Japanese 1200 cc in "D" mode then approaches those of a motorhome on a mountain road … But these first strolls on the net of gas provide its share of lessons: first of all, apart from the sensitive noise of gears during the automatic change of the first three gears, the DCT shows a pleasant discretion.

Then, thanks to the use of this famous double clutch, the gear change is done ultra quickly giving the impression that the acceleration is almost uninterrupted. Finally, the use of complex algorithms coupled with driving patterns pre-recorded in the electronic control unit provides very appreciable responsiveness: clear acceleration and the ECU (Electronic Central Unit) dropped several gears to allow the VFR to force itself out of the flow of traffic.

Conversely, a sustained deceleration leads to an adequate downshift to approach a curve with a minimum of engine braking, although this is clearly insufficient when the pace is accelerating: the inertia of the engine then pushes the crew in. entering a curve, which forces – like most automatic gearboxes – to apply the brakes vigorously to manage its entry into a curve.

However, as on the F version, the front axle of the VFR 1200 DCT is not the most comfortable in this type of exercise: heavy at low speed and sensitive to the grip of the brake on the angle, the Japanese direction requires straightforward orders and moderately supports improvisation.

At this stage, two very distinct choices are available to the pilot: either opt for the "S" sub-mode which retains the same total automatic management, or activate the sequential mode by pressing the index on the switch placed behind the right comodo or by activating the triggers "+" or "-" which are on the other side.

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