I've now owned my VFR1200 DCT for 15 months and accumulated 15K miles in that time. I'll keep this short and compact.
Aside from a low side at 7000 miles from which the bike is completely healed (which can't be blamed on the bike), the bike has been a stellar performer. We all know the VFR1200 on it's own merit is a jewel of a bike, not perfect, but a true benchmark of its type. However, even as good as the standard VFR is, the one feature that set's the VFR apart from ALL other bikes on the planet is the DCT and that is my focus.
When it was introduced over a year ago, the DCT had (and still has) many detractors and skeptics. Like all introductions of new technologies or features, there are the die hards of older technology that doubt, deny, or outright fear new developments, and the DCT was a much greater shift (no pun intended) than most. The same arguments are repeated ad nauseum that new xyz technology is for wannabes and "real" bikers won't accept it, never mind that these same "die hards" are using technology that previous generation die hards scoffed at. The same was said of disk brakes and electric starters (1969 CB 750 anyone?), fuel injection, and more recently anti-lock brakes and traction control. What true biker would ever ride such a bike with this electronic technology?
Well, I am here to inform loudly and clearly that the DCT is here to stay and IMHO it is the finest advancement of motorcycle technology to date. I don't use the auto shift modes (Drive or Sport), I use manual mode shifting exclusively. The simple joy of trigger shifting when railing the tarmac is something to behold. Hearing the shift mechanism blip the throttle on high rpm downshifts is nothing short of adrenalin inducing, no slipper clutch needed here since the rpms are perfectly matched to speed and therefore no wheel hopping. And on high rpm upshifts, it is instantaneous and buttery smooth, no quick shifter can match the transparent handover so smoothly. Doing either up or down shifting when scraping pegs is where the DCT shines brightest, as the shifts are accomplished so transparently that the chassis is never unsettled. And missed shifts? Zip, zero, nada! Even the best of manual trannys are subject to missed shifts when your toe gets a bit lazy, but in 15K miles the DCT has never skipped a beat. Not once.
As the miles accumulate, I become more and more enamored of what Honda hath wrought. I've never owned a bike that after 15 months of being in my garage I still take time to stare at it and wonder just as much as the first day I brought it home. That's saying something for me.
As my bones and joints get older (I'm over the hill so to speak), the DCT has greatly extended the time I can sit in the saddle without my left hand and wrist protesting in pain after a full day of riding. That is worth a lot when I'm sitting in stop and go traffic at the end of the day and I don't have to work the clutch which only gets heavier as the day wears on.
I will also mention what I've reported elsewhere that my upgraded suspension both front and rear has greatly elevated the comfort and control of the big VFR. The rear Penske 8983 double clicker and revised compression stack and springs by Evolution Suspension has given the bike a plush yet controlled ride, probably the best I've ever experience on a sport bike. The suspension upgrade combined with the other worldly DCT is nothing short of amazing. To any of you who still believe you wouldn't like or appreciate the DCT, you are only cheating yourself. A short test ride probably isn't enough to convince yourself of the goodness of the DCT unless you take it to a track; you need to live with it, really absorb it to appreciate it. That means for most you have to buy it to appreciate it. But if you take the plunge and ride it the way Honda intended, you will count yourself among the believers. I certainly do.
Nice update! ...I wonder if Honda will (in the not too distant future) offer the dual-clutch tranny that uses the foot lever to actuate the shifts? It would make more sense to me, you still use the same limb you always have, only now it's an electronic switch that either bumps you up, or down, just like the paddles (vs. a mechanical shift fork, which as you mentioned, can fail to get the job done if your foot is lazy).
...I think that might convince more people to give it a try!
Some of the sketicism might have been from older bikers who remember the last "automatic" transmissioned 750 that Honda made in the late 70's, the "Hondamatic" CB750A . My dad owned one of those and it didn't last too long in his stable as he always felt it was like riding a big scooter (specially as he also had a CBX1000 to compare it to at that time. The new 1200 DCT does not have to worry about feeling like an oversized scooter with all the displacement, power and advanced chassis design Honda put into it.......now if they decided to do the DCT on the Deauville instead, then that would be a different story.
I've had my DCT for 14 months and 10k miles and I am so happy with mine too. Although I have finally changed the seat for a locally-made replacement (probably not too dissimilar to a Corbin), as I'm off to France in 10 days for a long weekend at WSB in Magny Cours. Mine has not missed a beat either, but I do make use of all the modes of the DCT, yes, even Drive. It does rain in England (you might have heard...) and it certainly rains in Northern Europe. I find the D mode good for the motorways too, as it keeps the engine relaxed while still having enough grunt for overtakes. In town it can be a giant scooter, and on country roads it's a sports bike - nearly!
Oh, and ditch those OEM tyres as soon as you can and fit Michelin Pilot Road 3's - they're fab.
Almost 7k miles on my DCT. Rode it from Phillie to Montana and back... very comfortable, stable, fast... above 3k feet elevation you can get a fuel injection error light when hard accelerating above 8k rpm, particularly in 4th/5th gear (don't have any date for 6th gear under those conditions)..., but you won't notice except the fact that the error light comes on... I would just slow down for a while and then stop, turn off engine and turn on again and error light would go away... called my dealer and said it's not uncommon to do that at high elevations when riding aggressively and not a problem. I get a thrill every time I look at my bike. Shifting is flawless. I have plenty to keep my mind on without worrying about blowing a shift or being in the right gear to get out of trouble... I drive a manual in my car and have for a very long time as well as my prior bikes...I've seen the studies on distractions while driving... the data is in... people who say they are more in tune with their bike by shifting manually are full of sh#t...not a single study supports that theory... formula 1 cars with DCT out perform manuals on the track, hands down, and the more concentration needed to navigate the course, the better the DCT Formula 1's perform over manuals... same for Porshe's and other high end sports cars available with DCT...the performance edge of a manual over an automatic ended more than a decade ago and you can't shift better than a computer....the edge is now in favor of the automatic... manuals are used in racing due to cost (and unavailability), not performance. I do worry that any repair to the DCT (after the warranty period) would be prohibitively expensive and it will probably be cheaper to just throw the bike away, whereas a new clutch is not a big deal and on that point, I can't argue, and indeed, if the DCT transmissions start breaking down and having repair issues, then they will fade away despite what I've said... so far, mine has held together flawlessly... we'll see.
[image: View Post]timmythecop, on 19 September 2011 - 09:49 PM, said:
I would love to have one, but the price and the complexity still scare me. But I do realize this is my shortcoming and not the bike's.
My thoughts exactly, Timmy! No disrespect to the bike whatsoever.
[image: View Post]timmythecop, on 19 September 2011 - 09:49 PM, said:
I would love to have one, but the price and the complexity still scare me. But I do realize this is my shortcoming and not the bike's.
No doubt the DCT is more complex than a standard shift. But almost everything you use on a daily basis is more complex than comparable stuff just 10-15 years ago. Cell phone, TV's, Internet, PC's, and yes even your motorcycle with EFI, ABS, traction control, and now DCT. Complexity does not always necessarily mean better, but in most cases it makes life easier and more enjoyable. I certainly prefer an electric starter to kick starter any day despite the added complexity.
[image: View Post]timmythecop, on 20 September 2011 - 02:04 PM, said:
I wish bikes still came with a kick starter.
I don't, but I'm glad my bikes don't have O2 sensors, cat/con, wax unit, variable valve timing, multiple injectors per cylinder, multiple butterflies per cylinder, variable length intakes, throttle by wire, ecu controlled dual clutches, etc. Basically a bunch of stuff I probably couldn't fix in my garage.
Maybe someday, if the DCT proves to be mechanically reliable over the long term.
[image: View Post]KPerham, on 20 September 2011 - 03:29 PM, said:
[image: View Post]timmythecop, on 20 September 2011 - 02:04 PM, said:
I wish bikes still came with a kick starter.
I don't, but I'm glad my bikes don't have O2 sensors, cat/con, wax unit, variable valve timing, multiple injectors per cylinder, multiple butterflies per cylinder, variable length intakes, throttle by wire, ecu controlled dual clutches, etc. Basically a bunch of stuff I probably couldn't fix in my garage.
Maybe someday, if the DCT proves to be mechanically reliable over the long term.
Yeah but I'd bet you're glad you have maintenance free electronic ignition! (unless you like cleaning and setting points) :tongue:
Thanks for the good write up. People who look at these motorcycles have to have an open mind. Think it's a great option. A shift quicker than the blink of an eye. wow :)
Having, until recently, driven a V8 almost exclusively by the steering wheel thumb and finger "M" mode tranny for the last 10 years,
I can see how one of the DCT's could be in my future.
I'm one of the few people which has owned a standard VFR12000F and currently a own DCT model. I can say I love the DCT more than the standard model. I ride mine exclusively in manual mode and never get tired of shifting with my hand. The funny thing is that I do get a little confused when I jump on my SV650 and try to downsift with the horn! One day I'll get around to write a complete review of my impressions of owning both bikes.
With a bit over a year and 12k miles on the saddle of the DCT, my " Vee Great White" has become hand's down, my preferred ride. With a score of motorcycles in the stable, and scores more that have come and gone in the 42 years I have been riding, (and conventionally shifting countless millions of times)... I can honestly say that if it came down to ONE and only one bike... my Honda VFR1200F DCT would get the nod.
When word and articles filtered out that Honda was building a DCT motorcycle, I was captivated about the engineering ability and frankly "chutzpah" of Honda to introduce what had become a proven performance automotive technology to the MOTO-rcycling world. So Yes, for me it was all about the DCT getting my attention. It seemed to me a fantastic application for motorcycling. Human beings simply can NOT shift quicker, nor modulate power transition as seamlessly, and if the shift input and programming were solid, consistent and dependable, then I embraced this new mindset in motorcycling wholeheartedly with great enthusiasm, and genuine excitement. When the VFR model was cited as the "sport-touring" platform that the DCT would premiere, my deposit was at the dealer admittedly well in advance of any real information of theirs about the bike.
Now after the year and miles have passed with all types of riding, all manner of loads... from quick spirited blasts, sustained performance oriented afternoons, week-end two up get-aways… to weeks long, fully loaded 2000+ mile trips, as well as my daily commutes to and from work, in light or driving rain, sun, cold, heat, wind and light snow... it's still all about the DCT, but not only about the DCT, because the VFR itself is a fantastic bike. With the DCT however, it is a unique, one-of-a-kind jewel that only asks the rider to come in with an open mind, a left foot willing to tap with the music of the ride rather than the shifter, and a heart not jaundiced by those that have never ridden the bike, especially for any length of time or serious miles accumulated.
.... the spotty reception at Ocracoke Island campgrounds finally allowed my wife's text to come through... "There's a hurricane coming your way!" A day before the mandatory evacuation, I broke campsite, reloaded the bike, and headed towards the Ferry. Metal ramps with sheen of damp gloss greeted my eye. I considered the weight and distribution of my load, shifted into D and lightly turned the throttle. NO feathering of the clutch up the ramp. No manipulating my wrist, with throttle input and concern for unbalancing the bike. No worry of spin. I could concentrate on my balance, my position, my arms and hands relaxed: Focused.
Minutes later I uneventfully parked the bike as I watched the weather front move in, and 45 minutes later as we pulled into the dock, eyed the growing traffic on the highway. Now bumper to bumper, the right thumb clicked S, the hour of stop and go, merely a soft twist of the grip or not. No pull and release, pull and release, no feather now, roll on now, no left foot artful contortions, no sweaty palms and armpits in the 93 degree heat, rather simply a roll and go. Stop. Roll and go. Mercifully, hours later, I approached the bridge from Nags Head to depart, the traffic broke up, my left thumb down a gear, and I was in manual mode, and around the traffic, toggled up a gear in S mode.. and was off ahead of the traffic just as a torrential downpour hit seemingly out of nowhere. Midway up the bridge, no option of pulling off, visibility all too sudden poor to the point of concern, and water running down the bridge's tarmac, my right thumb toggles D mode, just in case traction became an issue. It didn't, the Michelin Pilot Road 3's shed the water, and with the change in modes there was nary a spin, or a slide, or concern of traction. Instead there was only my relaxed hands dutifully focused without stress, so that I could concentrate more on visibility, and potential traffic dangers.
Beyond the bridges, beyond the traffic, now on open road I settled into a 70 mph, 6th gear D mode. I set my cruise control, and reset myself a bit in the process, the sun now out, the wind now drying me quickly. Ahead on the 2-lane road, an old pickup is tooling along obviously making the most of its apparent 56 mph top speed. I scrub my speed, the cruise control disengaged, D mode still in 6th, content to save me miles to gallon. The opposing lane's approaching traffic, steady enough to keep me from passing, relegated me to pick-up exhaust fodder, when finally a break in the on-coming lane was met with a quick left down toggle to 5th in M mode now, another to 4th and a spirited twist, I'm off and around, back into my lane, and frankly tired of the double-nickel, and now closing quickly with the sight of a semi ahead in my lane, I shift to S mode the bike holding my gear as I accelerate.... traffic clear, I swing out and around the semi.... the bike upshifts perfectly as I rocket around the 18 wheeler, and back into my open lane, toggle to D mode, the bike shifting to 6th and I coast till I reset my cruise control at 80.
2 days later approaching Tennessee, the Smokey Mountains, offing up the famous turns and twists, I start in S mode with the bike holding gear predictably and seemingly reading my mind when to down or upshift as the loaded down VFR still handles with aplomb with only suspension setting tweeking. Grin widening with each turn I amp up involvement by manually toggling gears, as bicyclists share the road, and slower motorcycle traffic requires an anticipation that the DCT does not have eyes to predict. At the top of the summit, I pull into the rest station to a group of riders that flag me over concerned about a missing trio. Indeed I report that there was a rider down, but he seemed to be ok, and being attended to. Meanwhile overtaking riders pull over, and ask me about my bike, amazed at how it handled and performed loaded down. NONE of them knew it was a VFR, only one seemed to notice it was a Honda, and EVERYone during my trip was blown away by the looks and apparent performance. Upon finding out it was a DCT VFR they were shaking their heads, and flashing big thumbs up.
One young rider simply said, "NOT what I read or expected, DAMN! " .
Indeed. If someone has only read magazine “review” articles or non-DCT owner “evaluations” they don’t have a clue. I don’t say that with an attitude or a defensive posture or tone. It is simply a fact. To appreciate the bike you have to live with the bike. In that respect it’s like any other bike, you have to get a true feel for, and meld with the bike you ride. But unlike any other bike made… it requires a different mindset . Embrace what it is. Don’t get caught up in what it is not. It is not a perfect bike, lord knows I continue to mod and personalize. In retrospect Honda did a disservice to this bike and dealers, and ultimately riders, on how they introduced, marketed and represented the VFR, and VFR DCT in particular. Still, that is not the issue. The bike itself is the issue. There are a ton of choices of bikes to own... excellent bikes in the supposed VFR class, whatever that is. Some I’d love to own. But NONE have the DCT, and as I stated at the beginning of this perhaps too long-winded review/opinion…
Zillaman, great report! It truly is "all about the DCT". I'm glad there are others and I would imagine most DCT owners who share my experiences with the DCT. Honda truly is showing the way forward for everyone else. :tour:
[image: View Post]ZillaMoto, on 25 September 2011 - 12:05 PM, said:
With a bit over a year and 12k miles on the saddle of the DCT, my " Vee Great White" has become hand's down, my preferred ride. With a score of motorcycles in the stable, and scores more that have come and gone in the 42 years I have been riding, (and conventionally shifting countless millions of times)... I can honestly say that if it came down to ONE and only one bike... my Honda VFR1200F DCT would get the nod.
When word and articles filtered out that Honda was building a DCT motorcycle, I was captivated about the engineering ability and frankly "chutzpah" of Honda to introduce what had become a proven performance automotive technology to the MOTO-rcycling world. So Yes, for me it was all about the DCT getting my attention. It seemed to me a fantastic application for motorcycling. Human beings simply can NOT shift quicker, nor modulate power transition as seamlessly, and if the shift input and programming were solid, consistent and dependable, then I embraced this new mindset in motorcycling wholeheartedly with great enthusiasm, and genuine excitement. When the VFR model was cited as the "sport-touring" platform that the DCT would premiere, my deposit was at the dealer admittedly well in advance of any real information of theirs about the bike.
Now after the year and miles have passed with all types of riding, all manner of loads... from quick spirited blasts, sustained performance oriented afternoons, week-end two up get-aways… to weeks long, fully loaded 2000+ mile trips, as well as my daily commutes to and from work, in light or driving rain, sun, cold, heat, wind and light snow... it's still all about the DCT, but not only about the DCT, because the VFR itself is a fantastic bike. With the DCT however, it is a unique, one-of-a-kind jewel that only asks the rider to come in with an open mind, a left foot willing to tap with the music of the ride rather than the shifter, and a heart not jaundiced by those that have never ridden the bike, especially for any length of time or serious miles accumulated.
.... the spotty reception at Ocracoke Island campgrounds finally allowed my wife's text to come through... "There's a hurricane coming your way!" A day before the mandatory evacuation, I broke campsite, reloaded the bike, and headed towards the Ferry. Metal ramps with sheen of damp gloss greeted my eye. I considered the weight and distribution of my load, shifted into D and lightly turned the throttle. NO feathering of the clutch up the ramp. No manipulating my wrist, with throttle input and concern for unbalancing the bike. No worry of spin. I could concentrate on my balance, my position, my arms and hands relaxed: Focused.
Minutes later I uneventfully parked the bike as I watched the weather front move in, and 45 minutes later as we pulled into the dock, eyed the growing traffic on the highway. Now bumper to bumper, the right thumb clicked S, the hour of stop and go, merely a soft twist of the grip or not. No pull and release, pull and release, no feather now, roll on now, no left foot artful contortions, no sweaty palms and armpits in the 93 degree heat, rather simply a roll and go. Stop. Roll and go. Mercifully, hours later, I approached the bridge from Nags Head to depart, the traffic broke up, my left thumb down a gear, and I was in manual mode, and around the traffic, toggled up a gear in S mode.. and was off ahead of the traffic just as a torrential downpour hit seemingly out of nowhere. Midway up the bridge, no option of pulling off, visibility all too sudden poor to the point of concern, and water running down the bridge's tarmac, my right thumb toggles D mode, just in case traction became an issue. It didn't, the Michelin Pilot Road 3's shed the water, and with the change in modes there was nary a spin, or a slide, or concern of traction. Instead there was only my relaxed hands dutifully focused without stress, so that I could concentrate more on visibility, and potential traffic dangers.
Beyond the bridges, beyond the traffic, now on open road I settled into a 70 mph, 6th gear D mode. I set my cruise control, and reset myself a bit in the process, the sun now out, the wind now drying me quickly. Ahead on the 2-lane road, an old pickup is tooling along obviously making the most of its apparent 56 mph top speed. I scrub my speed, the cruise control disengaged, D mode still in 6th, content to save me miles to gallon. The opposing lane's approaching traffic, steady enough to keep me from passing, relegated me to pick-up exhaust fodder, when finally a break in the on-coming lane was met with a quick left down toggle to 5th in M mode now, another to 4th and a spirited twist, I'm off and around, back into my lane, and frankly tired of the double-nickel, and now closing quickly with the sight of a semi ahead in my lane, I shift to S mode the bike holding my gear as I accelerate.... traffic clear, I swing out and around the semi.... the bike upshifts perfectly as I rocket around the 18 wheeler, and back into my open lane, toggle to D mode, the bike shifting to 6th and I coast till I reset my cruise control at 80.
2 days later approaching Tennessee, the Smokey Mountains, offing up the famous turns and twists, I start in S mode with the bike holding gear predictably and seemingly reading my mind when to down or upshift as the loaded down VFR still handles with aplomb with only suspension setting tweeking. Grin widening with each turn I amp up involvement by manually toggling gears, as bicyclists share the road, and slower motorcycle traffic requires an anticipation that the DCT does not have eyes to predict. At the top of the summit, I pull into the rest station to a group of riders that flag me over concerned about a missing trio. Indeed I report that there was a rider down, but he seemed to be ok, and being attended to. Meanwhile overtaking riders pull over, and ask me about my bike, amazed at how it handled and performed loaded down. NONE of them knew it was a VFR, only one seemed to notice it was a Honda, and EVERYone during my trip was blown away by the looks and apparent performance. Upon finding out it was a DCT VFR they were shaking their heads, and flashing big thumbs up.
One young rider simply said, "NOT what I read or expected, DAMN! " .
Indeed. If someone has only read magazine “review” articles or non-DCT owner “evaluations” they don’t have a clue. I don’t say that with an attitude or a defensive posture or tone. It is simply a fact. To appreciate the bike you have to live with the bike. In that respect it’s like any other bike, you have to get a true feel for, and meld with the bike you ride. But unlike any other bike made… it requires a different mindset . Embrace what it is. Don’t get caught up in what it is not. It is not a perfect bike, lord knows I continue to mod and personalize. In retrospect Honda did a disservice to this bike and dealers, and ultimately riders, on how they introduced, marketed and represented the VFR, and VFR DCT in particular. Still, that is not the issue. The bike itself is the issue. There are a ton of choices of bikes to own... excellent bikes in the supposed VFR class, whatever that is. Some I’d love to own. But NONE have the DCT, and as I stated at the beginning of this perhaps too long-winded review/opinion…
” It’s all about the DCT “ .
My sentiments exactly. I love my DCT and if I could, I'd buy another one as a spare, just in case Honda decided to discontinue sending it to the US.
[image: View Post]anbark22, on 25 September 2011 - 07:41 PM, said:
[image: View Post]ZillaMoto, on 25 September 2011 - 12:05 PM, said:
With a bit over a year and 12k miles on the saddle of the DCT, my " Vee Great White" has become hand's down, my preferred ride. With a score of motorcycles in the stable, and scores more that have come and gone in the 42 years I have been riding, (and conventionally shifting countless millions of times)... I can honestly say that if it came down to ONE and only one bike... my Honda VFR1200F DCT would get the nod. When word and articles filtered out that Honda was building a DCT motorcycle, I was captivated about the engineering ability and frankly "chutzpah" of Honda to introduce what had become a proven performance automotive technology to the MOTO-rcycling world. So Yes, for me it was all about the DCT getting my attention. It seemed to me a fantastic application for motorcycling. Human beings simply can NOT shift quicker, nor modulate power transition as seamlessly, and if the shift input and programming were solid, consistent and dependable, then I embraced this new mindset in motorcycling wholeheartedly with great enthusiasm, and genuine excitement. When the VFR model was cited as the "sport-touring" platform that the DCT would premiere, my deposit was at the dealer admittedly well in advance of any real information of theirs about the bike. Now after the year and miles have passed with all types of riding, all manner of loads... from quick spirited blasts, sustained performance oriented afternoons, week-end two up get-aways… to weeks long, fully loaded 2000+ mile trips, as well as my daily commutes to and from work, in light or driving rain, sun, cold, heat, wind and light snow... it's still all about the DCT, but not only about the DCT, because the VFR itself is a fantastic bike. With the DCT however, it is a unique, one-of-a-kind jewel that only asks the rider to come in with an open mind, a left foot willing to tap with the music of the ride rather than the shifter, and a heart not jaundiced by those that have never ridden the bike, especially for any length of time or serious miles accumulated. .... the spotty reception at Ocracoke Island campgrounds finally allowed my wife's text to come through... "There's a hurricane coming your way!" A day before the mandatory evacuation, I broke campsite, reloaded the bike, and headed towards the Ferry. Metal ramps with sheen of damp gloss greeted my eye. I considered the weight and distribution of my load, shifted into D and lightly turned the throttle. NO feathering of the clutch up the ramp. No manipulating my wrist, with throttle input and concern for unbalancing the bike. No worry of spin. I could concentrate on my balance, my position, my arms and hands relaxed: Focused.Minutes later I uneventfully parked the bike as I watched the weather front move in, and 45 minutes later as we pulled into the dock, eyed the growing traffic on the highway. Now bumper to bumper, the right thumb clicked S, the hour of stop and go, merely a soft twist of the grip or not. No pull and release, pull and release, no feather now, roll on now, no left foot artful contortions, no sweaty palms and armpits in the 93 degree heat, rather simply a roll and go. Stop. Roll and go. Mercifully, hours later, I approached the bridge from Nags Head to depart, the traffic broke up, my left thumb down a gear, and I was in manual mode, and around the traffic, toggled up a gear in S mode.. and was off ahead of the traffic just as a torrential downpour hit seemingly out of nowhere. Midway up the bridge, no option of pulling off, visibility all too sudden poor to the point of concern, and water running down the bridge's tarmac, my right thumb toggles D mode, just in case traction became an issue. It didn't, the Michelin Pilot Road 3's shed the water, and with the change in modes there was nary a spin, or a slide, or concern of traction. Instead there was only my relaxed hands dutifully focused without stress, so that I could concentrate more on visibility, and potential traffic dangers.Beyond the bridges, beyond the traffic, now on open road I settled into a 70 mph, 6th gear D mode. I set my cruise control, and reset myself a bit in the process, the sun now out, the wind now drying me quickly. Ahead on the 2-lane road, an old pickup is tooling along obviously making the most of its apparent 56 mph top speed. I scrub my speed, the cruise control disengaged, D mode still in 6th, content to save me miles to gallon. The opposing lane's approaching traffic, steady enough to keep me from passing, relegated me to pick-up exhaust fodder, when finally a break in the on-coming lane was met with a quick left down toggle to 5th in M mode now, another to 4th and a spirited twist, I'm off and around, back into my lane, and frankly tired of the double-nickel, and now closing quickly with the sight of a semi ahead in my lane, I shift to S mode the bike holding my gear as I accelerate.... traffic clear, I swing out and around the semi.... the bike upshifts perfectly as I rocket around the 18 wheeler, and back into my open lane, toggle to D mode, the bike shifting to 6th and I coast till I reset my cruise control at 80.2 days later approaching Tennessee, the Smokey Mountains, offing up the famous turns and twists, I start in S mode with the bike holding gear predictably and seemingly reading my mind when to down or upshift as the loaded down VFR still handles with aplomb with only suspension setting tweeking. Grin widening with each turn I amp up involvement by manually toggling gears, as bicyclists share the road, and slower motorcycle traffic requires an anticipation that the DCT does not have eyes to predict. At the top of the summit, I pull into the rest station to a group of riders that flag me over concerned about a missing trio. Indeed I report that there was a rider down, but he seemed to be ok, and being attended to. Meanwhile overtaking riders pull over, and ask me about my bike, amazed at how it handled and performed loaded down. NONE of them knew it was a VFR, only one seemed to notice it was a Honda, and EVERYone during my trip was blown away by the looks and apparent performance. Upon finding out it was a DCT VFR they were shaking their heads, and flashing big thumbs up. One young rider simply said, "NOT what I read or expected, DAMN! " . Indeed. If someone has only read magazine “review” articles or non-DCT owner “evaluations” they don’t have a clue. I don’t say that with an attitude or a defensive posture or tone. It is simply a fact. To appreciate the bike you have to live with the bike. In that respect it’s like any other bike, you have to get a true feel for, and meld with the bike you ride. But unlike any other bike made… it requires a different mindset . Embrace what it is. Don’t get caught up in what it is not. It is not a perfect bike, lord knows I continue to mod and personalize. In retrospect Honda did a disservice to this bike and dealers, and ultimately riders, on how they introduced, marketed and represented the VFR, and VFR DCT in particular. Still, that is not the issue. The bike itself is the issue. There are a ton of choices of bikes to own... excellent bikes in the supposed VFR class, whatever that is. Some I’d love to own. But NONE have the DCT, and as I stated at the beginning of this perhaps too long-winded review/opinion… ” It’s all about the DCT “ . My sentiments exactly. I love my DCT and if I could, I'd buy another one as a spare, just in case Honda decided to discontinue sending it to the US.
It took longer for me to read your post, click your link and reread the post you have posted a number of times already, as it did to simply glance over the clearly shaded quoted post in question and read their response.
Although I appreciate the intent and logic of your request, in spirit it is rude when only ONE such incident occurred in the thread. Unwarranted Smackdowns from one forum member to others make it less likely people will respond to, continue or begin a thread, which in turn results in less variety and less involved forum members. Next time I will not post at all in "fear" of god for bid someone quoting the entire post, or perhaps I should go back after an hour and edit my own post to an abridged version.
If you don't want to read the thread or go through it, simply don't. Quit wasting our time with a declaration that we wasted yours.
(and yes I'm fully aware I quoted your entire post. I didn't want to edit it's value and impact in the slightest.)
I think the DCT would be good for up and coming scooter rider to move too. As for me I have a small truck and the only reason I luv it, is that standard transmission. Now on a BIke, even more so, cause I use it as a weapon.
It took longer for me to read your post, click your link and reread the post you have posted a number of times already, as it did to simply glance over the clearly shaded quoted post in question and read their response.
Although I appreciate the intent and logic of your request, in spirit it is rude when only ONE such incident occurred in the thread. Unwarranted Smackdowns from one forum member to others make it less likely people will respond to, continue or begin a thread, which in turn results in less variety and less involved forum members. Next time I will not post at all in "fear" of god for bid someone quoting the entire post, or perhaps I should go back after an hour and edit my own post to an abridged version.
If you don't want to read the thread or go through it, simply don't. Quit wasting our time with a declaration that we wasted yours.
(and yes I'm fully aware I quoted your entire post. I didn't want to edit it's value and impact in the slightest.)
No wonder, he's a cop. It's his duty to police these forums as well :huh:
End of thread · 27 posts recoveredWayback Machine snapshot 24 Oct 2011