In fact, you could argue that the principles behind the DCT system, of allowing easy access to two-wheeled transport, and of making riding a simpler, less complicated affair, were first instigated by the Japanese company way back when the Super Cub was first introduced in 1958. And that wasn’t exactly unsuccessful, given that it is the one vehicle that can be said to have given Honda its foothold in the world market.
And yes, despite that heritage behind two-wheeled transport without a clutch lever, there are still some folk that are a little dismissive of the Dual Clutch Transmission, and I’ll readily admit to being one of them. Well, I was one of them, but it now appears that I’ve come to understand the reasoning, and I’ve seen the light.…
History and development
The first appearance of the DCT was as an option on the 2010 Honda VFR1200F – the vee four super tourer that was actually far better than the history books (and sales figures) may suggest. Within a year, a lighter, more compact version of the system had been developed for the twin cylinder 700cc engines in the NC700S, NC700X and Integra. Another 12 months later, a downshifting ‘blipper’ was added with the 1200cc Crosstourer, also added to the VFR1200F. When the 700cc twins had a 50cc capacity increase in 2013, the DCT was improved by having Adaptive Clutch Capability Control to slip the clutch on changes for a smoother operation.
The new Africa Twin (then with one-litre capacity) saw a new S mode (alongside D) in 2015, with this, and the NC700 series, also gaining incline detection to improve shift patterns if climbing or descending hills. 2017 saw the first seven-speed DCT system in the GL1800 Gold Wing, with it also linked to the reverse gear and to the riding modes. Thanks to new throttle-by-wire systems in the Gold Wing and Africa Twin, gear changes are faster and smoother.
When the Africa Twin had a capacity upgrade in 2019, the DCT versions also gained a six axis IMU (Inertia Measurement Unit) linked to the DCT to improve the timing of gear changes through corners.
By 2020, the user modes on DCT models had been expanded to allow riders to select preferred shift patterns, and when the NT1100 was brought into the range a year later, settings for 1st and 2nd gear had been refined, with the clutch now operating in a way relating to throttle input, thus changing more gradually with gentle throttle openings and quicker with sportier riding.
The technical bit
Somewhat unsurprisingly, the DCT system is rather more involved than the clutchless arrangement that was fitted to the Super Cub and, while the basic mechanics remain very similar to that that was fitted to the VFR1200 13 years ago when the term ‘Dual Clutch Transmission’ was first
