The development team exhaustively discussed what would constitute a second-generation Dual Clutch Transmission consistent with the concept of aiming for a "lightweight, compact engine layout in pursuit of a ride to suit mature tastes." The team arrived at the following two directions, which have been strategically explored.
In order to simplify the hydraulic circuit and realize greater responsiveness and seamless operation, shorten the hydraulic circuit by 40% by integrating a linear solenoid into the right-hand-side cover. This design drastically reduces cost compared with an external linear solenoid.
Add a learning function for optimal automatic clutch and gear shift control to determine, in the same mode, whether the vehicle is running on a street or through a mountain pass. Furthermore, riding is made more user-friendly with the addition of a return function, which returns to automatic mode under certain conditions after the rider overrides automatic mode and manually shifts gears in order to accelerate or decelerate while running in automatic mode.
Compared with high rpm large-displacement engines, gear change shock can be softened when low and middle rpm medium-displacement engines are coupled with a lightweight body.
In keeping with the engine development concept, we designed a dedicated clutch to reduce such shock and deliver, on a mid-class machine, a high-quality gear change feel on a par with that of VFR1200F.
Furthermore, by adopting a layout already applied to ATVs in which the primary driven gear is sandwiched between two clutches (sandwich structure), it was possible to make each component, including the main shaft, more compact and lightweight, and reduce the overall cost.