In order to simplify the hydraulic circuit and realize greater responsiveness and seamless operation, the hydraulic circuit was shortened by 40%, by integrating a linear solenoid into the right-hand-side cover. This design drastically reduces cost compared with an external linear solenoid.
Learning functionally was added for optimal automatic clutch and gear shift control to determine, within the same mode, whether the motorcycle is running on a street or through a mountain pass.
Furthermore, riding is made more user-friendly with the addition of a revert function, which reverts the drive mode to automatic, under certain conditions after the rider overrides automatic mode by manually shifting gears to accelerate or decelerate.
Compared with high-revving large-displacement engines, gear change shock can be softened when low and middle-revving medium-displacement engines are coupled with a lightweight body.In keeping with the engine development concept, Honda designed a dedicated clutch to reduce this shock and deliver, on a mid-sized machine, a high-quality gear change feel on 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.
In the pursuit of "a ride to suit mature tastes,” Honda evolved its Dual Clutch Transmission system to be more lightweight and compact. It delivers stable fuel efficiency, regardless of the rider's skill, through uninterrupted, clutch-less and seamless gear changes with a direct feel on a par with a manual transmission. It was also made affordable in the hope that as many riders as possible around the world would experience its usr-friendliness for themselves.