Updates to the DCT software are a similar, incremental move in the right direction. For 2012, Honda reworked the DCT’s control logic and tweaked calibrations. The ECU performs a slightly less aggressive torque cut in the lower two gears—a tactic ostensibly to reduce stress on the split-clutch DCT that is, strangely, also present in the six-speed manual VFR we sampled. The DCT model gained a second calibration in the D (drive) mode: If you ride aggressively, the VFR takes notice and uses an appropriately more aggressive shift map, holding gears longer and downshifting more readily. Even in the easy-going mode, the bike is far less willing to jump right into sixth gear, by parking lot speed, than the 2010 bike was; this change eliminates the biggest complaint of the D mode. The S (sport) mode is largely unchanged, and holds gears much longer than does the D mode. Finally, Honda’s changed the logic so that instituting a manual shift through the switches on the left cluster leaves the bike in the selected mode. Before, a forced shift would take the DCT to manual mode and leave it there.