I would be more concerned with the potential problems and repair costs of a dual clutch than I would a CVT. The CVT is an older, simpler and more proven system than the dual clutch. The issues with dual clutch transmissions in cars would concern me.CVT maintenance is a potential problem with all of them. Hard to do repairs on your own. I would be strongly looking at the Honda Integra with the dual clutch if it was available in the US.
Our 2012 Ford Focus SE Sport has 9,000 miles on the odometer and I'm super anal about maintaining my cars, motorcycles, and scooters. The DCT in theI would be more concerned with the potential problems and repair costs of a dual clutch than I would a CVT. The CVT is an older, simpler and more proven system than the dual clutch. The issues with dual clutch transmissions in cars would concern me.
The CX500 clad in a full, Windjammer-like, fairing.They actually tried that back in the late 70s and early 80s, but they only lasted seven years.
My friend had one back when they were fairly new. I thought I wanted one (mini GUZZI) until I rode his. It was an uncomfortable vibrating thing that didn't compare well to my vertical twin Honda. However, he rode the thing 110,000 miles and sold it still running well.The CX500 clad in a full, Windjammer-like, fairing.
I owned a regular CX500, fitted with a crude, homemade full sports fairing.
The CX500 was very low geared, with a notchy 5-speed gearbox, and I would often start in 2nd gear to avoid the long pull up from 1st over neutral to 2nd.
When 4th wasn't enough to pass quickly, 3rd would often result in floating valves on the pushrod engine, as the revs went above 10000.
I often think back to the CX500, when I cruise along at half the revs for the same speed, or make a quick pass with the revs near redline, while the CVT gears up as the speed rises.
Yep, great bike the old CX5, very smooth and very reliable except for 2 key weaknesses which affected nearly every bike - the stator and the plastic fan blades (which separated from the alloy boss). I bought a CX with vetter fairing, topbox and panniers in LA in '84 and rode it down to Argentina - ended up tearing the engine down in my hotel room in Rio and having a local auto electrician rewind the stator for me. Honda finally fixed the fan with the CX650 upgrade - they made it electric.The vibration level and comfort of the CX500 was much better than the Guzzi 850T3 California money pit that I bought after it.
I remember the CX500 as more comfortable than my BMW R100RS.
I just removed it altogether, and rode with the radiator covered 2/3rds, since the whole cooling system was appearantly made for tropical climates...Honda finally fixed the fan with the CX650 upgrade - they made it electric.
While I've had trouble with my Ford's DCT, other manufactures, VW for example, have had quite good results with their DCTs.First, I wouldn't compare a Ford Focus to a Honda motorcycle, nothing to compare for obvious reasons. Second, your just SWAGing on the Honda DCT, it's too new to form a true opinion of it. Third, most scooter riders are not going for the DCT because Honda only has it in a motorcycle which a true scooter rider would not want a motorcycle. And last, the Honda DCT is hooked to a chain drive which some scooter riders would not have such a thing on their scooter. What would happen if Honda came out with a new 750 Silverwing, with a DCT trans, ABS, and a drive shaft to the rear wheel, I guess no one would buy them, ya right.