Yeah tried it in every variation but only had a demo for about 2hrs and it was quite noticeable especially when riding at pace. Read various reports about it but never tried again, I presume from your reply they smoothed that out and it's improved, thanks for the info. Is it better again on the 1260
Hi mate, having rode the 1260 this week, and preferred the 1200 DVT, I'm not best placed to answer that but am sure someone can advise. PS. Imo, the newer maps help the dvt throttle, although mines a late 16, and not had an issue. Good luck
My 2015 DVT has that 'turbo-lag'. I don't think the cause is the DVT mechanism, as it still happens above the RPM that the variable timing is being activated, it's something in the Euro 4 mapping. I'm not sure if there is an updated map I've missed for the DVT but its been back to the dealer several times for snagging and recalls, so it should be up to date. I found, compared to my 2013 Twin Spark, the engine performance was less dynamic, though smoother and eventually as fast. The throttle response in Touring was very limp compared to the 2013's, and like Wayne I've ended up using the Sport setting in Touring which was better, but that left a hole where Sport throttle should be. I've just bought a RapidBike tuner which promises to optimise the air/fuel mixture on the fly, so I'm hopeful that makes it better. From the sound of the above and other reports the 1260 is greatly improved with no lag and lots of torque low down.
I'm tight so spending on a dvt is unlikely but from what you describe is sounds very similar to the same issues on the vfr 800 vtec. It always seemed to wait a split second before kicking in, around 7k was a step that was a pain in the arse and often would overun on the down shifts. I wonder if this is the situation on the dvt too?
I once rode a vfr in 2003 (bought a cbr600rr instead) But the dvt is no where near as pronounced as on the vfr, and with the updates and in sports mode, nothing worth writing about noobs.
I'd say so. It's early days as I'm still running in. I've been away this weekend so not ridden at all and still not ready for a 1st service. What I can tell you whilst riding around under 6K rpm is that there are no holes in the power, the drive is instant, accessible from about 1.8K RPM without juddering and lurching, completely linear and pulling tall gears which will see you into 3 figures and getting banned without much effort - none of which the 1200 DVT could do. At present I'm seeing absolutely no compulsion to look at pipes, "up maps" or changing the gearing. Any change would be purely for aesthetics and sound. I cannot fault this engine, it's lovely. The gearbox is improving and I'm starting to find neutrals when stationary a bit easier.
I'm currently riding my 1260 mostly in "Touring" mode and with all standard power and throttle settings and it's noticeably better than the 1200 DVT in "Sport" mode. I used to get tired wrists when riding my DVT at legal motorway speeds for long distances because of the fairly generous twist of the grip that was required to maintain that sort of pace - hence why I changed my "Touring" mode to have the same throttle and power settings as "Sport" mode". I don't feel any need to change the 1260's settings in the same way.
Wasn't great but I didn't think it looked too bad and might help protect it in a spill, I'm sure someone will bring out a carbon cover soon. I did like the cover they put on the emissions cylinder though (like the 950) Rainman - why don't you use the cruise control on motorways?
Chris, No doubt you are likely to be right, however, even in carbon, it will still look like a large black boil, even if a somewhat less offensive one
I do where I can, but on the M1 just outside of London and on the M25 cruise control is about as much use as one legged man in an arse-kicking competition. You're continually adjusting the throttle and the return spring is just a little bit too strong. I've never experienced wrist fatigue (ooh-er misses) on any other bike, just my DVT. The 1262 doesn't have the same issue, it's a lot more responsive.
Whilst I admit the cruise control is less helpful on the UK's busy roads I found it to be superb in Europe on the motorway. Get to the speed you want, hit the cruise control and relax. You can use the buttons to increase and decrease the speed a fraction as necessary. If you have to slow for a car in the outside lane just roll the throttle forward (less of a jolt than hitting the brake) pass the obstacle and reset it and the bike goes back to the same speed. Some of us on the EMM trip have travelled in convoy like this for 100 miles at a time.
I agree. Cruise is really useful on European tours, once you get accustomed to it. If you choose not to use it you don't have to, but I cannot imagine why anyone would be opposed to it per se.
I test rode Snells 1260 demo bike yesterday. I actually rode it too much and took it back later than planned but it gave me a good idea of how it behaves. Firstly, I couldn't tell the swingarm was longer as it handled exactly like my 1200 DVT as far as I could tell. Maybe Dovie or Valentino would be able to find a difference on a track, but not in our road based world. IMHO there's no need to worry about 'slow handling' on that score. Secondly, that engine is a peach. It is what the DVT should have delivered first time round. The 1200 DVT was a good idea, smooth low down but spoilt by too soft a throttle response and bogging-down at those low revs when the throttle is opened quickly. The 1260 solves that issue and pulls like train from low revs to high without any delay. A bit like the original 1200 and twin-spark did but with added smoothness. Thirdly, the heated grips get hot! Snells said that the supplier of the throttle and handlebar electrics has changed, so that probably explains the improvement on the grips at least. Unfortunately they said they didn't think the new heated grips would be compatible with the 1200 DVT due to the change, but they weren't 100% sure so there might be hope for cold finger sufferers. The Touring throttle map is back to being usable and practical. In fact it was so good round the back roads I didn't bother to go into Sport mode at all. I'll save that treat for next time. I've read criticism of the water-pump cover, but those people are more aesthetically sensitive than me. It isn't pretty but it presumably is there to do a job and I didn't find it offensive. Your results may vary. Cons: The grey bike and grey frame make the bike look rather ordinary. I rode with Pilot Paul on his 2017 grey DVT with a red frame and that is a far more attractive colour scheme. The other negative is the price-to-change from a 2015 DVT. With a lot of 2015 bikes now on the market it would cost around £8-9k to change, and whilst the 1260 is definitely an improved model, it is not £9k better, so I'll be keeping mine for now.
Okay own up, who's hacked Wayne's account? I feel as soon as any bike you intend to ride regularly goes north of around £15k then emotion largely crumbles and common sense kicks in. Unless you are on a pcp so the differences are cushioned, then I'd struggle to see how the 1260 is an £8k better bike than the one you are chopping in and have sorted.
