It is not certain (yet) that changing sprockets on a DCT equipped AT will be any more troublesome (by interfering with the DCT computer and getting trouble codes) than on a non DCT bike. Honda would be pretty shortsighted to build a bike that goes against a time honored tradition of changing sprockets and tire sizes on motorcycles - especially dirt bikes. But even so, there's not enough known about how the DCT operates yet to reach a conclusion. We will have to wait to see how it plays out. Perhaps you will be the first to find out.
As for optimizing the DCT to be a Jack of all trades, I don't know whether that's the reason, but they do have slightly different ratios for gears 1 and 2 and the reduction ratios on the NC700 than the NC700 DCT bikes. Maybe this will be helpful :
Has anyone changed sprockets on a manual AT? Ridden a manual 1 an it seems at 100-110kph 6th is kinda useless unless its a long flat highway cuz as soon as u seem to come to small inclines its out of the torque range i found n 5th gear seemed more suited to those speeds
6th gear is meant to be an overdrive, as you said for a long flat highway cuz. Same experience with my current NC700X-DCT bike. At small inclines always use 5th gear. In the DTC S mode (sport) the engine does not go into 6th gear unless you force it by shifting up manually.
It is what it is, an overdrive, and I am happy with it.
Understand what you are up to, but why?
The AT engine has ample torque. The torque curve is almost flat and you will have more than 90 NM torque from 2200-8000rpm. The engine could easily do with 4 gears. Offroad you will/ can not use 6th and 5th gear I guess. With my NC700X I hardly use the 6th gear, except for easy road cruising. Outside town max 5th gear. The same will apply for the AT I expect.
au contraire! Keep turning the throttle and as the vehicle reaches target rpm and speed, the DCT will shift into 6th.
In sport 3 mode, it will take a very high (illegal) speed for this to happen.:grin2:
Ps. the only reason they changed the gearing ratio on DCT
models is to reduce the 'clunks' when the gears are pre-shifted
into position for the up or down shift.
The final ratio is not much different in both models.