The automatic transmission on motorcycles is a reality increasingly widespread and appreciated. Among the most committed manufacturers on this front is undoubtedly Honda, which introduced the DCT – Dual Clutch Transmission – on the market for the first time in 2010, enjoying enormous success (consider that today it is available for 9 models, from X-ADV to the glorious Africa Twin up to the maxi Gold Wing). However, the Tokyo company is not the only one to focus on this technology and recently other rivals have been busy on this issue.
How many systems are there on the market?
The latest arrival is BMW with its Automated Shift Assistant (here you will find all the details), but Honda has also recently updated the offer with the e-Clutch, without forgetting the MV Agusta Smart Clutch System and the timeless variator mounted on most scooters. These systems all have the same goal, make driving easier and less stressfulbut they achieve it in a completely different way. Let’s analyze together how they are made and how they work the automatic systems on the market.
In the meantime, here you can review the basic rules for operating the manual gearbox correctly.
The variator for scooters but also for motorbikes
Let’s start with the simplest and most widespread system of all, the variator, the heart of the CVT automatic transmission. Without going into too much technical detail (which you can find here), this system allows you to start and stop only with the accelerator and brakes. The clutch lever does not exist (because automatic) e there isn’t even a change as the variator is able to modify the ratio based on the power required and the speed you are going at. Going back a few years, in 2008 Aprilia presented the Mana 850, a very innovative naked bike (even too innovative for that period) powered by a 76 HP twin-cylinder and equipped with a CVT automatic transmission. There was no clutch lever, but there was a gear lever: the driver could choose between two modes, automatic and manual. In both, the start was managed by the variator, all you had to do was accelerate, but in automatic mode the operating principle was that of the scooter: you accelerate and go. In manual mode, the electronics blocked the variator in a certain ratio to simulate a traditional gearbox, thus giving the rider the possibility of changing gear (there were seven ratios available) by pressing the classic pedal or the buttons located on the left handlebar block .
The bidirectional quick shift
The electronic gearbox it is an increasingly widespread system on large, medium or small displacement motorcycles. It is not an automatic gearbox, but we can define it as a comfortable and fun shifting assistant. In fact, on a technical level, the engine, gearbox and clutch have the traditional configuration. However, it is present on the lever or inside the gearbox a sensor capable of detecting the movement of the gear pedal and to signal the start of the “maneuver” to the control unit, the latter then turns off the ignition to allow the gear change.
Thanks to the ride by wire (electronic accelerator), this technology has been greatly refined in recent years and is able to vary the fluidity and speed of the changed based on the pace you want to maintain: gentle at low speeds, immediate at high speeds. With the quick shift the rider is not obliged to operate the clutch control to change gear, but when starting and stopping the good old handlebar lever must still be used. The motorbike therefore does not start and never changes “by itself”.
Honda’s DCT
The Dual Clutch Transmission is a real automatic transmission which takes the place of the traditional one. It is a double clutch system, like those very common in the car world. There are no clutch and gear levers: everything is managed by the control unit and the rider only has to worry about accelerating, even if the sensation perceived by those in the saddle is that of a traditional gearbox: because it is the system that takes care of managing (in the most fluid way possible) the gearboxes of march. Honda also offers a manual mode that allows you to engage or downshift through two buttons on the left handlebar block. As an option, the gear lever can be fitted, but it is not mechanically connected to the transmission: once the lever is activated with the foot, a sensor detects the gear change request which will be implemented by an electric motor inside the gearbox. If you stop in high gears, the system downshifts them automatically.
MV Agusta with the SCS
The house of Schiranna has been in the game for a few years now Smart Clutch System SCS available on the Turismo Veloce crossover and the naked Dragster RR. It is a hybrid between the classic manual gearbox with quick shift and the automatic. In fact there is a clutch and the clutch lever, as well as the gear lever mechanically connected to the transmission. When starting and stopping, the SCS automatically manages the clutch release (which can also be bypassed if the rider uses the clutch manually). When moving, however, the technology relies on the bidirectional quick shift which guarantees clutch-free shifting. With the motorbike stopped, the system allows starting only in first and second gearso the pilot must remember to downshift.
Honda does a double with the e-clutch
The Japanese company presented this novelty at Eicma 2023. It is currently available on the four-cylinder CB650R and CBR650R (here is our preview test)but in the coming years this solution will be extended to other models.
The e-clutch, compared to the DCT, is a less complicated and much lighter system (about 1.5 kg). There is a small additional block on the side casing with two electric motors inside and a cascade of gears which have the task of automatically managing the clutch.
With the e-clutch it still remains the clutch lever that the pilot can decide to activate (the system can also be deactivated), but this system was created precisely to automate the operation of the clutch, when starting, stopping and moving when the pilot activates the gearbox.
When moving, the system also takes care of closing the throttle as well as pulling and releasing the clutch to allow shifting (there is no quick shift). In practice the rider can totally forget about the clutch but it still has to manage the gear shift with the pedal.
BMW Automated Shift Assistant
BMW’s system is called ASA and will debut during 2024 on the 1300 boxer engines (for now only on the R 1300 GS but then also on the next R, RT and RS). In terms of functionality, the German technology is a cross between the DCT and the e-clutch.
There is no clutch lever, the gear lever does but not directly connected to the transmission. Inside the engine block there are two actuators, one manages the clutch and one the gearbox. There are two modes available, in both of which the rider does not manage the clutch.
In D mode (like Drive) is a real automatic gearbox, the system makes the motorbike move when the rider turns the throttle and manages the gear changes based on the riding mode inserted.
In M mode (Manual) ASA allows the rider to change gear with the pedal when he deems it appropriate, while the clutch, as mentioned, always works in automatic mode. However, if you over-rev or approach minimum engine speed in too high a ratio, the system intervenes to engage the correct gear.
