Talking about the top motorcycles with automatic transmission available today, Honda has no match. You can get add-on luggage for your Honda rides from Viking Bags. Honda NC00X DCT is the first machine we present. This motorcycle has a dual clutch transmission that has two modes, automatic and semi-automatic. In the world of racecars, semi-automatic transmissions, such as the sequential manual gearbox (or SMG), have been a staple for years. But in the world of production vehicles, it's a relatively new technology - one that is being defined by a very specific design known as the dual-clutch, or direct-shift, gearbox.
Many bikers do not like an automatic transmission. This is completely logical, as the manual gearbox ensures a real feeling of driving the machine. On the other hand, automatic one will never be able to provide this. However, motorcycle enthusiasts can’t deny that automatic transmission causes fewer problems when shifting. For example, with a manual transmission, up-shifting and down-shifting can occur. With the automatic one, this is not the case. With this type of gearbox, everything is controlled by the onboard computer. That’s why we decided to introduce you several motorcycles with an automatic gearbox that is worth your attention. So, let’s start.
A modern-day semi-automatic transmission is like a manual transmission. The biggest difference is that there’s no clutch on the floor for disengaging the engine from the vehicle’s drive wheels. Semi-automatics have electronic processors and sensors which assist in this process. Alibaba.com offers 82,483 semi automatic gearbox products. A wide variety of semi automatic gearbox options are available to you.
1. Honda NC00X DCT
During the post-World War II era, the use of auxiliary engines mounted on bicycles became very popular in Japan with the purpose of moving around and transporting goods quickly. This was the spark point of manufacturing for Honda. The company was founded in the late 1940s that initially started producing piston rings before turning to build inexpensive motorcycles. Since then Honda has turned into a company that shapes wide-ranging joys and fun of riding on two wheels, through such products as the Super Cub, which reached the 300 million units milestone in 2014.
Today, the manufacturing company is a juggernaut, offering class-leading machines in most every category. From the minibikes to the potent Moto crosser, and from the sporty, single-cylinder rides to the raucous Fire blade SP superbike, the Tokyo-based company serves the entire bike universe. Talking about the top motorcycles with automatic transmission available today, Honda has no match. You can get add-on luggage for your Honda rides from Viking Bags.
Honda NC00X DCT is the first machine we present. This motorcycle has a dual clutch transmission that has two modes, automatic and semi-automatic. Also, the Honda NC00X has shown a very good performance in the drag race against bikes with a manual transmission. This machine will provide you with a lot of power as well, so you will surely enjoy it.
2. Honda CTX700 DCT
Img source: MotorcycleDaily.com
The Honda CTX700 DCT is another Honda product. As well as Honda NC00X, this bike has a dual clutch transmission system. However, unlike the previous bike, you’d rather buy CTX700 for long-distance driving than for racing. With a comfortable seat and automatic shifter, you will be able to focus exclusively on the journey and nothing else.
3. The Aprilia Mana 850
Aprilia is an Italian manufacturer that is best known for sports bikes. However, they decided to produce automatic motorcycles. The Mana 850 has a CVT (continuously variable transmission) system, unlike Honda’s DTC machines.
4. Honda VFR1200X DCT
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Again, Honda’s automatic motorcycle, but not the last on our list. The Honda VFR1200X DCT logically uses dual clutch transmission. This bike is an excellent choice for you if you love adventure. It is very easily adapted to dusty roads, but also for city driving, which makes it a multi-purpose machine.
5. Honda NM4 Vultus DCT
Ok, this bike is the last one by Honda on our list. Honda NM4 Vultus uses DCT, as well as all previous models. It is distinguished by very elegant design, while 670cc will provide enough power if you need it.
6. Energica Ego
Img source: rideapart.com
Energica Ego is all electric automatic motorcycle. This means that it is environmentally acceptable even if you drive it to the maximum performance. If you consider that it has an automatic gearbox, you should not have a problem while driving, so you can completely relax.
If you are interested to find out more about other electric bikes and electric scooters, you can read different reviews here. It is a nice addition to our list and you can discover a lot of different models in the electric world.
7. Zero SR
If you want to drive an automatic bike, but still retain an outlook as a manual transmission motorcycle, then the Zero SR is a perfect choice for you. In addition, its price is not too high so it’s not a problem to afford it. It should also be noted that, unlike other models on our list, the Zero SR has no performance that will surprise you.
To check some of the bikes with the manual transmission visit reviewsxp.com
8. Evoke Urban S
Img source: electrek.co
Evoke Urban S is just like the Energica Ego, a motorcycle with an electric drive. As electric bikes are relatively new in the market, and technology is still developing, it is logical that the prices of these machines are not lowest. However, a decrease is expected. But if you want to buy one like this right now, you will have to invest $10,000, which is still acceptable.
9. KTM Freeride-E
If you are new to the world of bikers, KTM Freeride-E can be a good solution for you. There is no kickstart, gears or clutch, so you can easily fit with it. In addition, it is excellent for all off-road adventures.
10. Brutus V9
Img source: gloriousmotorcycles.com
The last on our list is Brutus V9. This bike is distinguished by the classic design unlike other machines presented so far. It has an electric drive, but it is also very comfortable to travel. There is no doubt that you will attract attention wherever you appear.
Even if you dedicate all your free time to your favorite hobby, motorcycling, anyway you have to prepare yourself for life after college. Read the article at modernman.com to find some essential words of advice on how to open the next chapter of your life wisely
Over the years, Citroën have found several different ways to spare the clutch foot yet leave the driver in control of which gear is actually selected.
Sensaud de Lavaud
Little is known about the Sensaud de Lavaud transmission which was intended for the Traction Avant, beyond it having played a substantial role in the Traction’s development bankrupting Citroën. It is believed that it may have been an early example of what is now a reasonably conventional torque-convertor automatic gearbox, but it is also understood that Adolphe Kégresse (also behind the half-tracks based on RWD Citroëns, as used to explore much of Africa and Asia in the ’20s) also designed a transmission for the Traction. An ingenious design, based around dual clutches and shafts, the concept was not developed due to the arrival of WW2 – but appears very similar to the dual-shaft design best known through VW’s DSG (developed and manufactured by Borg-Warner) and Porsche’s PDK (from ZF). Porsche also used a double-clutch transmission for racing in the mid ’80s.
It is not known how Kégresse planned to control the design, without the complicated electronics and hydraulics used by the modern systems.
Embrayage Centrifuge (Trafficlutch)
Falling a little short, perhaps, of qualifying as a fully-fledged semi-automatic gearbox, the centrifugal clutch fitted to many 2cvs, Dyanes and Amis cannot go unmentioned here.
In addition to the normal clutch, the flywheel contained a secondary clutch not dissimilar to a very large diameter but thin drum brake. When engaged, the friction material gripped the clutch drum, transmitting drive. However, when revs fell to idle, the clutch was automatically disengaged, separating drive.
As a result, cars equipped with this clutch design were virtually impossible to stall – ideal for a car that was intended to be the first car owned by most buyers. Equally importantly for a car with so little performance, there was no loss of efficiency or hit on performance or fuel economy. Normal use of the clutch was still required to change gear whilst underway, however.
The biggest drawbacks to the system – apart from a small extra maintenance penalty when the clutch needed replacing – were that the car could not be bump-started (but, since it had a starting handle, that wasn’t a problem), and that parking on a hill relied on the handbrake alone. With earlier A-series, fitted with front drum brakes, this was similarly not an issue, but the much less efficient handbrakes on later cars with front disk brakes marked the end of the concept, with some early ’70s Amis being the only cars to mix disk & Trafficlutch.
The DS brought perhaps the best known semi-automatic gearbox, with the BVH – Boîte de Vitesses Hydraulique. Apart from the control of the gears and clutch, the BVH was exactly the same transmission as the “normal” manual gearbox fitted to the lower-spec ID.
Control of gear selection was achieved through a system of hydraulic valves and servos built into the lid of the gearbox, in place of the conventional linkage, and operated by the fingertips on a lever on the steering column. To ensure that the car was not started in gear, the lever doubled as control of the starter motor.
Any movement of the lever also controlled the clutch. A set process of events followed selection of a different gear – clutch disengagement, gear deselection, gear selection, re-engagement of the clutch. A number of adjustments could be made to the speed at which these were carried out, so whilst it was possible to have a D which changed gear imperceptibly, it was equally possible for a badly maintained car to lurch and judder.
The clutch control was also linked to the brake pedal, with the idle speed reduced when the brake was pressed. Properly set up, the clutch would be engaged at the higher idle speed, but disengaged at the lower, so that “creep” could be easily achieved by simply removing the driver’s foot from the brake.
By the end of DS production, a conventional Borg Warner automatic box was also available, although very few were built.
Bmw Semi Automatic Gearbox Review
For the GS and, later, the CX, Citroen headed off down yet another tack with the C-Matic. The concept of “automating” a manual ‘box was continued from the DS, but simplified slightly. Rather than use a conventional clutch, with the sophisticated control required to move away from rest smoothly, a torque converter was used, as on normal automatic gearboxes. However, that didn’t help change between gears, so an electronic microswitch was used to detect movement of the gearlever, which then, via an electrovalve, cut fluid pressure to the torque converter, smoothing the change. Whilst the ‘box was based on the four-speed CX & GS manual transmissions, both lost a gear to become three-speed in C-Matic form (in line with then-common automatic boxes). Both GS & CX C-Matics require a particular fluid – sold by Total as Fluide T. This is no longer available generally, as Total donated their entire UK stock some years ago to the club, who are now the UK’s only source.
C-Matic was discontinued in both CX & GSA in the early 1980s. For the CX, it was replaced by a conventional ZF 3-speed automatic box, but the G became available only with a clutch pedal.
In 2003, the C3 became available with a semi-auto termed Sensodrive. In an echo of the DS’s BVH, it comprised a conventional manual ‘box and clutch, and traded both clutch pedal and conventional gear selector for a set of “F1-style” paddles and a simple up-down manual selector. Computer controlled, the biggest step forward of Sensodrive over the BVH was that it didn’t need you to change gear. If you couldn’t be bothered, it’d do it for you.
Automatic Gearbox Oil Change
Semi Automatic Gearbox Problems
In a further refinement of the concept, the C4 saw EGS take over from the previous Sensodrive system. Conceptually very similar, with a six-speed manual controlled by computer, improvements in computer technology mean that the EGS box is smoother and more refined than it’s immediate predecessor.