Motorcycles with automatic or semi-automatic transmissions now come in any style imaginable, though Honda stills leads the pack with its DCT system found in the brand’s touring, cruiser, mini, and adventure models. Honda Trail 125 shown.Honda

 

Although automatic transmissions are still relatively uncommon on most new motorcycles sold in the US, change, as they say, is a’coming. As major manufacturers increasingly acknowledge the benefits of ditching the shift lever, we’re seeing more bikes in more categories equipped with systems that do the shifting for you. Honda, for example, has automatic DCT models in the touring, cruiser, adventure, and commuter genres, with new shift-optional tech on the way for some of its naked bikes and sportbikes. Add in the recent arrival of Yamaha’s automatic MT-09 Y-AMT, BMW’s new Automated Shift Assistant (ASA)-equipped R 1300 GSA, and KTM’s demonstration of a new AMT system, and it’s clear that the appetite for automatic transmissions is growing. And we’re not even gonna mention scooters.

 

There are plenty of times the “twist and go” nature of an automatic just makes sense, especially if there aren’t any wheelies or wildly technical maneuvers on the to-do list. In stop-and-go traffic, the benefits of an automatic are clear, but it’s also a godsend off-road; with no clutch to manage to keep the engine going, stalling becomes a thing of the past. Dual-clutch transmissions (DCTs) and continuously variable transmissions (CVTs) comprise the bulk of the auto options you’ll find on motorcycles and scooters, with Honda continuing to dominate the market with its DCT gearbox. We were torn about including electric motorcycles on this list; they are clutchless, but as they are single speed (and thus have nothing to shift) aren’t technically automatic. Since they don’t need a clutch to operate however, we included an example anyway.

 

Touring: 2025 Honda Gold Wing Tour Automatic DCT | Starting at $29,700

 

Honda says more than two-thirds of its Gold Wing buyers choose the DCT option over the manual transmission.Honda

 

Honda’s top-of-the-line luxury tourer has always been known for its robust array of touring conveniences, which still includes a seven-speed auto-shift dual-clutch option. The DCT transmission that first appeared on the 2019 model is available on three of the five Gold Wing trims these days, including the base Wing model (a bagger, with no trunk) as well as the fully equipped Gold Wing Tour Airbag Automatic DCT ($33,000). The now-familiar DCT system has been regularly refined over the years, and Honda (understandably) continues to tout the “consistent seamless gear changes” of the two-clutch arrangement. Power comes from the buttery-smooth 1,833c horizontally opposed six-cylinder engine that cranks out a peak of 90 hp, and which resides in an aluminum twin-spar frame with double-wishbone front suspension. The Dual-Clutch Transmission offers preset Sport, Econ, Rain, and Tour ride modes that help riders easily adapt to conditions, which is probably why more than half of Gold Wing buyers pick the automatic option.

 

Adventure: 2025 BMW R 1300 GS Adventure | Starting at  $27,565

 

BMW’s big enduro underwent a big revamp for 2025 and now offers ASA as an option, which allows for fully automatic shifting.BMW

 

BMW has thrown its Bavarian hat into the automatic ring as well, by way of the new Automated Shift Assistant, which makes its debut on the 2025 R 1300 GS Adventure. The Adventure version has always set itself apart from the standard model by offering more: more fuel capacity, more suspension travel, and more features. The 2025 Adventure continues the trend, but is also BMW’s first model to bring the ASA transmission to give riders the option to operate the GS in fully automatic Drive mode or in manual.

 

The ASA gets a conventional hydraulic clutch and six-speed transmission, but both are operated by electromechanical actuators. In the semi-auto M mode (operated via a button on the handlebar) the rider shifts gears manually using what appears to be a foot lever, but which in reality only acts on switches that signals the transmission control unit (TCU), which then operates the clutch and gearshift actuators. Switch to D mode and you give the TCU full control over the shifts, with info from an army of sensors making the shift ratio decisions for you. We’ll likely see the feature trickle down to other BMW R 1300 models as well.

 

Cruiser: 2025 Honda Rebel 1100T DCT SE | $11,099 (SE)

 

The Honda Rebel 1100 DCT delivers minimal cruiser style and stands out as the only cruiser model with an automatic transmission currently available in the US.Honda

 

On the cruiser front, it’s yet another Honda, with the DCT version of the Rebel 1100. The biggest bobber-style Rebel packs a 1,083cc parallel twin that’s smooth and torquey, and as with previous Rebel DCT bikes, can be operated as either a full automatic or be manually shifted using the integrated shifters located on the handlebar shifters. The Rebel 1100 eschews chrome for a more blacked-out look, and its low center of mass and low seat height make it a good fit for a range of riders. In fact, it’s the only mainstream automatic cruiser currently on the US market. Every time we’ve ridden the big Rebel, we’ve come away impressed at just how versatile it is, and how much tech and accessible power Honda has managed to squeeze into this casual cruiser. You can manipulate power, traction control, engine-braking, and shift point settings, and there are modes for Rain, Sport, and Standard. As a bonus, ABS and cruise control are standard too.

 

Commuter: 2025 Honda NC750X DCT | $9,499

 

Honda lists it in the Adventure category, but because it’s so dang practical (and still a great bargain) we’re putting the do-it-all NC750X under the Commuter banner.Honda

 

One of the better bargains in the motorcycling world slides under the radar for most of these kinds of lists, but make no mistake; the NC750X really can do it all. That doesn’t mean we agree with Honda’s placing it in its Adventure lineup, but those of us on staff that have ridden it can confirm just how versatile this standard-style rig is. But it’s particularly well suited to commuter duty, with its dead-reliable liquid-cooled 745cc parallel-twin engine giving it excellent fuel efficiency and a smooth, predictable ride. It’s also got a torquey, quick-revving character that’s a good fit with the addition of the DCT transmission. With four riding modes (Sport, Standard, Rain, and configurable User mode), throttle-by-wire, a neutral riding position, and built-in storage space, the NC750X DCT can easily handle basic commuting duties but also answer the call for more spirited jaunts in the twisties. Even more reasonable is the price tag: The 2025 NC750X DCT has an MSRP of just $9,499—and that’s with DCT.

 

Electric: 2025 LiveWire S2 Alpinista | $15,999

 

This US-made electric offers a well-sorted chassis for a sporty ride, a suite of electronic rider aids, and clutchless operation.Jeff Allen

 

Yes, technically any LiveWire S2 model is not an automatic, but rather a single-speed. Which also means they have no need of a shift lever or a clutch, so here is the best example of the trio.

 

The Alpinista model fleshes out LiveWire’s S2 lineup, giving the series a sportier option by way of its 17-inch wheels and tweaked ergonomics. But foundationally, the Alpinista packs the same LiveWire Arrow System 2 architecture as the other S2 bikes, with a 10.5kWh battery, four preset ride modes, and two customizable ride modes with cornering-sensitive traction control and cornering-sensitive ABS. The bike also produces 84 hp and 194 lb.-ft. of torque, going from 0–60 mph in three seconds according to LiveWire, and also features adjustable Showa suspension and Brembo brakes. Although range specs aren’t exceptional—a climbed 120 miles in the city and 71 miles on the highway—test rider Evan Allen came away impressed in his First Ride review, saying, “It highlights the capabilities of the Arrow S2 platform’s excellent, instant torque and great horsepower output, allied with a fun and sporty chassis.”

 

Mini Bike: 2025 Honda Dax 125 | $4,199

 

The funky Honda Dax 125 channels the past with classic good looks, while offering easy operation via a semi-automatic CVT transmission.Honda

 

For classic retro looks combined with easy operation, you can’t do much better than the small but stylish Honda Dax 125. The semi-automatic minibike hits US shores after a successful European debut a couple of years back, bringing the same (relatively) powerful two-valve 124cc single engine drawn from the Super Cub, fuel injection, disc brakes, and an electric starter. And yes, it still features a no-clutch semi-automatic transmission, a frame with a low step-over height, and a two-up seat. As a rebooted Trail 70 for the 21st century, the Dax will undoubtedly pluck the heartstrings of any rider who grew up in the ‘70s and ‘80s, while bringing in a smattering of modern bits to keep up with the times. Things like a 31mm inverted fork and twin rear shocks serve up smooth compliance on bumps, and while the four-speed gearbox means you still have to shift with your foot, the automatic centrifugal clutch eliminates the need for a clutch lever.

 

Naked: 2025 Yamaha MT-09 Y-AMT | $TBA

 

Yamaha’s new electromechanical Y-AMT system is set to debut in the MT-09 model later this year.Yamaha

 

Yamaha’s keen to reenter the world of semi-automatics as well, with its Y-AMT system set to make its appearance in the 2025 MT-09 Y-AMT later this year. The Yamaha Automated Manual Transmission–equipped MT-09 is nearly identical to the stock bike, but the Y-AMT version gives pilots the option of changing gears either with a slick finger-operated shift (MT) or having it done via the fully automatic transmission (AT) mode. The Y-AMT bike is equipped with neither clutch nor shift lever; the handlebar switches are reconfigured, however, with the right switch pod using a trigger to switch between full automatic or manual operation, while the left has a seesaw toggle that allows up- and downshifts in manual mode. Unlike Honda’s more complex DCT system, the Y-AMT uses a standard gearbox and simply adds two external electric actuators for the clutch and shifter. Otherwise, expect the ride to be much like the standard model’s, with zero changes to the aluminum chassis and power provided courtesy of Yamaha’s lovely 890cc triple. The MT-09 Y-AMT will hit Europe, Australia, and New Zealand first, but no word yet if we’ll see it in the States.