Let's Talk About Dual Clutch Transmissions
The Dual Clutch Transmission, or DCT, is changing how some riders experience motorcycling—and even helping to attract new riders.
On paper, it’s a simple idea—let the computer handle the shifting so the rider can just twist the throttle and go. In practice, it makes a full-size motorcycle behave more like an oversized, high-powered scooter. The result is a riding experience that can feel both familiar and foreign at the same time, depending on what you expect from a bike.
Once in motion, the DCT’s smoothness stands out. Gear changes happen with almost imperceptible precision, and in everyday conditions, the system manages throttle transitions cleanly enough that you forget it’s working in the background.
Still, like any computer-controlled system, it has its quirks as our own Nic de Sena found out when riding the 2025 Honda NT1100 DCT this summer:
Honda's system has a habit of upshifting too quickly—sometimes landing in sixth gear at barely 30 miles per hour. It’s efficient, yes, but it’s not how most riders would naturally shift.
For those who prefer a livelier experience, switching into Sport mode transforms how the system behaves. Shifts come later, engine braking feels more natural, and the transmission holds gears in a way that better matches real-world expectations. It will never replace the engagement of a manual gearbox, but it does a convincing job of emulating the rhythm and intuition of an experienced rider.
As automatic transmissions continue to evolve, DCT sits at an interesting crossroads. It won't appeal to curmudgeonly purists, but some riders will value the consistency, comfort, and the freedom to focus purely on the road, while others require help because of injuries, potentially extending their riding careers.
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Manual clutch/shifting with electronic up/down quickshifter is "peak" motorcycle transmission.
Maybe if I'm old and craggy I'll investigate some form of "auto" transmission on a bike. Right now, it's extra cost, extra weight, extra complexity.
I could do without the assist clutch ramp, as they make launching hard impossible (engine bogs or clutch bites too fast-n-hard) and usually springs are borderline too weak for aftermarket ECU tuneups. Slipper clutch ramp is a useful feature.
The DCT concept is not new, it’s been around for years. Honda put it in its Talon lineup long before they decided to incorporate it in any of its motorcycles. It’s quite an improved alternative to the infamous belt blowing of most other sxs’ds.
Now, I really don’t see or hear of anyone or any of those 10 bazillion owners of those sxs’ds ragging on “not being able to shift”those!
They all simply accept the fact that they’re all AUTOMATIC in some fashion or another and go there merry way.
The situation with a DCT motorcycle is just a bit different. Honda, the only manufacturer supplying a DCT version of motorcycle that I know of, has simply given folks/riders a choice, shift or don’t. Meaning, you buy a manual version or an automatic version.
It’s really a simple choice thing. To say that a DCT is really only for handicaps or lazy people is pretty far off base. If that were the case, then it appears there’s about 50 bazillion people/drivers all over the world in every country that has roads, that are driving AUTOMATICS, must be lazy or handicapped.
No to mention, Honda, in there DCT version, allows you to push a button which puts the motorcycle in MANUAL MODE so one can SHIFT to your hearts content. I’ve owned three DCT Hondas and have loved them all. I’ve been riding going on 60 years and have “shifted” enough in my motorcycle or for that matter, ANY vehicle world I’ve driven or ridden in.
Last time I checked, I don’t have a handicap plate on anything of my rolling stock and I’m still pretty handy with a wrench and a few other zillion tools so, I’m pretty sure no one’s accused me of being lazy.
SR