Top 10 Best automatic bikes

Automatic gearboxes in cars have been dominant for years but with both Yamaha and BMW announcing semi-automatic options for their 2025 model year ranges it’s clear they’re the ‘coming thing’ in motorcycles, too. If not already commonplace there are actually plenty of automatic motorcycles already available, largely thanks to Honda. Indeed, the Japanese giant was one of the first motorcycle manufacturers to offer automatic transmissions on bikes with the CB400A and the CB750A in the late 70s, followed by the purpose-built Hondamatic in 1982.
Although those machines were not commercially successful they paved the way for Honda’s pioneering Dual Clutch Transmission system (DCT for short) which debuted in 2010 with the option of semi-automatic clutchless shifting or a fully automatic mode. This system has been a notable success and remains a key feature of Honda’s range today. Nor is Honda the only one. Aprilia flirted with automatic transmissions with its Mana 850 roadster, Yamaha introduced a clutchless, semi-automatic option on its FJR1300 sports-tourer in 2006, most big scooters use Constantly Variable Transmissions (CVT) and all electric bikes are effectively automatics as well, given most use a form of direct drive with no clutch. Ahead of this new wave of semi-automated gearboxes here’s our run down of the best existing automatic bikes you can buy already, new or used. While Honda dominated there are a few alternatives from other brands in the mix, too!

Proof it’s not only Honda offering automatic motorcycles! Yamaha’s big, purpose-built, four-cylinder sports-tourer had been around since 2001 and always been a solid, dependable mile-muncher. From 2007, however, an AS ‘semi-automatic’ version also became available although, in truth, it was never actually a pure automatic. Instead, a clever system dispensed with the clutch lever but you still had to select gears via a foot lever or up/down pushbuttons on the left bar. Even so, it made long journeys less demanding. After falling foul of Euro5 emissions regulations sales eventually ended in 2021 after nearly 20 years of sterling service, though you can still buy one used today.
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A bold experiment into automatic bikes that was arguably years before its time. Italian brand Aprilia has a long history of bold and ambitious design (remember the Philippe Starck-designed Moto 6.5?) some of which have not been commercially successful. The Mana 850 was launched in 2007 as an automatic roadster based around a two-cylinder engine with scooter-style CVT transmission. It worked reasonably well, too, but the modest 75 horsepower, hefty all-up weight and expensive price failed to catch on, even when an updated, faired GT version was added. The result is rare but interesting and an insight of what was to come.
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When you’re talking about motorcycles with automatic transmissions Honda has done more than most to bring them to market. Following its 70s Hondamatics it launched its first DCT machine in 2010, the VFR1200F. Standing for Dual Clutch Transmission it’s a sophisticated system ditching the conventional clutch lever and operating as a full automatic in D (Drive) or S (Sport) modes or as a semi-automatic where the rider can select gears without a clutch by prodding ‘+’ or ‘-‘ buttons on the left bar. Although the VFR-F wasn’t a success and was deleted in 2016 its DCT system was widely admired and a better-looking, more versatile adventure-styled version called the VFR1200X Crossrunner came out in 2012, lasting until 2021. Although itself not a huge success the Crosstourer is actually a decent all-rounder and a unique V4 auto grand tourer in DCT form. That unpopularity also means it’s a potential used bargain.
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Automatic cars largely appeal to non-enthusiast drivers for their ease. But bikes are different, and changing gear is all part of the dynamic appeal. Usually. Enter Honda’s Europe-wide best-selling NC750X. First introduced as the NC700X in 2012 alongside the NC700S roadster and Integra scooter, this New Concept trio were based on a low-revving, ultra-economical parallel-twin derived from a Honda car engine, equipped with Honda’s DCT automatic gearbox and conceived as affordable, novice-friendly commuters. The semi-adventure styled X, especially after an update and facelift in 2013, has proved hugely popular, been regularly updated since, produces useful 58 horsepower while returning over 80mpg, is a doddle to ride and is an affordable, simple commuter.
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Honda’s all-new CRF1100L Africa Twin arrived in 2016 in both stock and DCT form and, although no R1250GS-beater, it impressed for its genuine on/off-road ability. Since then it’s got better still. In 2018 a bigger-tanked, more off-road Adventure Sports version arrived, again with a DCT option. Then, for 2020, both were updated further with a new TFT dash, enlarged 1,100cc parallel twin engine with 101 horsepower and improved electronic rider aids. Confusingly, however, the big-tanked Adventure Sports is now the road-orientated, touring version with the standard bike now being more off-road with longer travel suspension and all the rest. Oh, and there’s still ‘automatic’ DCT versions of both. Got that? Good!
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Only Honda is as bold – bonkers even – to produce a machine as brazen as the X-ADV. Launched 2017, it’s basically a fusion of the Integra scooter complete with the same DCT 58 horsepower 750cc powertrain as the NC750X and thereby qualifying as an automatic. Its chassis, suspension and styling have all been given the adventure bike treatment with the result the X-ADV is, truly, a twist’n’go scooter that can go off-road like an adventure bike. Sort of. Even with extended suspension and semi-knobbly tyres there are, obviously, limitations. At over £11K it’s also pricey and, still, of limited practicality. But it’s also undeniably very different, an absolute hoot to ride and is an automatic. In fact, if you need an automatic adventure scooter, it’s the only one. And we’re not at all surprised.
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Just when you were maybe starting to think automatics were restricted to roadsters or oddballs Honda, yet again, came up with the automatic that has it all. When it introduced its all-new Gold Wing full-dress tourer in 2018 it came so heaving with high-tech – wishbone front suspension, full suite of electronic rider aids, and so on – we should have guessed that DCT would also be an option. The result is an 1,833cc flat-six with 126 horsepower that also handles far better than any monster tourer has any right to, is equipped with everything from sat-nav to heated seats and yetcan be ridden as a simple twist ‘n’ go. Automatic motorcycles don’t come any more sophisticated, or luxurious.
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The biggest news in electric bikes in recent years has probably been the LiveWire, the all-new, no-expense-spared, twist’n’go roadster from … the most historic and traditional motorcycle brand of all, Harley-Davidson. Being the first electric bike from a mainstream manufacturer it’s hugely significant and, on the whole, successful effort. With the equivalent of 102 horsepower it’s blindingly brisk, ridden carefully its range is a real world 80-90 miles, it has decent suspension and brakes and is smart and well put together. Yes, it’s also around £30,000, heavy and not particularly versatile but if you want an automatic, love the Harley brand and being the centre of attention wherever you ride, this is the one.
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Just when you might have been thinking we’d seen the last of Honda’s DCT offerings it came up with the CMX1100 Rebel, which is effectively a bigger brother to its popular CMX500 Rebel. With similar cruiser styling and a low seat it’s a friendly, accessible take on the cruiser genre but with a larger 1,100cc engine and the option of a DCT gearbox. That’s because the 1100 is based around the powertrain from the Africa Twin so, if you want an automatic, but want it in the cruiser style, this is the best place to come.
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Nor does Honda’s 1100cc DCT automatic family end there with the 1100 Rebel! In 2022 Honda went one further with the launch of its new NT1100 tourer. Inspired by its sensible but practical NT700 Deauville it’s again based around the Africa Twin powertrain, produces a useful and flexible 102 horsepower but has a more road-orientated chassis, larger, more protective fairing and broader more comfortable seat. And, as with the CRF and Rebel, it’s also available in automatic DCT form. The NT might not be the most stylish or thrilling of machines but it’s a great, practical commuter or mile-muncher and currently the best available in automatic form.
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