Honda Dual Clutch Transmission (DCT)

Unlike belt-and-pulley automatics, Honda’s Dual Clutch Transmission (DCT) uses real gears. Two clutches ride on a hollow outer shaft and an inner shaft running inside it: one clutch drives the odd-numbered gears, the other the even-numbered gears. A shift motor takes on the role of a conventional foot pedal, rotating the shift spindle to move gears via the shift drum and shift fork, and the optional foot pedal rotates the shift spindle through that same motor. While one clutch is engaged, the next gear stays ready. As one clutch disengages, the other simultaneously engages the target gear: drive to the rear wheel stays uninterrupted for smoother acceleration and deceleration than a manual gearbox, while greatly reducing motorcycle pitching.

With no clutch lever or foot shifter to work, you can concentrate on the throttle and brakes. Stalling is impossible, cutting rider fatigue and stress in urban traffic. Manual (MT) mode lets you shift with left-handlebar paddle triggers, while Automatic (AT) mode offers regular D and sportier S settings that shift by vehicle speed, engine rpm, and throttle opening angle. Trigger a manual shift anytime in AT mode, and the transmission returns to AT mode afterward.

On the CRF1100L Africa Twin, a 6-axis IMU detects pitch, roll, and yaw angular velocity and acceleration for cornering detection, while enhanced launch and gearshift control keep response direct. The Africa Twin and X-ADV also add an off-road-focused G switch, while the GL1800 Gold Wing’s seven-speed version adds new dampers and works alongside Hill Start Assist, Idling Stop, and a forward-and-reverse Walking Mode.