- Patent reveals a Benda DCT with two separate clutches at opposite ends of the crankshaft
- Controlled by small electric motors instead of hydraulics, similar to E-Clutch technology
- Shown on the familiar inline-four, the technology is expected to debut in the 1,700cc inline-six
Benda is no newcomer when it comes to automatic solutions. The Chinese manufacturer, which maintains a branch in Salzburg, already fits several models with technology that takes over gear changes. That includes automatic clutches and CVT transmissions. Since EICMA 2025 it has also been known that a dual-clutch transmission is set to follow. A new patent now offers a closer look at how this automatic system could work technically.
What does Benda’s new patent reveal?
The patent shows a dual-clutch automatic transmission with two spatially separated clutches controlled by small electric motors. Benda describes a solution that can be fitted to existing engines.
The technology is shown on Benda’s familiar, sport-oriented inline-four engine. The basic principle matches other dual-clutch transmissions: the input shaft is split into two sections, with one half carrying the even gears and the other the odd gears. This allows two gears to be engaged at the same time. The shift happens as one clutch opens while the other closes. Because the engine is never completely disconnected from the rear wheel, gear changes are meant to be smooth. A computer handles the control.
How does Benda’s DCT differ from Honda’s dual clutch?
In Honda’s DCT, both clutches sit one behind the other on a single side of the housing and are controlled hydraulically. Benda, by contrast, places one clutch at each end of the crankshaft and controls them via electric motors.
Viewed in the direction of travel, there is one clutch pack on the left and one on the right, instead of housing both concentrically on a single side. For control, Benda relies not on oil pressure but on several small electric motors. This principle resembles Honda’s E-Clutch. The Benda Rock 707 already uses such an electromechanical clutch, though there only with a single clutch.
Why are two primary drives needed?
The layout with one clutch per transmission side requires two primary drives from the crankshaft. Benda solves this with a second primary drive on the left side, in the direction of travel, positioned directly behind the alternator rotor.
This design brings additional gear pairings with it. It stands to reason that this could create extra noise and added weight. How much additional weight results is not yet known. Clarity will likely only come once the system reaches production.
What advantages is the electromechanical control meant to bring?
The electromechanical control is meant to be simpler and cheaper than the elaborate hydraulics of classic dual-clutch transmissions. Benda uses the same actuators already found in its own models with an electronic clutch.
According to the patent filing, these actuators are practically identical to those used by other manufacturers offering an electronic clutch. This makes them simpler and cheaper to produce than the complex hydraulics that control clutch engagement and gear changes in conventional dual-clutch transmissions. Compared with the first draft, the current patent shows a technically more advanced approach.
Will the new automatic arrive in Benda’s six-cylinder?
Although the patent shows the technology on the inline-four, the automatic transmission is expected to appear in the announced six-cylinder engine. Benda already unveiled this 1,700cc inline-six back in 2025.
At EICMA 2025, Benda announced the system as an electromechanical dual-clutch transmission, or EM-DCT for short. The manufacturer states that this drivetrain is meant to become its flagship and set a new benchmark among luxury tourers. A load-bearing crankcase is said to be used, enabling a chassis that is both lighter and more rigid. However, the first images of the six-cylinder showed no sign yet of spatially separated clutches.
What does this mean for future Benda models?
Benda is developing its automatic transmission technology independently rather than relying on outside solutions. The patent suggests that production readiness of the dual-clutch transmission is getting closer.
Demand for motorcycles with automatic transmissions is rising, and Benda is joining this trend with its own technology. The patent thus fits into a whole series of new models and technical approaches with which the manufacturer is positioning itself across different classes. When the technology will make its way into a production model remains open.
➜ This article is part of our comprehensive overview: Motorcycle Patents and Future Technology: What Manufacturers Are Developing. Find all key information on this topic in one place.
Frequently Asked Questions
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What is the Benda DCT?
The Benda DCT is a dual-clutch transmission from the Chinese manufacturer Benda. It works with two separate clutches controlled by small electric motors. A patent shows the design on the familiar inline-four engine.
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How does the Benda DCT differ from Honda’s DCT?
In the Benda DCT, the two clutches sit at the ends of the crankshaft and are controlled electromechanically. At Honda, both clutches are located on one side of the housing and work with hydraulics. Benda is thus taking its own technical path.
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Which motorcycle is set to get the new Benda automatic transmission?
The automatic transmission is expected in the announced 1,700cc inline-six. The patent itself, however, shows the technology on the sporty inline-four. A specific date for a production model has not yet been announced.
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Does Benda control the clutches with hydraulics?
No, Benda controls the clutches via several small electric motors. This solution resembles E-Clutch technology and is meant to be simpler and cheaper than hydraulics. Such a control system with a single clutch is already in use in the Benda Rock 707.
