Honda have made "auto" transmission motorcycles, however not with belt drives but with atorque converter set up.

Honda started with the Hondamatic CB750/4, which first appeared in 1977, with a foot-operated gear lever to select neutral, low or high ratios. Low ratio would carry the rider smoothly to 60mph before switching to the high ratio - although you could pull away in high ratio with no problem although progress was leisurely. The bike was detuned from 65bhp to give 47bhp at 7500rpm, and ran lower compression (down from 9:1 to 7.7:1) than the standard model. There was no hand-operated clutch and instead a torque converter, very similar to the one used in the Civic, shouldered the load. A centrifugal hydraulic pump was driven by the engine and threw streams of oil at a veined turbine wheel. This wheel in turn drove the gearbox shaft and the oil drained back to the centre of the pump to be re-circulated again.

Effectively the 750 was a semi-automatic because the rider still needed to shift manually between high and low ratios, but it was more hampered by a lack of overall oomph than any problems with the transmission. It cost as much as a standard 750 but topped out at around 105mph at a time when its competitors were nudging 120. Around 9000 CB750 automatics were sold when the model was discontinued in 1978.

Honda had another bash at the same scheme with an automatic version of their CB400 parallel twin. This also used a torque converter and offered the rider a choice of two ratios. The motor wasn't detuned this time but the transmission sapped the standard 400's 43bhp to such an extent that the bike's performance suffered. The twin was never light on its feet and the lardy 400A could be outpaced by a commuter 250 - and so once again the public weren't tempted to turn automatic.

The high price of automatic motorcycles when new combined with their mass, complexity and poor fuel economy to make them thoroughly unappealing to exactly the audience they were supposed to attract.