There was some personal significance for me attending this press launch. I’d run a Honda NT1100 as a long-term test bike in 2022, covering 7000 miles in eight months. Though I’d generally enjoyed my time on the NT, the contentment was often punctuated with some annoying shortcomings. I was keen to discover if those flaws had been addressed on the second-generation 2025 model.
The new bike is an upgrade over the outgoing model but is not a radical overhaul. Though some of the changes are significant, the rest are a selection of more minor modifications designed to refine the package more than anything else.
Honda claim more midrange power and torque from the 1084cc parallel twin motor, which is shared with other models including the Africa Twin and CMX1100 Rebel. With tweaks to the engine internals, airbox, exhaust, and ECU, it delivers a claimed 7% increase in peak torque, which now sits 750rpm lower down the rev range. A new six-axis ECU provides finer control of the five rider modes’ electronics, with a restyled fairing, headlights and screen giving the NT a sharper, more modern and attractive look.
Three versions of the Honda will be available, the most significant being the highest-spec version, featuring DCT (Dual Clutch Transmission) as well as electronically-controlled suspension – a first for the NT1100. It’s this version we tested along the twisting, undulating routes north of Malaga in the Andalusian region of Spain.
Our 120-mile test ride started well, even before turning a wheel. A real bugbear of the old bike, for me at least, was its painfully awkward to adjust screen. This has finally modified to make raising and lowering it a far simpler operation, which can be done one handed on the move. Less appealing is the retention of the unmodified and ergonomically challenging left-hand switchgear.
With its additional buttons to cater for the DCT system, there are an unbelievable 16 buttons and switches to choose from. They may well allow you to fine-tune the bike’s engine and chassis to your more precise preferences in due course, but you’ll only be able to make adjustments quickly and instinctively after you’ve ridden the bike for a long time. If like me, you’ve owned one for a while, it proves to be less of a challenge. Until then, take your time learning what’s what.
While I’m knocking the NT, another irritating issue is having to wait for around 30 seconds after switching on the ignition for all the information on the 6.5” TFT dash to be displayed. Until then you can’t make any electronic adjustments, and even just wanting to check simple stuff like the time or fuel level takes too long. Quite often I cursed loudly during the delay, wondering why its display can’t be instantaneous.
Luckily the Honda does have a sufficient number of virtues to help you forget the handicaps, and it wasn’t long before I was reminded of those plus points and happiness was restored. The engine is instantly worthy of praise, and you can detect its extra pulling power in the midrange. Friendly, flexible and very much unhurried in the way it so strongly and effectively goes about its business, it’s happy at all rpm and throttle openings. Actually, that’s not strictly true, but the slightly over-keen response you might find in town for instance, can soon be dialled out by picking a calmer engine mode.
Delivering fullest engine power and engine braking, not to mention the least intrusive traction control level and firmest suspension damping, is Tour mode, while the softer option of the Urban mode calms things down noticeably, making the NT even more agreeable to ride. Rain mode softens everything off further still, while there are two user programmable modes which let you customise things more to your own liking – once you’re fully accustomed to all the options and what they actually deliver that is.
I can’t say I was at one with the bike instantly, but after just an hour in the new, reshaped seat, I generally knew what I wanted, and how to get it from the switchgear. I can’t say I noticed any claimed improvement in comfort, but as that’s always been a strong point of the NT anyway, that’s no bad thing.
I’ve had a fair few long days behind the ‘bars of the previous 1100, and always felt pretty fresh at the end of any trip – the relaxed riding position, excellent weather protection and decent seat all playing a part in this. I suspect the new bike will be just as, if not more endearing in this respect.
By the time I’d clocked 80 miles before lunch I pronounced myself pretty happy with the new Honda. We’d ridden it on a variety of roads, offering quite varying degrees of grip and speed, but the 1100 felt at ease with them all. I can’t say I noticed the claimed refinements in the performance of the DCT at slower speeds, though I’ve had enough time with the system to feel content with its workings and habits already. I always choose the DCT’s Sport setting over Drive as I prefer the timings of the gearchanges, which most of the time feel nigh-on seamless.
Mind you, not everyone likes a computer changing gear for them, and other journos on at the press launch weren’t always quite as happy as me with the DCT. All I’d say to anyone who’s a bit new to the arrangement is to give it as much time as you can to get used to it and the way it goes about things. Full familiarisation isn’t swift. Of course, not having a clutch lever is a bit of an alien concept to begin with, especially when you’re trying to execute stuff like super tight U-turns on the throttle alone.
I’ll admit to not being sure of DCT when I first tried it many years ago. But now I’m a huge fan of its slick, swift action and always prefer it over a manually operated gearbox. Though if you want to go for the electronically suspended option of the bike, then you’ll have no choice as Honda is only importing the DCT-equipped version of that model. I can safely recommend at least trying this version, particularly after I’d had the chance to briefly try a first-generation NT with manually adjustable suspension during the lunch stop.
Just as it always does, testing the two bikes back-to-back really highlights the differences between the two models, and though it might seem like an exaggeration, the old bike felt a bit horrid and less manageable compared to the new one. Just as I recall with my 2022 long-term test bike, when you ask for more from the bike, its handling starts to feel vague and uncomfortable, and you can’t get the best from the engine, brakes, or tyres.
The rear shock especially seemed soft, undamped and wallowy, and combined with OE tyres that lacked feel and feedback, I simply had to wave the white flag and really slow down. Returning to the 2025 model restored my faith totally, with the electronic Showa kit giving the bike far more support and composure in all areas. The NT might look like a bit a lethargic heavyweight on the spec sheet, but in reality, it’s a very nicely balanced motorcycle and handles surprisingly competently.
With the price difference for the button-adjustable suspension arrangement being just £420 more than the £13,679 manually adjusted/DCT bike, to me it’s a no brainer when it comes to model choice. Obviously, I’d need to try the more conventionally suspended 2025-spec NT to see how it compares directly, but I for one enjoy the massive convenience of being able to adjust the ride quality and control nigh-on instantly to suit different tastes, road conditions and whether I’m carrying luggage and/or a pillion.
Compared to the older bike, the new NT feels more like a sports-tourer, a term Honda repeatedly asked us not to label the new bike as, instead constantly emphasising it should be classed only as a ‘Tourer’. All I know is, with the suspension set appropriately, including adjusting the rear preload to raise the shock’s ride height to its max to quicken the steering, the Honda can be harried along very swiftly with superior predictability and control.
It's going to take me more time to assess if the bigger panniers, which can now take a full-face helmet, allow filtering as easily as the old bike’s can. And whether that slimmer, plusher seat results in the ability to clock even more miles in one hit. All I know is, after just a day in the saddle, although it’s still got some annoying traits, it’s distinctly more enjoyable and dependable to ride. The Showa electronic suspension is the biggest improvement, but the revised way to adjust the screen so much more conveniently also adds to the new bike’s higher score.
Honda has already sold 20,000 NTs, and I’d expect the improved version ought to add to that figure significantly. The new NT will help establish the 1100 as one of Honda’s most versatile all-rounders, capable of mile-eating with ease. With its excellent overall performance, ready to travel equipment package, also including standard-fitment heated grips, cruise control, and a centre standard, the new Honda is a really accomplished touring motorcycle that’s just got even better.
Specification: Honda NT1100 DCT (Electronic Suspension)
Price: £14,099 (UK)
Engine: 1084cc, parallel twin
Power: 101bhp @ 7500rpm
Torque: 112Nm @ 5550rpm
Transmission: Six-speed Dual Clutch Transmission, chain final drive
Frame: Steel-tubed semi double cradle
Suspension: Electronically adjustable 43mm Showa inverted telescopic fork, 150mm travel. Electronically adjustable Showa Prolink, mono-shock, 150mm travel
Brakes: Radially-mounted, four-piston front brake calipers and 310mm floating discs. Single-piston, rear caliper and a 256mm disc.
Wheels: 17” front, 17” rear, cast alloy wheels
Tyres: Front 120/70-17. Rear 180/55-17.
Wheelbase: 1,535mm
Ground clearance: 175mm
Seat height: 820mm
Kerb weight: 249kg
Fuel consumption: 56.5mpg
Fuel capacity: 20.4 litres
Contact: honda.co.uk
