Very first thing’s first: Though the 2025 Honda NT1100 DCT is new to the U.S. market, Honda launched this platform in Europe in 2022. So whereas this bike is “new” to you and me, it’s not “first-model-year-glitches” new. By the point I bought my sticky little fingers on it, Honda had already bought over 12,000 NT1100s, giving them ample time to work out no matter little niggles this platform had since its introduction. That’s necessary, as a result of whereas my two-day take a look at trip doesn’t communicate to long-term reliability, 1000’s of models bought over three years certainly does.
I also needs to point out that the U.S. mannequin will solely be obtainable with a 6-speed computerized Twin Clutch Transmission. Which means there is no such thing as a clutch lever or shift lever like your cool neighbor Bob could be accustomed to. Certain, as a handbook clutch man since I used to be 9 years outdated, I used to be initially just a little nervous about spending two days with a DCT, despite the fact that it’s been obtainable on varied Honda merchandise since 2010, with hordes of bike devoted waving off a conventional clutch system ever after. However I gleefully deserted any considerations exactly two minutes into the trip, and so will you. Extra on that later.
As soon as I equipped and swung my leg over the NT1100, I observed it felt a bit taller, slimmer, and lighter than different sport-tourers I’d ridden up to now. As a former motor officer, I’ve spent substantial seat time on the Honda ST1300, Kawasaki Concours 14, Yamaha FJR1300, and BMW fashions from the 1150RT-P as much as the present 1250RT-P. In comparison with these, the NT1100 is most positively much less imposing, say extra alongside the strains of the Africa Twin, from which this platform is derived. The bar placement is just a little larger and wider than the above-mentioned sport-tourers, the 5.4-gallon tank feels comparatively narrower between my legs, and the five-position manually adjustable (one hand does the trick) windscreen appears far smaller. That stated, I additionally observed my legs tuck in properly contained in the bodywork, the grips are heated, and the seat is thick and broad, with nearly 3 inches of padding. These are only a few indicators that the NT1100 had touring on the mind when it was born.
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Upon firing the 1,084cc parallel-Twin Unicam motor to life, I used to be rewarded with a clean however considerably grunty undertone at idle. I additionally observed a scarcity of vibration or engine chatter that generally accompanies motors that make themselves recognized at standstill. This has to do largely with the truth that the engine makes use of biaxial stability shafts, which considerably knock down undesirable vibrations in any respect rpm, together with idle. This balancing act has the additional benefit of permitting Honda to strong mount the motor for higher chassis rigidity. I appreciated the responsive but pleasant voice of the 101 horses as I blipped the throttle-by-wire whereas ready impatiently to unpack the 86.2 lb-ft of torque trapped contained in the compact however cozy NT1100.
The DCT presents three totally different using experiences. I might choose D for Drive, which might do all of it for me, enabling computerized upshifts and downshifts whereas maintaining consolation and gas economic system in thoughts. I might choose S for Sport, and the ECU would let the engine rev just a little larger earlier than upshifts and would trigger downshifts to happen a bit larger within the rev vary for added engine braking. Or I might choose MT for Handbook Transmission, placing me in full management of shifting through triggers subsequent to the left-hand grip. After rereading my horoscope, I made a decision on the closest choice to a conventional clutch system and chosen MT.
Upon making my choice and pushing the button, I famous a direct and direct mechanical engagement into 1st gear. There was zero “clutch creep” or any indication the bike wasn’t secure and managed underneath me, however simply in case, my pleasant neighborhood Honda man suggested me that the NT1100 comes with an emergency brake, a bodily lever you throw (mounted on the handlebar and utilizing a devoted rear caliper) that stops the bike from rolling should you’re on an incline. This consists of each time you shut the bike off, as a result of it mechanically goes into impartial and may roll on the slightest of inclines. It sounded odd, however after setting the E-brake a couple of instances, I made a decision I preferred it. Merely put: It’s foolproof and, with out query, I’m a idiot.
As I rolled on a small quantity of throttle, I used to be rewarded with instant ahead thrust. Sure, it was clean and controllable for positive however very direct, with no pointless slipping or driveline slop. As soon as I hit the road and accelerated, the motor pulled impressively from down low all over to redline, which I hit nearly instantly on account of my failure to shift gears. Seems the bike nonetheless wanted me to stay engaged and participatory within the shifting course of, so I started utilizing my left index finger and thumb to click on by the gears, forgetting all concerning the lack of a clutch or toe shift lever thereafter. Previous canine can be taught new tips.
Over the course of the following hour of using, I started enjoying with the 5 using modes through simply accessible switches on the left grip cluster. As soon as I made my choice and visually confirmed it on the 6.5-inch TFT show, the ability supply, engine braking, and ABS intervention have been instantly altered. This on-the-fly adjustability, coupled with my capability to play with Selectable Torque Management, meant I had a mild-to-wild choice on the push of a button. However as a result of the NT1100 was so composed even in its wildest setting (and the climate was flawless), I selected to reduce intervention and maximize energy output.
When it got here time to clean within the new 17-inch radial Metzeler Roadtec tires (and footpeg feelers) on the miles and miles of twisties between Costa Mesa and Borrego Springs, California, the motor actually confirmed me what all of the fanfare was about. It didn’t matter how I ate up the tarmac. In some areas I’d lug the motor from level to level, and different locations I’d pin the throttle, maintain the gear, and stretch the rev ceiling to the moon ready for my subsequent flip level. The engine didn’t care; it was equally potent in both scenario. And I by no means bought caught off guard after I hustled previous the panorama. After I twisted the throttle, I obtained completely metered energy pulses, and the extra I twisted, the extra I bought.
And do you keep in mind how I discussed I used to be all concerning the Handbook Transmission mode for the DCT as a result of I wished to supervise all of the shifting motion? Nicely, the entire rattling system labored so exceedingly properly that I ended up simply leaving it in Drive mode and producing an up- or downshift with my fingers after I determined I wished a barely totally different gear. And identical to the Drive mode, I might set the DCT to Sport mode and nonetheless manually override the present gear by the push of a button. In brief, it doesn’t matter what mode I used to be in, I used to be nonetheless in cost and capable of fine-tune changes to my gearing at any level. Might I simply set it and neglect it and have it do all the things for me? Certain, nevertheless it took my ego a couple of miles of handbook mode to lastly let that occur.
The place this DCT does require a rethink is in slow-speed tight environments the place you’d usually slip your clutch to modulate your speeds, like tight U-turns or slow-speed cone using. With this technique, I discovered I wanted to tug the rear brake a bit and apply mild throttle to get issues finished. The brake turned the modulator of my momentum, whereas the throttle offered the wanted energy to the driveline. I did tight full-lock figure-eight patterns utilizing this strategy, and it’s doable in small doses.
If I needed to choose an unsung hero on my trip, it might most positively be the dual radial-mounted entrance brakes that labored superbly all over the place. They have been sturdy and fade-free and maintained good energy and predictable modulation in any respect utility factors. Most notably, I didn’t undergo any unneeded intrusion from the ABS, which was a giant aid after I pushed into threshold braking.
GEAR UP | Honda NT1100 DCT
Sadly, as elegant because the brakes have been, they revealed a big quantity of front-end dive within the Showa SFF-BP fork. With one fork tube dealing with compression and the opposite rebound, I discovered the fork to be under-sprung when the speeds picked up and I started making fast route modifications. Even after I grabbed a flathead screwdriver and set the preload adjuster to max, they nonetheless felt too comfortable for my liking. That stated, the non-adjustable compression and rebound settings did a very good job of serving to maintain the fork considerably planted once they quickly moved by their vary of movement.
As for the rear shock, I used to be capable of stiffen the bike up a bit and settle it again down all with a spin of a preload knob, with a variety of adjustability that ought to go well with two-up rides with out challenge. I’d fee the suspension a strong B (an A should you dropped in a higher-rate spring within the fork) as a result of for all of the undesirable fork dive I’m whining about, the NT1100 dropped into corners willingly, tracked by mid-corners predictably, and maintained stability and traction upon nook exit, all of the whereas remaining comfy and composed on lengthy stretches of freeway.
Different issues I famous whereas at pace, in no specific order: The windscreen is, for my part, far too small for significant touring. I skilled vital buffeting in all positions and speeds. No, it’s not a deal breaker, however I’d plan to step up your paper route and purchase a much bigger choice when it turns into obtainable. And the TFT touchscreen show regarded and labored superbly, permitting me to maintain my gloves on all the time I operated it.
What wasn’t as simple to function was the turnsignal, as a result of most instances I made the try, I inadvertently hit the DCT paddle positioned immediately beneath it and facilitated an undesirable downshift. I should have bumped it 20 instances over two days of using. Not nice.
On the expertise facet, I appreciated accessing the USB-A port to maintain my telephone charged whereas I linked to the wi-fi Apple CarPlay (Android Auto can be normal). And whereas I seamlessly engaged the cruise management and it labored as marketed, I ended up shutting it off as a result of it’s not an adaptive system that adjusts my pace and following distances, so I bought bored with persevering with to readjust it.
My total opinion of this bike is extremely favorable. With an MSRP of $11,899, you get an exquisite do-it-all bike with Honda reliability. That’s robust to beat. And for the comparatively low further value of a bigger windscreen and a fork spring swap, I might (and would) take this bike nearly wherever my fool associates determined we must always go. Does it have all the ability, consolation, adjustability, expertise, and cache of dearer bikes? No, however I’d enterprise that should you fancy your self a mile-munching motorcyclist, it gained’t matter a lot to you. The 2025 Honda NT1100 will go as lengthy and much as you dare, with sufficient creature comforts to assist compensate for the truth that the mind may nonetheless really feel 12 years outdated however the physique certainly doesn’t.
2025 Honda NT1100 Specs
- Base Value: $11,899
- Value as Examined: $13,095 (panniers, pannier mount package, pannier colour panels, lockset)
- Web site: PowersportsHonda.com
- Guarantee: 2 yrs., unltd. miles
- Engine Sort: Liquid-cooled, transverse parallel-Twin, SOHC w/ 4 valves per cyl.
- Displacement: 1,084cc
- Bore x Stroke: 92.0 x 81.5mm
- Horsepower: 101 hp @ 7,500 rpm (manufacturing facility declare)
- Torque: 86.2 lb-ft @ 5,500 rpm (manufacturing facility declare)
- Transmission: 6-speed computerized Twin-Clutch Transmission
- Closing Drive: Chain
- Wheelbase: 60.4 in.
- Rake/Path: 26.5 levels/4.3 in.
- Seat Top: 32.3 in.
- Moist Weight: 547 lb
- Gasoline Capability: 5.4 gal.
