Motorcycle specifications HondaNT 1100 2025 Further is too close

Honda is one of the few manufacturers to keep a pure tourer in its range. I'm not talking about the Goldwing, elevated to the status of legend and therefore indispensable, but about a machine born to ride on the road in the definition of Grand Touring. Without being a trail-GT; so many brands have monopolized this role.

almost all of them abandoned the GT sector long ago, disgusted by the BMW R 1200 / 1250 / 1300 RT. To everyone's surprise, Honda picked up the gauntlet in 2022 with the NT 1100. An archetypal all-rounder, not necessarily sexy, but efficient and well-equipped. The kind of bike where you load up your suitcases, don't ask any questions and just ride till you drop.

only 3 years later, here's a significant update for her, with far more modifications than her looks would suggest. The NT 1100 retains that big, plump-pocketed scooter design, placid at first glance yet more dynamic when you get down to the details. The kind of exercise that makes the 2025 facelift stand out. Not blatant, almost timid, but clearly a work in progress.

the new NT 1100 ' s fairing flanks have been redesigned to be a little tauter and more alert, while retaining its discreet identity. The front indicators have disappeared to clean up the sides and now live in the headlights. A first in the motorcycle world. This techno-ethereal look cleverly underlines the Honda's more protective front end. By listening carefully to our customers, we have made a number of changes to optimize comfort. Lots of subtle little things, with a real influence on everyday life: new vents to reduce pressure on the bubble, which itself is still adjustable on 5 levels but more easily (with one hand), optimized side deflectors, a 15 cm longer front mudguard to reduce water splashes, a more comfortable saddle with modified foam density and 20% more surface area for the rider's buttocks, improved heated grips, and last but not least, larger panniers now boasting 37 and 36 liters of capacity (4 liters more each).

to give the cases more volume, their lids are 25 mm deeper. That's a slab, almost the width of a thumb. But it's enough to finally fit a full-face helmet.
The NT 1100 likes to lean on the structure of its adventurous Africa Twin cousin. For one thing, there's no need to develop an entirely new platform. On the other hand, it benefits directly from technical improvements. Such is the case with the engine. On its own, the 1084 cm3 parallel twin doesn't really evolve. But if you increase the compression ratio and the diameter of the intake ducts, lengthen the trumpets in the airbox, revise the catalytic system and soften the ride-by-wire, the engine will give you more mid-range torque, an 8 Nm increase in maximum power and smoother running. The big NT still develops 102 hp at 7,500 rpm, but torque rises to 11.4 mkg once you hit 5,500 rpm.

a plus for the engine and all-weather enjoyment.
It's a different doctrine for the chassis. There are no changes, except that.... The NT 1100 retains its steel frame, 310 mm brakes with Nissin 4-piston radial calipers, and Showa suspension - a 43 mm upside-down fork and a monoshock with adjustable preload via a remote dial.
But if you opt for the EERA version... The fork is bigger, and more wires and sensors are installed... The ultimate improvement to the NT 1100 family is the arrival of semi-active suspensions. As the Africa Twin is available with this Showa-controlled system, the technology transfer could easily take place. Honda certainly waited for a certain level of market demand before offering it on its tourer. This is now possible. The NT1100 Electronic Suspension adopts several levels of damping to suit the rider's preferences. In France, this version must be fitted with the DCT automatic gearbox.
the dual-clutch robotized gearbox is a component much appreciated by Honda customers. Highly responsive and often close to human efficiency (sometimes better in certain circumstances), the Dual Clutch Transmission also receives a minor update:
- Smoother starting and enhanced control at low speeds thanks to software-based oil pressure estimation
- Gear management is more dynamic, encouraged by increased torque and the arrival of an IMU.
The gearbox still offers a manual MT mode for fingertip shifting, or several automatic modes: D for leisurely driving, S1 / S2 /S3 for more rhythm - from the smoothest to the most aggressive.

you were talking about IMU not a minute ago?!? Yes, the NT 1100 is equipped with a 6-axis inertial unit. This enables it to make its ABS active when cornering, and to improve the efficiency of its tractioncontrol, HSTC torque control and wheeling control. All that's left to do is adapt your preference with the Driving Modes. Three pre-programmed (Urban - Rain - Tour) and two customizable (User 1 & 2) to adjust one of 4 power levels, 3 for HSTC, and 3 for engine brake management.

That's what the (busy) commodo and 6.5" color TFT screen are for. Very comprehensive, but requiring a little patience and brainpower, the interface offers several themes, Apple CarPlay and Google Android Auto apps, smartphone management and essential on-board info. Inherited from theAfrica Twin, the small additional speedometer retains its position as second crew; very practical when GPS navigation is active.
the Honda NT 1100 also features a center stand, a USB port, an accessory socket, a new Li-Ion battery, turn signals with automatic extinction and epileptic warning in the event of emergency braking, a package holder combined with good passenger grips, and the same weight as before. This tourer weighs 238 kg. Plus 12 kg for luggage. And 10 more if you take it with the DCT. And another 1 if the suspensions are electronic. Fully loaded, it still weighs 262 kg. The lightest in its class. A BM is 15 kilos and 10 bricks lighter.

with its presence and prerogatives consolidated , the new Honda NT 1100 is more comfortable on the road. Its charisma is as unobtrusive as ever, with a commitment to practicality and efficiency at a much lower price. And the alternative of traveling on something other than a trail bike (that's all there is everywhere).
Pricing is simple: 1,000 euros more per module. The NT 1100 DCT costs 15,749 euros, while the most fully equipped version (excluding accessories) with DTC and EERA costs 16,749 euros.

M.B - Manufacturer's photos

driving mode details :

URBAN: for most situations, with intermediate power and engine braking;
RAIN: limits power and engine braking for greater confidence in precarious grip conditions;
TOUR: for heavy use, with passenger and luggage, with maximum power (acceleration) and intermediate engine braking;
USER 1 & 2: allows the rider to define two distinct personalized settings. Settings defined in USER mode are automatically saved and do not require reprogramming when the ignition is switched off.