New Model: The NT1100 defined a new breed of Honda tourer when introduced as 22 year model, offering comfort, agility and hugely enjoyable performance. Building on its success, the NT receives a major upgrade for 25YM with an emphasis on further increasing rider comfort. The twin-cylinder engine gets a mid-range performance boost, while a six-axis IMU adds extra precision to several electronic rider aids. A new variant, the NT1100 Electronic Suspension, is also available with the sophisticated ride offered by Showa-EERA^TM, alongside the standard Showa setup. The sleek fairing has redrawn with sharper, more aggressive styling and features a revised height-adjustable screen that can be operated one handed, while the upper and lower wind deflectors have been reprofiled to ensure greater high-speed aerodynamic efficiency and outstanding weather protection. Twin LED headlights now employ DRL indicators for increased visibility and safety. The rear of the front mudguard has been extended 150mm for extra weather protection, the larger seat offers increased comfort and both standard-fit panniers now have larger internal volume. Electronic rider aids include three default riding modes with pre-set combinations of settings for Power and Engine Braking, plus two customisable USER options. HSTC with integrated Wheelie Control is available with 3 levels; Cornering ABS is a new addition. Radial-mount four-piston front callipers provide the braking power, 120/70-17 and 180/55-17 front and rear tyres the grip. A 6.5-inch TFT touch screen rounds out a premium specification and features Apple CarPlay® and Android Auto® connectivity. 

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Contents: 

1.    Introduction 
2.    Model overview
3.    Key features
4.    Accessories
5.    Technical specifications

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1. Introduction 

In a motorcycling landscape full of adventure-focussed bikes, the last decade has seen a limited number of choices available for riders looking for performance, handling, long range comfort, and technology but not necessarily the image or physical dimensions of ‘adventure’ were.

The NT1100 was introduced for 2022 precisely to increase those options. It’s a straightforward touring machine, with a full feature list and a sporty edge to its performance – the sort of bike that deals with the weekday commute efficiently and is also ready for an extended tour fully loaded. Designed to draw those with a long memory of similar Honda machines of the past, but also attract a much younger rider, it employs the frame and characterful twin-cylinder engine of the CRF1100L Africa Twin as a base, ensuring characterful, engaging performance – and packs in features and technology that broaden any motorcycle’s appeal.

With this combination of wide-ranging abilities and rich specification, already over 12,000 NT1100s have been sold, and it was Europe’s most popular sports tourer in 2023. For 25YM the NT1100 is receiving major upgrades to engine performance, practicality, and long-range comfort, as well as the introduction of an Electronic Suspension option. And, in the process, looks set to cement its place in Honda’s large range as one of motorcycling’s ultimate all-rounders.

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2. Model Overview

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Comfortable, agile, enjoyable. That’s the NT1100 in a nutshell. And for 25YM even more so.

Its 1,084cc parallel twin cylinder engine has been tuned – via intake, combustion and exhaust development – to produce 7% more low- and mid-range torque with no loss of peak power. 

A six-axis Inertial Measurement Unit (IMU) now controls not only the three-level HSTC with integrated Wheelie Control, but also Cornering ABS and Rear Lift Control. There are three default riding modes – URBAN, RAIN, and TOUR – with preset combinations of Power and Engine Braking, plus two USER modes allowing the rider to select their own preferred permutations.

The NT1100’s sleek styling has been updated with a harder, more defined edge and refined to deliver efficient aerodynamic performance with a riding position tailored for touring. The dual headlights now feature a unique DRL signature with integrated indicators for a sleeker look and increased safety through improved visibility. Upper and lower wind deflectors work to protect the rider while the adjustable screen can now be operated by the rider, one-handed, from a seated position. A redesigned seat offers improved comfort, whilst the standard-fit panniers have increased in volume – to take a full-face helmet each – and a front mudguard extender is a useful weather-proofing addition.

New for 25YM is the NT1100 Electric Suspension, which features Showa Electronically Equipped Ride Adjustment (Showa-EERA™) suspension. Offered alongside the standard Showa suspension-equipped ‘standard’ NT1100, the advanced Showa-EERA™ offers optimised damping in all riding conditions and situations, as well as the ability to adjust rear spring preload on the move.

As before, the steel semi-double cradle frame employs a relatively short wheelbase and sharp steering geometry. Dual 310mm front discs are paired with 4-piston radial-mount callipers; tyres are sized 120/70-17 front and 180/55-17 rear.

A 6.5-inch TFT touch screen provides full colour, customisable displays and offers Apple CarPlay® and Android Auto® smartphone connectivity. Cruise control, upgraded heated grips, ACC and USB charging sockets, self-cancelling indicators and Emergency Stop Signals (ESS) are also standard fit, as is a centre stand.

Honda’s proven six-speed Dual Clutch Transmission (DCT) is also newly updated for 25YM, redeveloped to improve low-speed feel and is now linked to the IMU for more intuitive gear shifting while cornering.

The 25YM NT1100 will be available in the following colour options:

• Mat Warm Ash Metallic *NEW*
• Gunmetal Black Metallic *NEW*
• Pearl Hawkseye Blue

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3. Key Features 

     3.1 Engine 

• Strong boost to mid-range power and torque as per 24YM Africa Twin
• Delivery, throttle response and exhaust note specific to NT1100
• Assist/slipper clutch control for manual six-speed gearbox 

Sharing the 24YM Africa Twin engine updates, performance is much stronger in terms of mid-range power and torque, as the dyno curves demonstrate. The 1,084cc, 8-valve parallel-twin engine continues to produce 75kW @ 7,500rpm with peak torque of 112Nm @ 5,500rpm, up from 105Nm @ 6,250rpm. Bore remains 92mm with 81.5mm stroke; compression ratio is now 10.5:1 (from 10.1:1).

Throttle By Wire (TBW) provides engine management and PGM-FI feeds the throttle bodies. Throttle control – therefore drivability – has been optimised and made more linear through reduced torque fluctuation in the lower gears.

The airbox intake ducts go from 25mm diameter to 33mm, to draw in more air, while the two internal trumpets that feed air from the airbox are both an extra 65mm longer. 46mm throttle bodies feed the inlet ports, and the bore and cylinder pitches are aligned to create a smooth air intake profile. There are new ECU settings and the injector angles deliver a direct spray into the twin-spark combustion chambers.

Immediately noticeable, the new engine sound is accompanied by smooth, powerful acceleration; perfect for the wide-ranging duties the NT1100 is built for.

Honda’s SOHC Unicam valve train and the low-set position of the cast camshaft contribute to the compact nature of the cylinder head and entire engine package; inlet valves are 10.1mm in diameter, exhaust valves 9.3mm. 

Aluminium cylinder sleeves keep weight low while the 270° phased crankshaft and uneven firing interval create the engine’s signature ‘throb’. The crankshaft has been redesigned, as have the con-rods, which now feature a revised curve radius, increasing from 70 to 75R, and re-shaped and strengthened bottom end design. The pistons too are now 400 micron (0.4mm) longer with revised crowns to help boost the compression ratio.

The crankcases are split horizontally; the water pump is housed efficiently within the clutch casing with a thermostat integrated into the cylinder head. Manual and DCT versions of the engine share common crankcases with only minor external differences; the water and oil pumps are both driven by the engine’s balancer shafts.

At the bottom end is a semi-dry sump with in-tank lower crankcase oil storage. This allows a lower pan depth to keep overall engine height low. As the pressure-fed pump is located within the tank where it delivers its oil from, there is no need for a pressure-feed passage. Secondary vibrations are neutralised by the mutually reciprocating motion of the pistons, while primary inertial and coupling vibrations are cancelled by use of biaxial balance shafts. The aluminium clutch centre and pressure plate use ‘assist’ cams to ease upshifts and ‘slipper’ cams for deceleration and downshifting.

For 25YM the catalytic system has been revised to deal with the increased output. A crank pulsar – with relator teeth spaced at 10° intervals – manages misfire detection, important for OBD2/EURO5+ compliance. An additional O2 sensor, positioned at the rear of the convertor, gives more accurate emissions measurement read outs.

3.2 Engine Electronics 

• Six-axis Inertial Measurement Unit (IMU) now in control of all ride systems
• Three default riding modes to choose from, plus two customisable modes
• Three level Honda Selectable Torque Control with integrated Wheelie Control

Throttle By Wire (TBW) management and a six-axis Inertial Measurement Unit (IMU) are at the heart of the NT1100’s new electronic package. There are three pre-set riding modes for the rider to choose from, covering a wide variety of riding conditions and three levels of management for Power and Engine Braking, with level one delivering the maximum of either parameter. Mode selection is managed from the left-hand switchgear.

• URBAN is standard and offers an all-round middle setting of engine Power and Engine braking.
• RAIN reduces engine power and engine braking for extra reassurance on wet or slippery surfaces.
• TOUR gives full engine power and standard engine braking, for strong acceleration while carrying a pillion and luggage.
• USER 1 and USER 2 modes offer the ability to customise between all the settings for the preferred combination. Once set, the USER setting is automatically stored so there’s no need to re-set each time the ignition is turned on.

There are also three levels of Honda Selectable Torque Control (HSTC) with integrated Wheelie Control – each level’s amount of intervention is optimised to work with real-time input (yaw/roll angle and rate) from the IMU. Level three provides the highest intervention. An indicator in the instrument display activates when HSTC is working; it can also be turned off completely.

3.3 Dual Clutch Transmission (DCT)

• DCT now linked to IMU control
• Shifting schedule optimised for cornering to utilise engine’s extra torque
• Smoother low-speed response and feel
• DCT offers choice of Automatic (AT) or Manual Transmission (MT)
• Three-level S mode for wide-ranging sporty AT shifting performance

Honda has sold over 240,000 DCT-equipped motorcycles across Europe since the system first appeared as an option on the VFR1200F in 2010. Testament to its acceptance in the marketplace, since the NT1100’s introduction, 66% of customer have chosen the DCT option over the manual.

The system delivers consistent, seamless gear changes and very quickly becomes second nature in use. It uses two clutches: one for start-up and 1st, 3rd and 5th gears, the other for 2nd, 4th and 6th, with the mainshaft for each clutch located inside the other for compact packaging. Each clutch is independently controlled by its own electro-hydraulic circuit.

For the 25YM update two DCT upgrades were the target for Honda’s development engineers. First, smoother starting from standstill and control at low speed – under 10km/h – for U-turns etc. This requires a ‘quick yet gentle’ driving force at small throttle openings.

Surpassing the operating parameters of the previous generation DCT the new technology electronically estimates the oil pressure of the clutch piston chamber and completely reviews the way feedback gain is applied – rather than just relying on an oil pressure sensor upstream of the clutch piston – resulting in improved, more delicate clutch response.

Secondly, with a shift schedule specific to the NT1100, and to use the engine’s stronger mid-range torque and IMU cornering detection, DCT now holds onto gears for longer while braking before downshifting to make smooth use of the drive. Similarly upshift timing has been improved to match the engine’s character.

Consistent, fast and seamless gear changes are always on offer. Furthermore, as the twin clutches transfer drive from one gear to the next with minimal interruption of the drive to the rear wheel, any gear change shock and pitching of the machine is minimised, making the change feel direct as well as smooth. Extra benefits include durability (as the gears cannot be damaged by missing a gear) impossibility of stalling, low stress urban riding, reduced rider fatigue and – crucially – the ability to concentrate more on riding lines, braking and acceleration points. 

The DCT system offers two distinct riding approaches – Automatic Transmission (AT), with pre-programmed shift patterns which constantly read vehicle speed, current gear and engine rpm to decide when a shift should occur, and Manual Transmission (MT), for gear changes using the paddle-shift style triggers on the left handlebar.

There are two settings within AT to choose from; D mode offers effortless riding and maximum fuel efficiency. S mode serves up 3 levels of sports-based shifting. Level 1 is the most modest, changing gears in the medium rpm range. Level 3 is the most aggressive and programmes shifts at higher rpm while Level 2 is the intermediate point between the two.

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3.4 Styling & Equipment

• Crisper, more aggressive fairing style, redesigned five-way adjustable screen that can be operated one-handed, and longer mudguard offer increased weather protection
• LED projector headlights now feature DRL indicators
• Larger capacity panniers accept a full-face helmet each side
• Heated grips, plus centre stand, USB and ACC socket all standard equipment as well as 6.5-inch TFT screen with full smartphone connectivity

The NT1100 was designed from the outset as a sporting, agile bike but one that’s also enjoyable to ride all day with efficient, protective aerodynamics and easy-going ergonomics all centred around rider (and pillion) comfort. The 25YM builds on these attributes; its development centred around even higher levels of comfort and practicality.

As before, this motorcycle’s form is also about function – with the aim of elevating the quality of the riding experience. But immediately noticeable when compared to the outgoing design the solid, three-dimensional upper fairing (now partially constructed from bio-degradable Durabio) without the need to mount indicators has been recut with much more aggressive – and tightly wrapped – angles to both sides and ‘face’, matched by a svelte tail section. As before, this motorcycle’s form is also about function – aimed to elevate the quality of the riding experience.

The twin headlights comprise LED projectors, which incorporate Daytime Running Lights (DRLs) and subtle integrated indicators. Contrasting high/low beams express an intriguing ‘hidden eye’. All other lighting is LED. Fitted as standard, upper and lower deflectors provide wind and weather protection around arms and lower body.

The screen has been completely redesigned; riders can now raise or lower it one handed while seated on the bike. It offers five-stage adjustment for height and angle through a total of 167mm between the high and low positions. Set low, it sends air around the shoulders; set high it moves air over the rider’s helmet.

To protect both bike and rider from mud and water, the mudguard is now 150mm longer at the rear thanks to a new splash guard extension covering the rear of the tyre. The rider integrates into the machine neatly, enveloped by the protection offered by the new, reprofiled fairing.

A wide, thick seat, with optimised cushion density for comfort, offers a luxurious expanse for two; the sitting area towards the rear of the rider’s seat has been increased 20% without reducing ground reach. Seat height remains 820mm and, as before, a large grabrail for the passenger extends from the rear rack.

The exhaust muffler is set low to maximise pannier volume. And it’s the standard-fit, detachable panniers that are one of the NT1100’s key features. For 25YM volume has been expanded with 25mm deeper lid space (meaning the new panniers will fit the previous design). Pannier volume is now 37L left and 36L right (from 33L/32L) and both panniers will hold a full-face helmet.

Bright and easy to read, the 6.5-inch TFT touch screen offers three choices of screen display; GOLD shows all numeric and mode information. SILVER centres on the speedometer and rev-counter, BRONZE on the rev-counter. The background colour can be set to black or white. Apple CarPlay®, Android Auto® and Bluetooth connectivity allows access to smartphone functions via the TFT display.

A high quality, weight-saving addition is use of a SKYRICH HJ13L lithium-ion battery. Contributing to mass centralisation it’s 2.5kg lighter than the previous design. The premium specification is rounded out by self-cancelling indicators and Emergency Stop Signal (ESS) technology; practicality is furthered through the application of 12v and USB sockets, and a useful centre stand arrangement.

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3.5 Chassis

• New six-axis IMU control now standard; Cornering ABS provides sure-footed braking alongside Rear Lift Control
• New option of Showa Electronically Equipped Ride Adjustment (Showa-EERA) suspension or standard Showa 43mm inverted front forks and rear shock
• Steel semi-double cradle frame and bolt-on aluminium subframe
• Dual 310mm front discs and 4-piston radial-mount callipers

At the very heart of the NT1100’s newly elevated handling performance (both variants) is a six-axis Inertial Measurement Unit (IMU) tucked away at the centre of the machine that measures – in real-time – roll angle/rate, pitch angle/rate and yaw angle/rate. It works through the TBW system to aid the management of rear wheel traction via Honda Selectable Torque Control (HSTC), and front wheel lift through Wheelie Control.

Cornering ABS is another addition, as is Rear Lift Control. The IMU takes in lean angle, deceleration (from front/rear wheel speed sensors) and incorporates the slip rate of the front and rear wheels to manage braking pressure through the ABS; likewise if it detects sudden rear wheel lift, it finely controls brake force to maintain stability.

Also new for 25YM is the option of Showa Electronically Equipped Ride Adjustment (Showa-EERA™) suspension on the NT1100 Electronic Suspension. Proven on the Africa Twin Adventure Sports (and now also available on the Africa Twin) and with settings specifically developed for the NT1100, the system automatically provides optimum damping force relative to the stroke speed. It works by adjusting the damping level based on information from three sources: bike speed (from the ECU), the bike’s stance and attitude (from the Inertial Measurement Unit) and the fork behaviour (from the stroke sensor).

The Suspension Control Unit adjusts suspension behaviour within a mere 15 milliseconds (0.015 seconds) of these calculations being made. The system’s flexibility means that damping adjustment can be programmed to change as the vehicle speed changes – allowing firmer damping at higher speeds, for example. 

In practical terms, the Showa-EERA™ means the rider can select all-round urban ride comfort, high speed touring stability or precise response in the rain at the touch of the meter. Showa-EERA™ also reduces excessive dive under hard braking.

Three pre-defined suspension modes are available:

• URBAN is the equivalent of the standard Showa suspension setup, for agile handling in a wide range of situations.
• TOUR delivers maximum braking and turning stability and the firmest damping for high speeds and two-up, fully laden touring.
• RAIN softens damping reaction to smooth and slow suspension response in wet conditions.
• USER allows a personal choice of damping and preload settings.

Showa-EERA™ also offers the rider the ability to adjust spring preload finely, through 24 steps, at the rear while on the move. The standard Showa setup is also available; The 43mm Showa cartridge-type inverted front forks feature 150mm travel and are preload adjustable. Like the forks, the single-tube pressurised Showa rear shock offers 150mm axle travel; it uses a 14mm diameter rod. To make carrying a pillion and/or luggage easier, spring preload adjusts hydraulically, and remotely.

The wheels are aluminium, fine diecast with a sand core allowing a hollow hub centre for the front. An intersecting spoke design (with the spokes attaching to the rim diagonally) offers several benefits: it smooths road vibration in a straight line and offers high rigidity for cornering. Tyres are sized 120/70-17 front and 180/55-17 rear.

Wheelbase is set at 1535mm, with rake and trail of 26.5°/108mm and 175mm ground clearance. Kerb weight for the NT1100 with manual transmission is 238kg, 248kg with DCT. The Electronic Suspension options gains a further 1kg.

Dual 310mm front discs are squeezed by lightweight, 4-piston radial-mount callipers. The rear 256mm disc uses a mono-piston calliper.

4. Accessories

There are a range of accessories tailor made ready for the NT1100, including a quick shifter with autoblipper function, aluminium cosmetic panels for the luggage and a brand new decorative sticker set available in two colours. To make it easy for an owner to get their NT1100 the way they want it, two packs are also available (all items can also be purchased separately)

The Urban Pack has been developed to enhance the NT1100’s commuting abilities:

• Colour matching 50L Top Box with Inner Bag and Back Pad
• Alarm

The Voyage Pack builds on this further, designed to make the most of longer hauls and features:

• Colour matching 50L Top Box with Inner Bag and Back Pad
• 4.5L Tank Bag
• Rider/Pillion Comfort Seats
• Comfort Pillion Footpegs
• Fog Lights

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5. Technical specifications

All specifications are provisional and subject to change without notice.

^{# Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.}