The NT1100 from Honda is familiar, making it seem like one of those guys’ “favourite things.” The midrange power appears to extend forever, the riding position is natural, and the way it handles and grips on a slick, twisty back road is excellent. The NT1100 has more than enough paper answers, so it doesn’t matter how many there are. You’re going to adore the NT1100 if you’re one of those people who knows why the Honda CBF600/1000, ST1300 Pan European, VFR800, Deauville, Transalp, or NC750 are fantastic bikes despite what the obnoxious stutterers in the press say. For the first 50 miles, I kept up with it.
The design is futuristic in a scooter-like way.
SUV was first used in the automotive industry. They use it to refer to an unusual off-road vehicle that is far more manoeuvrable than a people truck but isn’t quite as fast, heavy, or prone to swerving around curves as a 4X4 farmer’s van. Typically, the sole indication that an SUV is sporty is a badge on the trunk that says “Sport” (like the “sports” Hyundai Accent your weird neighbour used to drive). It’s also not very useful for anything other than providing assistance for moms in the middle class because it’s too huge to park, too roomy for cities, and too thirsty.
The Honda NT1100, on the other hand, is the ideal example of an SUV. If the suspension were better, it might be a very sporty motorcycle. The NT1100 is fantastic since the service items are cosy, affordable, and ready to log daily kilometres. And it is pretty cheap by today’s standards. The NT is a no-brainer for cyclists like myself, who ride most days of the week (including weekends). Unlike some dull and attractive Hondas, the NT also has some character and individuality. As soon as I saw one, I wanted one. I wish Honda had painted it in vibrant hues.
Previously, Sport Tourers were sport bikes with 6-inch handlebars and footpegs. Lowered. Fairings and screens were more extensive, and the engines were modified to produce less power.
Building a sport touring bike from an adventure bike makes a lot of sense.
The NT1100 rewrites this equation. It takes a touring bike to switch out the slick front wheel and large tires for a pair of 17-inch road rims and grippy, long-travel radials (because we all know the adventure bike ride for those of us who aren’t willing to admit we want a touring). The centre beams and stance are standard, but there is less suspension travel (though there is still plenty of movement—see later), more bodywork, and simpler electronics.
The adventure sports trip on bikes now looks hugely different from the racing replica it was initially. The NT has an open, welcoming feel similar to an adventure bike with better stability. Additionally, it uses road bike-style steering and brakes. Despite being a large motorbike, it doesn’t feel too lengthy or cumbersome like some adventure bikes.
Chain management on a centre rack is ten times simpler than on an Africa Twin.
Honda’s Dual Clutch Transmission (DCT) is a semi-automatic gearbox that can be used in fully automatic mode (four distinct settings) or as a manual, paddle-clutch gearbox without the clutch; it is installed in our long-distance test bike from BikeSocial.
If you have never used a DCT or haven’t in a long, the experience will be dominated by the early hours. The RHS switchgear should be in the “D” mode as you notice the bike is somehow travelling at a top speed of 31 mph. It spends considerable time in high gear while idling before downshifting. On the 1100cc twin, winding through traffic at 28 mph in sixth gear is best described as “distinctive,” although some might describe it as terrible or jittery.
Although the DCT first engages automatically, crossovers are simple and require only a simple steering twist to go forward.
D is bothersome, but the three-sport modes are much better, so choose DCT mode here.
The gearbox will hold the gears longer before shifting up and shift differently if you choose one of the three “Sport” settings. By manually turning it down or up or switching it into full manual mode, you can turn off the mechanism and enjoy the quickest shift you’ve ever experienced (and still shift to the first time when stopped).
DCT doesn’t stop being so annoying for an hour, which makes you wonder why you paid more for it. Most of the time, after that, you’ll forget about it. Go with “Sport” (S2 mode is my preference).
By day 3, you stop noticing it unless you’re riding on gravel (which feels awkward) or navigating traffic without a clutch lever, which makes you realize how absurd it is that we still use shifter controls on our bikes that date back to the 1920s.
After the first hour or so, switch between manual mode on the twisty roads and “sport” mode everywhere else, and you’ll realize that the DCT is a significant improvement. The rider will also adore it because it does away with the helmet-bashing rag that makes riding two wheels less enjoyable. Throughout the first few hours, try not to judge him. If none of those arguments persuades you, save £1,000 by purchasing the manual NT1100.
The good news is that using the NT1100 for the first time is delightful. The riding position is a fantastic compromise between ease of control and comfort. Although you are tall, the gift is protecting you. And the extra-long component of the Africa Twin is less helpful than the NT screen. It is difficult and impractical to adjust the screen when travelling. There is very little noise and no hissing in the lowest setting. It gets quieter and quieter at the top, but the top six feet are still visible.
Honda long ago discovered that 100 horsepower delivered properly could be thrilling (and economical)
DCT aside, initial impressions point to an engine with just the correct amount of power and torque in the appropriate range of revs. The readily achievable 55mpg ride like a fool is the perfect response to those “experts” who think 100hp isn’t powerful enough. There is plenty of midrange for overtaking, enough top end to run out of courage before the pace runs out, and enough top end to run out of power before the rate runs out. as part of a two-sport tour. They are mistaken since anyone over 25 realizes that a bike’s ability to move quickly depends on several factors, including power, torque, gear ratios, and fuel delivery. Fortunately, Honda’s engineers are much better at building fast bikes than your average bar patron, and it appears they put their knowledge to good use. They are the finest team for the NT1100 assignment.
Sadly, Honda’s crack suspension team had to be moved at the time, and it’s possible that they were replaced by the crack-free engineers who designed the CB1000R. The default settings in NT are pretty soft, which is fine if they weren’t persistently under-damping. Therefore, even though the NT has less suspension travel than its cousin, it seems to employ every bit of it whenever possible on a rough, rewinding road when braking and acceleration are the order of the day.
Although the brakes are excellent, the lowered suspension necessitates a smooth, strong riding style.
The preload can be readily adjusted when the seat is added, and the ride quality is good on motorways and uneven urban routes. NT falls short on sports tours in the “sport” component. The NT wheels lifted off the ground as we struck sharp bumps while pursuing a friend down a rough back road favourite, but it wasn’t too unpleasant. When it was halfway into a corner, the entire bike skidded a few inches to the left. You’ll recognize the sensation if you’ve ever driven a vehicle with a first-generation BMW ESA electronic suspension set to the softest setting.
The front and rear preload are the only modifications. Preload adjustment reduces some of the sags, but after comparing it to the standard Africa Twin, which has fully adjustable front suspension and preload and rebound adjustment in the rear, I was grateful that almost all the options and accessories I require are standard on the NT. I can use the money I save to hire a specialist to adjust the rear shock’s damping.
Most customers wouldn’t ride the NT1100 like a seasoned road tester with an invincibility mindset, Honda’s engineers bet. The NT’s eight-tenth suspension is effective on back roads.
Apart from that, which can probably be changed, I adore everything about NT. The challenge is, “Can I travel 300 miles to a tank?” after long days in the saddle.
2022 Honda NT1100 (and DCT) Specs
ENGINE
- Type: Parallel twin
- Displacement: 1084cc
- Bore x stroke: 92.0 x 81.5mm
- Maximum power: 101 horsepower @ 7500 rpm
- Maximum torque: 77 ft-lbs @ 6250 rpm
- Compression ratio: 10.1:1
- Valvetrain: SOHC; 4vpc
- Fueling: Two 44mm throttle bodies
- Transmission: 6-speed (DCT: Fully and semi-automatic)
- Clutch: Wet multi-plate (DCT: Fully automatic)
- Final drive: 525 chain
CHASSIS
- Frame: Steel, semi-double-cradle
- Front suspension; travel: Spring-preload adjustable Showa SFF-BP 43mm inverted fork; 5.9 inches
- Rear suspension; travel: Linkage-assisted, spring-preload adjustable Showa shock; 5.9 inches
- Wheels: Cast aluminium
- Front tire: 120/70 x 17
- Rear tire: 180/55 x 17
- Front brakes:
- 310mm floating discs w/ radially mounted 4-piston callipers
- Rear brake:
- 256mm disc w/ single-piston calliper
- ABS: 2-channel
DIMENSIONS and CAPACITIES
- Wheelbase: 60.4 inches
- Rake: 26.5 degrees
- Trail: 4.3 inches
- Seat height: 32.3 inches
- Fuel capacity: 5.4 gallons
- Estimated fuel consumption: 47 mpg
- Curb weight: 524 pounds (DCT: TBA)
COLORS
- Pearl Glare White
- Matte Iridium Grey Metallic
- Graphite Black
