Highs and Sighs: 2025 Honda NT1100 DCT
At long last, the 2025 Honda NT1100 DCT arrives Stateside to fulfill our traditional 17-inch-wheeled sport-touring desires. Since the departure of Honda’s shaft-driven sport-tourers, such as the ST1300 and VFR1200F, Big Red has been out of the road-focused sport-touring game, while aiming much of its efforts at the ever-popular ADV market via its versatile Africa Twin CRF1000L platform. Well, those of the tarmac riding persuasion have a new ST machine to ponder in the NT1100, which borrows core components from the recently revamped Africa Twin range, including its frame, six-axis IMU-supported rider aids, 1,084cc Parallel-Twin engine, and semi-automatic Dual-Clutch Transmission.
We’ve covered the 2025 Honda NT1100 DCT thoroughly in our review, but let’s cut to the chase with the Highs and Sighs.
Photos by Simon Cudby.
High: Comfortable digs
A sport-tourer can often be the one-bike solution many motorcyclists champion during roadside rest stop debates. A central talking point in those heated discussions is comfort, and the NT1100’s svelte perch offers precisely that. Its 32.3-inch seat height is far more approachable than leggy ADV machines or ADV-inspired sport-touring bikes. Couple that fact to the NT1100’s narrow Parallel-Twin engine packaging, and you’ve got a slim-waisted bike that allows this tester’s 32-inch inseam length to reach the deck confidently. Wind protection is ample from the adjustable windscreen, and the broad-shouldered fairings offer reprieve to your lower half. With a casual reach to the handlebars, a neutral riding position, and relaxed knee-bend, you’ll be sitting pretty for long days in the saddle.
High: Competitive pricing
American Honda is taking an aggressive stance with the NT1100’s base MSRP of $11,899. As shown in these images, you’re looking at an as-tested price of $13,258 – that’s pure Japanese practicality, friends! Looking at the general ST landscape and the NT undercuts the Yamaha Tracer 9 ($12,599), Suzuki GSX-S1000GT+ ($14,299), Moto Guzzi V100 Mandello ($15,490), and Kawasaki Versys 1100 SE LT ($19,499). Even when factoring in the key-and-color-matched panniers for $1,359, you’re still looking at the second-best value when stacked up against some healthy competition.
High: The Africa Twin’s donor mill has chutzpah
The Africa Twin’s heart is transplanted straight into the NT1100 with great effect, thanks to a welcoming powerband that proves fruitful in a variety of environments. The P-Twin mill boasts a 270-degree crank and spits out a remarkably perky tune when riders crack the whip, but more to the point, we get to lean into all that low-end twin-cylinder punch around town. It’s responsive without becoming snappy, while its ample midrange serves riders well when making freeway-speed passes or while carving up canyons. As is the case with a great many P-Twin engines, the power begins trailing in the upper powerband, but you’ll rarely explore those regions of the revs on an engine like this. Sensibly sporty comes to mind — enough performance to have some fun, and its tractable power delivery is inviting to those graduating from lower-displacement motorcycles.
Sigh: Dual-Clutch Transmission (DCT) displays some unorthodox shifting (still a net benefit)
This year, Honda reprogrammed its semi-automatic DCT settings to include information derived from the six-axis IMU, allowing its various computer-aided systems to execute seamless shifts. Still, the two automatic shifting modes display quirks that we’ve noted in other DCT-quipped models. The default “D” stands for “Drive,” although it could also be “Docile,” focusing on fuel conservation while shifting to 6th gear as quickly as possible — even when traveling at speeds as low as 35 mph. It’s good for tedious commutes. Meanwhile, “S” is more akin to how a human would ride, specifically when placed in the most aggressive level 3 setting. It has its own eccentricities and can hold onto gears too long or, conversely, not downshift quickly enough when braking. Luckily, riders can activate a manual transmission mode and control gear changes via the paddle shifters on the left switchgear. On a related note, riders can override the automatic transmission regardless of the mode and at any time, simply by using the paddle shifters. However, they won’t react with the same immediacy as when DCT is set to manual.
Sigh: Brakes need more bite
The braking system aboard the Honda NT1100 is adequate, and that’s condemnation enough. Equipped with Nissin four-piston radial-mounted calipers that clamp onto 310mm rotors, a Nissin axial master cylinder meters power to the stoppers. When taken together, we’d still like to see more bite out of the front brakes. Hauling a sizable 547-pound machine to a halt is no easy task, which is why we’d like a bit more braking performance during future updates. Easy upgrades like brake pads or more substantial changes such as a new radial master cylinder will often benefit brake feel and modulation.
Sigh: Luggage is an accessory on a bike born for sport-touring
The NT1100’s introductory MSRP is a good value, though the sheen is tarnished when factoring in the pricey key-and-color-matched panniers, which set prospective owners back a not-so-cool $1,359. That kind of money could fund numerous weekend rides, an extended tour, and a substantial amount of time in the saddle. Above all, this motorcycle is designed for sport-touring, and luggage is an integral part of that design brief. So, we’re left giving a firm tut, side-eye, and an addition to the sighs portion of this list — I bet the bean counters behind this decision are quaking in their finely crafted leather loafers after reading that! Heh!
Conclusion
We’re glad to see Honda dipping its toes back into the sport-touring category with the NT1100 DCT, which offers quite a lot of bike for the price. Between its every-rider levels of engine performance, all-day comfort, and easy going handling characteristics, Honda has rolled out a practical machine with a focus on the touring side of things.
