Sport-touring motorcycles have existed in one form or another for 50 years, since a full fairing was first slapped on a sporty standard. And Honda has embraced the class since the early ’80s with bikes like the CBX, ST1100/1300, and VFRs. According to Big Red, sales of these more-traditional sport-tourers are once again on the rise. Honda had been missing (in the US at least) an open-class sport-tourer since the VFR1200F disappeared after the 2017 model year. In Honda’s recent lineup, there hasn’t been anything in between the NC750X (asphalt adventure-tourer) and the Gold Wing, until now, with the introduction of the Africa Twin–based 2025 NT1100 DCT.

As with so many of its models, the NT shares a platform in Honda’s lineup. On paper, taking the Africa Twin and altering some key areas to turn it into a sport-touring machine seems like a no brainer. But is the result as good as the concept? The NT was released in Europe in 2022 and is a bestseller over there, and is already in a second generation with this updated 2025 model. We finally get to throw a leg over this machine, which in the US is only available as a single DCT model. Amazingly, not only does the NT1100 DCT undercut most of the competition in terms of price, but the $11,899 MSRP is almost $4000 less than the Africa Twin it’s based on.

NT1100 EngineAt its heart is the same liquid-cooled 1084cc single-overhead-cam parallel twin that is found in the Africa Twin adventure bike. Bore and stroke measure 92.0 by 81.5mm with the pistons riding in aluminum cylinder sleeves to reduce weight. The crankshaft has 270-degree phasing, which delivers an uneven firing interval that mimics the “thump” of a V-twin, while a pair of balance shafts keep it smooth. Honda’s Unicam valve train keeps the cylinder head compact, light, and helps reduce the engine’s height. The engine is fed by Honda’s PGM-FI with 46mm throttle bodies with twin-spark combustion chambers igniting the air-fuel mixture.

The engine received some significant upgrades for 2025, which immediately benefits US buyers. Internally there is a new “reshaped” crankshaft, new connecting rods with a new profile and reinforced bottom ends, while the pistons are slightly taller (by 0.4mm) and have a reshaped crown. The airbox has been altered for improved flow with larger-diameter intake funnels (4mm bigger), and longer throttle-body-intake trumpets. These changes when combined with a bump in the compression ratio from 10.1 to 10.5:1 and new ECU settings have increased power and torque from the bottom of the rev range through the middle-top of the tach.Our first ride on the NT replicated what most people who own a bike like this are likely to do: Ride some fun fast roads on an overnight trip where a pair of loaded sidecases is all you need for the journey. Our route would take us from Orange County, California, over the San Ysidro Mountains into Borrego Springs, traversing some of the best roads in Southern California. Then on our second day heading further south through Julian and the Cuyamaca Mountains as we headed back west into San Diego County.

Sport-tourers come in all shapes and sizes with performance that is all over the map. Open-class models are for sure very appealing as they are fast, sporty, and aren’t hamstrung when loaded with luggage and/or a passenger. And while the NT’s 1084cc parallel twin isn’t a fire-breathing dragon in the same way Kawasaki’s supercharged Ninja H2 SX SE is, this Honda also costs about a third of the price of that machine and some of the European models from Ducati and BMW. What it really comes down to is deciding if you want to inflict some serious pain to your bank account with a motorcycle that makes north of 140 hp, or ride a machine with well-balanced power that in most circumstances doesn’t leave you wanting much more. Around town in an urban environment the NT delivers very usable bottom- to midrange torque, and when combined with the DCT transmission makes the bike an amazingly versatile commuter. Flick the DCT mode into D (drive) and the NT acts like a really powerful scooter in city congestion.

On sporty roads, this engine delivers exactly the kind of torque that you want for strong corner exits. Midrange torque on the NT is always present, with excellent roll-on performance and good acceleration out of tight corners. We quickly discovered that if you really want to ride the NT in an aggressive manner, utilizing the DCT’s manual-shift paddles is a must. Sometimes the transmission’s Sport mode nails the exit perfectly, but other times it’s a gear too tall and bogs on the exit. Fortunately a quick flick of the downshift paddle provides the desired drive. Tapping the upshift and downshift triggers on a spirited ride is a blast and almost adds a video-game vibe to the experience.

When the road opens up into big, long, fast sweepers, the NT really finds its rhythm. It is here that you can switch DCT into Sport mode and let the computer make the decisions for you; rarely do you have to override it for downshifts. At first we wondered if not offering a manual transmission on this bike was a deal breaker, but honestly the DCT is an even more ideal match to this type of bike than it is on the Africa Twin. You can utilize the convenience of the auto modes around town and on the highway, and when you want it to be sporty just override it and shift manually. It’s an incredibly versatile setup.

2025 Honda NT1100 Key Features

ElectronicsThe NT1100 utilizes a very similar electronics package to the one used on the Africa Twin. However, the settings and modes have been optimized for on-road riding. The dash and left-bar control pod are virtually identical to those on the AT, but inside the menus there are some key differences. The NT has five modes: Urban, Rain, and Tour, and then two User modes that can be customized. While the Africa Twin allows a bit more customization with the ability to independently turn off wheelie control, on the NT that function is integrated into the traction control (Honda Selectable Torque Control) setting, of which there are three settings and off. The six-axis IMU provides cornering ABS and rear-wheel lift control in addition to refined TC. Throttle-by-wire not only enables the different ride modes but enables the standard cruise control.

Navigation of the menus on the 6.5-inch TFT display requires a bit of a learning curve. Having become very familiar with the same system on the Africa Twin eases the task, but still doesn’t make the system seem anymore intuitive compared to systems from other brands. The basic navigation of modes and DCT are in fact simple; however, when utilizing advanced features like Apple CarPlay (which requires a helmet communicator), getting the phone, helmet unit, and bike on the same page is more difficult than it should be (Apple’s requirements, not Honda’s). One complaint here is that the controls on the left bar are cluttered and definitely in need of a rethink. When stopped you can utilize the touchscreen, which eases navigation, but that functionality isn’t available on the fly, forcing you to fumble through the bar controls (and inevitably honk the horn, hit the hazards, and activate a turn indicator). But this motorcycle is priced so affordably that it’s hard to ding it for a few user-interface misses.

Chassis and ErgonomicsIt’s interesting that simply changing the wheel sizes, tweaking the steering geometry, and reducing the wheelbase, transforms what is essentially the same chassis from the Africa Twin into a sport-touring machine. But then again, the AT is quite good itself as an on-road tourer. The chassis is anchored by a semi-double-cradle steel frame with a 60.4-inch wheelbase, compared to the AT’s 62. Rake and trail measure 26.5 degrees and 4.3 inches, which are slightly more aggressive than the AT’s 27/4.4. Curb weight climbs from 535 pounds on a DCT-equipped AT to 547 on a fully fueled and ready-to-ride NT.

Part of the cost savings, when compared to the Africa Twin DCT, is the very basic suspension. A 43mm inverted Showa fork only has provisions for preload adjustability and provides 5.9 inches of travel. At the rear is Showa shock with identical travel and remote-preload adjustment. A key change compared to the AT is the wheel and tire package: the NT1100 gets 17-inch cast aluminum wheels with Metzeler Roadtec rubber in 120/70-17 and 180/55-17 sizes front and rear, respectively. Braking is handled by a pair of radial-mount four-piston Nissin calipers and 310mm discs at the front and a single-piston/256mm combo out back.

An upright adventure-style handlebar sits on a tall riser that puts the arms at a level and relaxed angle with virtually no pressure on the wrists. The plush seat sits at 32.3 inches, which is 2 inches lower than the Africa Twin’s standard position. When combined with the relaxed footpeg position the overall riding ergonomics provide great all-day comfort, which we were able to appreciate after two long days in the saddle. Another huge factor is the excellent wind protection afforded by the front fairing and five-position-adjustable windscreen (offering 6.5 inches of range), while additional transparent fixed wind deflectors sit just below the windscreen to control airflow around the rider’s shoulders. The windscreen adjuster is completely new, and allows adjustment with one hand, which is an improvement compared to the AT’s pair of adjusters that are difficult to use when in motion.

Considering the basic suspension, the lack of damping adjustment doesn’t hold the bike back. The only change necessary for our ride was to add a little rear preload to compensate for the optional saddlebags. The suspension settings lean toward the plush side, but considering their simplicity, they are well damped and keep the bike composed in a wide variety of riding situations from the highway to twisty backroads. Like the engine, the NT’s chassis is happiest in medium to fast sweeping turns where it exhibits great stability and poise, but it can be easily muscled around tight hairpins and carousel turns as well. Feedback from the front end is predictable and provides the confidence to attack every type of corner you may encounter. The same can be said of the Nissin brakes, which may not be the latest premium race-spec units, but provide good power and confident feedback.

Is Honda’s NT1100 DCT One of the Best Deals in Sport-Touring?There is simply no way you can evaluate the NT1100 DCT and not recognize that the bike is an incredible bargain. If you like the idea of an adventure model and will likely never leave the pavement, the NT is a much better choice in terms of comfort for long-distance and sporty riding. The fact that it costs less than many enduro bikes on the market makes us chuckle, as you can buy the NT and still make room in the garage for another bike for the price of a single European sport-tourer.

As equipped, our test unit came with the optional panniers ($779.95 per pair), inner bags ($163.22 each), and color-matched outer panels ($209.08 per set), mounting kit, and locks matched to the ignition key, bringing the price to $13,258, which is still an amazing steal.There are more powerful bikes on the market with a longer list of features and more sophisticated technology, but all of those things push the prices into automotive territory. The NT1100 delivers very good performance, excellent comfort, and well-chosen features at a price that defies logic. That combination might just be the factor that allows buyers to purchase a brand-new sport-touring machine versus not buying a motorcycle at all. Well done, Honda.

2025 Honda NT1100 Specs