Motorcycle specifications HondaNT 1100 DCT Electronic Suspension 2025 Roadside gastronomy

As you've probably noticed, there aren't many "reasonable" GTs on our roads any more. This world has been divided into two categories: trail bikes, which can be used in a variety of ways to cope with a wide range of road conditions; and the big premium GTs, which are sublime but expensive as hell(Honda 1800 Goldwing, BMW K 1600 GT, Harley Road Glide & Electra Glide, Indian Pursuit & Roadmaster, Souo S 2000 GL, etc.)
There are only two models between these worlds: the BMW R 1250 RT and the Honda NT 1100. The former is the pinnacle of its category, untouchable and breathtakingly efficient. Honda realized that there was no point in trying to oust it, and took a different approach to the problem. By combining the philosophy of the old NT 700 Deauville, the scope of the Pan-European and the genesis of theAfrica Twin. Its big NT aims to provide just as many services, with a little more simplicity, a little less prestige, and a much more affordable price. It succeeded, selling over 12,000 units.
In 2025, it took another step forward. On the one hand, it evolved in several respects, increasing its comfort and practicality. On the other, it was offered in a more automated version to take its performance to the next level: The NT 1100 "Electronic Suspension". You don't need to pull out the Rosetta Stone to understand what makes it so special. But in concrete terms, how does it work?
First, we break into Mrs. Africa Twin's home. The latter has been available for some time now with Showa EERA pilot-controlled suspension. The NT 1100 got hold of it, then readjusted the settings to suit its size and riding objectives. Once underway, the Electronically Equipped Ride Adjustment system automatically adjusts damping force
/ according to the motorcycle's position in space and its dynamic behavior via the inertial unit
/ speed
/ fork depression.
The instructions are then sent to the suspension servomotors, which react in 15 milliseconds - a hair slower than the Marzocchi system used by BMW and Ducati. This means that at 90 km/h, the system will have taken the equivalent of 37 cm to adjust the damping. With a small knob on the fork tubes and the use of your hand, it would have taken what? 50 meters?
This adjustment is moderated by one of the Modes provided for this purpose. And yes, depending on your mood and the road you're on, everyone can enjoy riding according to a particular doctrine:
- Urban, which corresponds to the settings of an NT 1100 with standard suspension; with a preference for agility.
- Tour, where stability is the priority under braking and cornering, followed by harder damping for high speeds and a fully loaded bike.
- Rain, where everything is softened to avoid abrupt reactions on delicate terrain.
- User, where the rider defines his damping profile more intimately, with 24 levels of settings and a rear preload that can be adjusted while riding.
The EERA-suspended NT 1100 is also (necessarily) equipped with the DCT dual-clutch robotized gearbox. Nearly 15 years after its introduction, this transmission has largely conquered the market and has yet to be matched by the competition. Further improved in this Chapter 2 of Honda's road-going line-up, the Dual Clutch Transmission is now even more comfortable and finely tuned. It still offers several operating profiles:
- MT, where the rider shifts gears at will using the paddles on the left-hand switchgear;
- D, one of the automatic modes in which the electronics manage absolutely everything;
- S1, another auto mode with a quiet temperament;
- S2, a little more dynamic;
- S3, where the engine seeks more energy from the revs.
Energy from a large parallel twin. The NT 1100, then and now, is powered by the Africa Twin engine. Recent improvements have added torque. This also benefits the second generation of the winged tourer, with more mid-range torque and a maximum torque increase of 8 Nm. This powertrain is equally at home on the trail or in the GT, with a deep, somewhat gravelly torso that makes driving a pleasure.
The Honda NT 1100 thus looks set for stages as long as its luminous eyelashes. For this evolution, it has made a small cosmetic effort to present a slightly tauter look (with integrated indicators), refreshed fairing lines, improved protection; and a relevant gym session for the suitcase lids to increase cubage. Yes, helmets can now fit inside. The saddle has also been revised.
One of the NT 1100's paradoxes is that its wise-cracking plastic makes it look simple, versatile and unadorned, bordering on technological placidity. Yet under the handlebars, there are 5 riding modes, 4 damping profiles, 5 gearshifts, 3 levels of traction control and anti-wheeling, 4 power levels and 3 more for engine braking management. And we haven't even mentioned cornering ABS, cruise control, Android Auto and Apple CarPlay interactivity, 6.5" color TFT screen, Bluetooth, 3 instrument display themes, USB and 12V sockets, automatic turn signals...... Stop, stop, ssttooop. If we start reading the manual, we'll be riding next week. But then, technically, the NT 1100 can look down on a lot of people.
A word about the chassis? The same as before, with its double-beam, single-split cradle steel frame, aluminum swingarm and 17-inch wheels (120/70 and 180/55). A word of clarification: the inverted fork here is 45 mm, compared with 43 mm for the standard NT 1100.
Since its launch in 2022, the NT 1100 has earned its right to defend the GT category. And it's getting tougher with a duo of features: standard for touring; Electronic Suspension for cruising. Obviously, the price is no longer in the same group. However, it's equivalent to trails with similar missions, and sometimes less well-equipped.
M.B - Manufacturer's photos
details of driving modes:
Engine:
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.
Suspension:
URBAN: equivalent to the settings adopted on Showa conventional suspensions on other NT1100 models. This mode favors agile behavior in most situations.
TOUR: favors maximum stability under braking and cornering, while providing the hardest damping force for high speeds and duo-luggage riding.
RAIN: softens suspension response for more appropriate behavior in rainy conditions.
USER: allows customized adjustment of damping force according to riding style. A total of 24 spring preload levels are available, with the rear spring preload adjustable while driving.


