Road test of HondaNT 1100 DCT Electronic Suspension 2025

A horizon in the suitcases

she spins, she dances, she relaunches, not lost or hesitant, but complete in the flights she powders. With the tone of an already mature young lady, she puts her wheels and her comfort down all day long, right down to the fine sparks underfoot.
On the NT 1100 phase 2, it's hard to tell who's humming along: the bike or the rider. Some bikes exude anarchy, others tranquillity, some boredom. Here, it's all about the ride! For the time of a detour or the moment of a country. Because while the Honda may seem almost phlegmatic when static, it reveals a different face when in use.

in 2022, Honda had a fine nose or a very pragmatic approach when it came to reproposing a GT in its range. The idea was to present a more accessible product, capable of doing almost the same things as a Pan-European or a BMW RT. With a little less cachet, a business card instead of an iPad presentation, and reasonable prices. The public has not been mistaken, with over 20,000 units sold in Europe since its debut - 2/3 of them in DCT. We'll soon find out why. In France, the NT 1100 has carved out a place for itself in the market's top 20, slipping in between the trail-gt models that have become touring stars.

a discreet but effective evolution

this well-born motorcycle still needed to be improved in certain areas. And Honda is taking advantage of this evolution to revise certain points and enhance the bike's appeal. The first universal criticism is its overly conservative design. Certainly ideal for keeping a low profile, but not at all erectile. The designers have revised the copy with more dynamic sides. A subtle touch-up, far from transcending the machine, but enough to put a smile on its cheeks.
Another sensitive point is cargo. At last, the suitcases can accommodate a full-face helmet. Both right and left (one is slightly reduced in capacity by the presence of the exhaust). This means that everyone can stow their helmet, gloves, phone and other little trinkets to enjoy a quiet break.

the NT has simplified the bubble adjustment mechanism, which can be selected from several levels while riding. We find it necessary to perform the operation several times while stationary, to "feel" the mechanism; afterwards, the adjustment will be made with less apprehension as the roads go by. In any case, once the right height is found, the need to change it is almost non-existent - except during hot spells, when taking a good dose of air into the quiche relieves the cooking.
Manual adjustment?! Yes, (still) no electric mechanism for the bubble. That's weight and cost. No gimbal either, that's another cost. These are obvious features on a GT, but they quickly drive up the sale price. Let's not forget that the NT is not on the Premium front; that's the Goldwing's mission.
No radar either, no keyless ignition, no smoke detector, no automatic connection to Snapchat, no integrated Thermomix.... None of those c......ies likely to bring you more worries than riding. The NT 1100 is a motorcycle that still manages to limit its techno-assisted impact, not a space station.

when technology and people have to understand each other..

it doesn't confuse itself with electronics, but that's not the point. Honda integrates its know-how without imposing it. The version we tested featured the DCT robotized gearbox and semi-active suspension. Not essential features, but very much appreciated, especially the gearbox. But nobody's forcing you to take it this way. The NT 1100 is available as a standard model, or with DCT, or with DTC + electronic suspensions. There's also a top-case on board, which is very useful for travelling, but the suitcases can take care of all your everyday needs.

the dashboard is not without reproach either. With its personality and on-board space, the lack of a glove compartment or small space for a purse, coins or small papers is a real problem. The left-hand commodo was designed by Dédale. But apart from that....... We're quickly comforted by the center stand, the package holder, 12V and USB sockets in the cockpit, heated grips and cruise control as standard, a bit of space under the passenger seat, impeccable finish and build quality to Honda's high standards. You've got the good stuff, you feel it, and you know it. Both feet rest on the ground, even with the thicker comfort seat. And placing it on its center stand requires a certain effort, but is far from demanding. Introductions made, let's get the wheels turning.

setting off into the mists of everyday life or towards a frontier will always begin with a simple kinematics or decoction:
- turn the key, press Start, 2 flicks of the DTC control and off you go! The simple pleasure of setting off in the moment, in control of your emotions.
- or wait twenty seconds for the screen to wake up. This in no way prevents the engine from starting, but it would be a good idea to reduce the activation time.
- in reality, the third step is to enter the parameters of the 6.5" dashboard to change the suspension settings, driving modes, engine response, HSTC traction control, display theme, etc... Welcome to an essential customization area for a GT... a modern motorcycle.

and the challenge of being controlled by a control pad that's as tricky as ever to grasp. With a little time and a few memorization games, navigation eventually becomes trouble-free, but there's still some way to go before it becomes intuitive. We found the display of intervention levels illogical, or rather inverted. Without a user manual or the advice of a buddy, it's impossible to enter the configuration system. In short, nothing has improved or worsened since the previous NT or theAfrica Twin. Honda shouldn't be upgrading the system, but rather giving it a thorough overhaul.
In the meantime, Wallace and Gromit will already be at the freeway entrance with their old firecracker.

a remarkable road companion

let's let them off the hook and open the day's drive to the valleys. A little restraint at the start, due to the 250 kilos of the machine. A couple of bends, a traffic circle and the apprehension disappears, swept away by the remarkable balance on board. Set to the Urban driving mode and automatic D transmission, the NT cruises leisurely through the city and its exits. Shifting gears is seamless, thanks to the Dual Clutch Transmission, further enhanced in 2025. Perfectly serene at very low speeds, smoothly following through each evolution, it suffers no criticism whatsoever. The only time we found it (very) slightly at fault was on a hill start-up with a lot of shyness on the throttle. The gearbox then hesitated a little on its clutch phase. But this time, it was really pushing the vice to make it ch.... Like certain "influencers" testing the resistance of the latest iPhone with a mass of 50 kilos and proving that it's fragile.

the call of the open spaces draws us to the plains, where the engine can express itself better. Let's switch the gears to Mode S, more fun and expressive. As the D shifts gears very early, it will only be useful for economical or motorway driving. Let's switch the mapping to "Cyclotour", more dynamic both in terms of engine and suspension.
The promise of the horizon urges us to embrace winding roads. That's where the twin comes into its own. Since the NT's inception, it has been derived from theAfrica Twin. This 1084 cm3 engine has been judiciously updated this year. Leaving aside all the physiological improvements (there's the spec sheet for that), let's savor its growl, both present and polite, without snorting but with a well-bred, muscular snore. It's as if it were expressing its strength with a convincing voice, and above all, as if it were a good traveling companion.

the twin-cylinder responds well in the lower revs, then arrives in the zone where it's happy, above 4,000 rpm. Honda has boosted the torque in the mid-range, giving a good push at the slightest demand. An exit from a curve, a burst of throttle and the NT 1100 pulls with vigor without throwing you off. It's a pleasure to take advantage of its consistency, almost palpable at the wrist, to relaunch again and again at every tangent. Momentum, roundness, total conviction of thrust perfectly calibrated to the machine's style. Winding enthusiasts will be delighted; the bleeding ones will remain hungry. They'll realize that they haven't understood the philosophy behind this ride.

in between, there are those moments when a desire for speed, playfulness, or somewhat pushed dynamism comes to the fore. The Mode S3, with which we ride, willingly lets the revs go into the red zone. Still bathed in torque, maxing out at 11.4 mkg at 5,500 rpm, the powertrain quickly shifts from this zone to a tighter powerband. This is also the point at which the twin-cylinder gets a little nervous and increases its effort. Acceleration is linear, without weakness, until the top gear shifts on its own as you approach the red zone. Or... on the contrary, the DCT keeps the gear if it 'senses' that the rider wants to stay in the revs, for example in a series of bends.

it's at these moments that the rider can entertain himself with the control paddles on the left handlebar. Quickly overtake, provoke acceleration, leap forward or stimulate the senses? The gearbox reacts very quickly, but you can motivate it even more by dropping a gear with your thumb just before it and welding the handle. The boost is direct, revealing part of the NT's wilder, yet always wiser soul.
Although you can "take control" at any moment, the DCT's efficiency and flexibility are such that you'll gladly forget about the manual system and stay on automatic at all times. My personal tip: let it work in S2 or S3 for peace of mind, energy and top performance.

always easy, never wronged

you'd be forgiven for forgetting about the suspension. And this is perhaps the best guarantee of quality they can offer. Showa components provide the desired rigor to hold the bike without wobbling, while ensuring the right level of comfort: neither too firm nor too soft. You really have to provoke them, or even ride like a maniac, to get the rear end pumping and feel it contort under the dynamic loads and weight of the bike. Apart from that, the EERA system does its job very well. We've already tested bikes with clogs or sandals instead of wheels; the Honda NT prefers sneakers.

except that it's not a sports bike, and doesn't want to be. Like all touring machines, the NT's styling qualifies and gratifies the rider. Here too, Honda has done its homework, with excellent protection. Transparent winglets deflect the air well above the hands. With the bubble at its highest, you can hear the scent tickling the top of the helmet, while disturbances seem to fail in their attempts to incursion. In the NT, there's a feeling of a "protective cocoon". This zone, a kind of local micro-depression, sometimes (on certain machines) leads to a sensation of being pushed up your back at high speed. This is not the case here. Moreover, the notion of speed is relative. Although the bike reaches 200 km/h (with top case, bubble at max and touring jacket), usage hardly implies this kind of velocity.
Only a fairly strong wind managed to shake us out of our tranquility. Motorcycles of a certain size tend to be sensitive to the whims of the wind, like a boat that is a slave to its jib. Not so the NT, which is hardly affected by gusts, although the rider feels them very clearly.

as with the engine, comfort and usability, the watchword of this bike is homogeneity. If you're riding a little hard on the waves? It snorts, then immediately gets back in line without becoming unstuck. A good pothole? It can't avoid taking the impact, but seems to premix it before sending it back. In the same vein, Nissin's 4-piston caliper braking is highly proportional, biting without being violent, with more than convincing power. It does its job well, but without any sensational demonstration of strength.

more than a reasonable choice

with its technical aspects, its pretensions and its price, the Honda NT 1100 appears to be the most coherent choice for a Grand Touring machine. But that's not all it's capable of; far from it. The pleasure comes with every kilometer, with a little seed of mischief always at hand.

those who knew the Pan-European will have to turn over a new leaf, as the NT does not repeat the codes established by its forebear, such as the V4, the cardan shaft transmission, the large mass, the nobility of its stature and its bourgeois driving style. The NT is much more fun to drive, without being mischievous either. Comfortable, pleasant and very sound, it confirms its success. A telltale sign: the desire to go for another ride after spending the whole day in it.