Honda NT1100 2026 — Specifications

Honda remains one of the few manufacturers to retain a pure touring model in its lineup. I'm not talking about the Goldwing, elevated to legendary status and therefore indispensable; but of a machine born to cover road miles in the definition of Grand Touring. Without being a trail-GT; as those have monopolized that role across all brands.

Almost all have abandoned the GT sector long ago, disheartened by the BMW R 1200 /1250/ 1300 RT. To everyone’s surprise, Honda stepped up to the challenge in 2022 with the NT 1100. An archetype of a machine that always goes far, not necessarily sexy, but efficient and well-equipped. The kind of motorcycle where you load the luggage, you ask yourself no questions and you ride until you’re satisfied.

Only 3 years later, here is a significant update for it, with far more modifications than its appearance suggests. The NT 1100 retains this design of a large scooter with rounded pockets, placid at first glance and yet more dynamic when you linger on the details. The kind of exercise allowing you to distinguish the 2025 facelift. Not blatant, almost timid, but clearly worked on.

The NT 1100 redefines its fairing flanks with slightly more taut, more alert shapes, while retaining its discreet identity. The front turn signals have disappeared to streamline the flanks and now reside in the headlights. A first in the motorcycle world. This techno-ethereal gaze maliciously underscores the more protective front of the Honda. By listening attentively to its clientele, the engineers have brought a set of modifications designed to optimize comfort. A host of subtle little things, with a real influence on a daily basis: new vents to reduce pressure on the bubble, which is still adjustable in 5 levels but more easily (with one hand), optimized lateral deflectors, a front fender lengthened by 15 cm to calm water projections, a more comfortable seat with modified foam density and 20% more surface area for the rider's posterior, improved heated grips, and finally larger luggage with a capacity of 37 and 36 liters respectively (4 liters more each).

To offer volume to the luggage, their lids are 25 mm deeper. That’s not much, almost the width of a thumb. But that’s enough to finally fit a full-face helmet. The NT 1100 likes to rely on the structure of its adventurer cousin, the Africa Twin. Firstly, there’s no need to develop a completely new platform. Secondly, it directly benefits from technical improvements. This is the case for the engine. In itself, the 1084 cm3 parallel-twin engine doesn’t really evolve. But if you increase the compression ratio and the diameter of the intake ducts, lengthen the trumpets in the airbox, revise the catalytic system and soften the ride-by-wire, the engine gives you more torque at mid-range, an increase of 8 Nm and smoother operation. The large NT still develops 102 horsepower at 7,500 rpm but the torque is up to 11.4 kg-m once the 5,500 rpm mark is reached. A plus for the engine and overall comfort.

This is a different doctrine for the chassis. There are no changes except that… The NT 1100 retains its steel frame, its 310 mm brakes with four-piston radial Nissin calipers, and its Showa suspension - a 43 mm inverted fork and a mono-shock with adjustable preload via a remote adjuster. But if you opt for the EERA version… The fork is larger, more wires and sensors are installed… The ultimate improvement for the NT 1100 family is the arrival of semi-active suspension. The Africa Twin being available with this controlled Showa system, the technology transfer could easily be implemented. Honda has certainly waited for a certain level of market demand before offering it on its touring model. It is now possible. The NT1100 Electronic Suspension takes charge of adopting several levels of damping according to the rider's preferences. In France, this version is mandatory equipped with the automatic DCT gearbox. The dual-clutch transmission is a component widely appreciated by Honda customers. Very responsive and often close to human efficiency (sometimes better in certain circumstances), the Dual Clutch Transmission also receives a small update: - Starts are smoother and control is reinforced at low speed thanks to software estimation of oil pressure - Gear management is more dynamic, encouraged by the reinforced torque and the arrival of an IMU. The gearbox still offers a manual mode for shifting gears by hand, or several automatic laws: D for a leisurely ride, S1 / S2 /S3 for more pace - from the most relaxed to the most aggressive.

You were talking about an IMU? Yes, the NT 1100 is equipped with a 6-axis inertial unit. This allows it to make its ABS active in corners, to improve the efficiency of the traction control system, and the wheelie control. More than adapting your preference with the riding Modes. Three pre-programmed (Urban – Rain – Tour) and two customizable (User 1 & 2) to adjust one of the 4 levels of power, 3 for the HSTC, and 3 also for engine braking management.

The commodo (well-loaded) and 6.5-inch color TFT screen are there for that. Very complete but requiring a little patience and brainpower, the interface offers several themes, Apple CarPlay and Google Android Auto apps, smartphone management, and essential onboard information. Inherited from the Africa Twin, the small additional counter retains its position as second crew; very practical when GPS navigation is active. The Honda NT 1100 also includes a center stand, a USB port, an accessory socket, a new lithium-ion battery, automatic extinguishing turn signals, and an epileptic warning in case of emergency braking, a luggage rack associated with good passenger handles, and the same weight as before. This touring model weighs 238 kg. Plus 12 kg for the luggage. Plus 10 more if you take it with the DCT. And another 1 if the suspension is electronic. Fully loaded, it weighs 262 kg on the scale. Or the lightest in the category. A BMW weighs 15 kg and 10 bricks more.

Consolidated in its presence and prerogatives, the Honda NT 1100 sees the road with more comfort. Its charisma is still as discreet, with the desire for practicality and efficiency for much less money. And the alternative to traveling on something other than a trail (there's more to it than that everywhere). For prices, it's very simple: very limited inflation and 1,000 euros more per module. The most equipped version (excluding accessories) with DCT and EERA is close to 17,000 euros.

M.B - Photo manufacturer

Detail of riding modes:

URBAN: responds to most situations, with an intermediate power level and engine braking; RAIN: limits power and engine braking for more confidence in precarious grip conditions; TOUR: for loaded use, with passenger and luggage, with maximum power (accelerations) and an intermediate engine braking level; USER 1 & 2: allows the rider to define two distinct custom settings. The settings defined in USER mode are automatically saved and do not require reprogramming when the contact is switched off.