Sport-tourer Delivers Great Performance at Amazing Price

Honda’s new-to-the-US NT1100 has to be one of the best values in the sport-touring segment.

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.

The 2025 Honda NT1100 is based on the same platform as the Africa Twin 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.

The 1084cc parallel-twin engine is straight out of the Africa Twin.

NT1100 Engine
At 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.

Loaded up with the optional saddlebags, the NT is ready for fun overnight sport rides.

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.

The NT1100 comes with paddle shifters only, with no foot shifter.

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.

2025 Honda NT1100.

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.

Browse our inventory of the amazing 2025 Honda NT1100 and get a cool deal here.