When the Honda NT1100 DCT sport-touring motorcycle was revealed in Europe in October 2021, the first thing I did after writing a First Look story was get on the phone with Honda to find out when we would be getting to ride it. Rest assured, they didn’t say May 2025, but here we are. As it turns out, we’re getting the second-generation NT1100 DCT, presumably with the bugs worked out, so there are upsides to having patience.
The 2025 Honda NT1100 DCT is part of a return of the sport-tourer. While the genre never completely disappeared, the rise of adventure-touring bikes that promised the ability to see the world on- and off-road decimated the demand for street-bound sport-tourers. Certainly, in addition to being able to handle dirt roads, and sometimes more challenging off-roading, adventure-tourers acquit themselves impressively in the twisties and do well on the open road.
However, many riders are realizing that they were making compromises for the dirt when they weren’t riding off-road at all. The 19-inch front wheel, longer-travel suspension, higher seat height, and minimalist fairing weren’t serving them as well as a 17-inch front wheel, street suspension, an approachable seat height, and more protection from the elements.
The response has come in two ways. Some brands are taking sport bikes and giving them touring accouterments—a perfectly reasonable approach. Others, as is the case with the 2025 Honda NT1100 DCT, start with an adventure bike—the highly regarded Africa Twin, in this case—and rework it for pavement-only action. That works, too, as we found out.
Yes, the 2025 Honda NT1100 DCT is getting a long-winded introduction. It’s warranted as the ever-changing motorcycle market continues to evolve to satisfy the wants and needs of customers. Fortunately, with these new sport-tourers, we’re not losing anything—we’re just getting more choices. Now that we’re all on the same page, let’s get riding.
- While Europe gets three versions of the 2025 Honda NT1100, we have just one. We get the middle child of the sibling group. There’s a manual transmission model in Europe that didn’t make it here. That will undoubtedly disappoint some riders. We also don’t get the NT1100 DCT with the optional semi-active Showa suspension—our NT1100 DCT has only spring-preload adjustment for the suspension. Instead of crying about what we don’t get—we went three years without any NT1100 at all—we will concentrate on what made its way to America.
- The Africa Twin graciously shared its engine with the NT1100. The parallel-twin powerplant displaces 1084cc and has the Unicam valvetrain—the single cam actuates the intake valves directly and the exhaust valves via roller rocker arms. It’s simpler and lighter than a DOHC design, which makes sense when you don’t need a five-digit redline. The tuning is NT1100-specific, as are the ride modes. The smooth rumble of the 270-degree crank is also carried over from the Africa Twin, much to our delight.
- There are three preset ride modes and two user-configurable modes on the ride-by-wire NT1100. The Tour, Urban, and Rain modes change the engine power, engine braking, and combined traction/wheelie control, with the latter IMU-informed, as is the non-adjustable cornering ABS. There are three levels for each, with traction and wheelie control completely defeatable. In the User 1 and 2 modes, you can set each parameter to your liking. In Honda’s nomenclature, the three levels are 1, 2, and 3. Level 1 has the most power and engine braking, while Level 3 delivers the least traction and wheelie control other than off. Yes, it’s a bit non-intuitive. Once you get the two User modes set, you won’t have to think about it again—just select the mode you like. For general riding, I prefer maximum power and engine braking, and medium traction and wheelie control; that was my User 1 setting.
- While the 6.5-inch TFT dash is nice to look at, navigating the menus isn’t completely intuitive. Interestingly, the display changes when you switch between modes, tailoring the layout to each mode. In any mode, it’s easy to see your speed, the rev count, time, temperature, and fuel level of the 5.4-gallon tank. Below the TFT, there’s a small auxiliary LCD dash surrounded by warning lights. There, the speed and gear position are repeated, along with switchable info, including my favorite—range. There’s also access to Apple CarPlay and Android Auto. Inexplicably, it requires a cable rather than working wirelessly.
- The six-speed Dual Clutch Transmission is familiar territory, and this version is the best yet. Honda has integrated a six-axis inertial measurement unit (IMU) into the system to provide even more information to the DCT. This means smoother operation in all four shifting modes. Honda has stuck with its odd configuration—Drive mode, plus three Sport modes. My go-to was the middle Sport setting. You also have the choice of manual shifting via upshifting with your left index finger and downshifting with your left thumb. There’s no clutch lever, which frees up your left hand for operating the vast array of buttons and switches on the left handlebar. While there will be complaints that there’s no manual transmission NT1100, the DCT is a natural choice for this sport tourer with an accent on touring.
- The 2025 Honda NT1100’s frame comes from the Africa Twin, though with a different swingarm and suspension. Honda kept the Showa suspension simple on the NT1100. You can adjust ride height via spring preload at both ends, and that’s it. The Showa up front is a Separate Function Fork—Cartridge Adjustable unit, though the damping is not adjustable. The springing is only in the left fork leg, which simplifies adjustment, though you need a screwdriver. The shock features a hydraulic spring-preload adjuster that is operated via a remote knob, allowing for tool-free adjustment. The plush travel totals a hair short of six inches at each end with a focus on touring comfort.
- If you want to chow down on miles, the NT1100 is all about stability and wind protection. With a roomy 60.4 inches between the axles and a relaxed 26.5 degrees of rake, the NT1100 is quite happy to go straight without drama. The cushy suspension protects you from road irregularities nicely, with the longish travel making sure you don’t bottom out. Cruise control is another fatigue-reducing standard feature perfect for touring. Ergonomically, the NT1100 is flawless—precisely what you want in an upright sport-tourer. The seat treats your rear nicely, with just the amount of firmness you want when it comes time for sport riding. Heated grips are also standard, and I appreciated them on a ride that dropped into the 40s.
- The generous fairing protects you nicely, and the manually adjusted windshield has five positions over a 6.5-inch sweep. At 5-foot-9, I got a decent amount of turbulence with the screen in its highest position. One notch down worked well for me in cooler weather, and two notches down when it’s warm. If I am riding around town, I’ll drop it all the way to the bottom. While it’s possible to adjust the screen on the fly, I’ll put on my Safety Monitor cap and suggest you only make changes while stationary. Although it’s not that hard to change position from one extreme to the other, trying to catch one of the three intermediate stops is a bit trickier. Of course, the more you work with it, the easier it will get. Yes, I would prefer a stepless electronic adjustment system.
- The twin-cylinder motor is more than up to the task of touring. While peak horsepower tops out at about 100, it’s enough. Torque is plentiful, and you can cruise at extra-legal speeds all day long without taxing the engine. Should you need to pass someone in a hurry, use the paddle shifter to drop a cog or two. Simply twisting the throttle gets the job done—even in Tour, the DCT will downshift as necessary. Happily, if you access the paddle shifters, that doesn’t turn the DCT off—it will re-engage on its own. To turn it off, there’s a button waiting for your right thumb, keeping in mind the relatively low 8000 rpm redline. It is difficult to overemphasize how pleasant it is to tour aboard the NT1100 DCT.
- When engaging in the sporting division of sport-touring, remember how comfortable the 2025 Honda NT1100 DCT is for touring. That soft suspension and suave power delivery do not reward aggressive sport riding. The NT1100 is about riding smoothly through the twisties. It’s fine on smoother roads, as long as you aren’t testing the limits of the brakes, where you will find plenty of front-end dive. The Dunlop Sportmax GPR-300 tires were selected for longevity over absolute performance, and their limits are fairly easily found. While all this may sound disappointing, it won’t be unless you thought you were buying a sport bike. It’s an easy bike to ride at a good clip, though not one suited to exploring the edge of performance. You purchased a sport-tourer, so enjoy the ride and respect the compromises needed to keep you comfortable.
- You might want to switch the DCT into Manual for sporting rides through the twisties. If it’s a casual ride, the DCT in one of the Sport modes is fine, though it can get fooled now and then. For instance, if you’re rolling off on a downhill for a corner, it won’t realize you want to slow down, so there’s no downshift. Fortunately, a firm application of the Nissin front calipers will let the DCT know that a downshift or two is in order. The DCT is a reliable upshifter, regardless of conditions. Many riders will enjoy the engagement offered by the paddle shifters, and the shifting action is outstanding. There are still DCT holdouts, though most of them have little or no experience with the latest implementation of the technology.
- The braking on the 2025 Honda NT1100 DCT is in line with the rest of the package. The radially mounted Nissin calipers work on 310mm discs and provide as much stopping power as the GPR-300s can handle when pulling hard on the lever. The initial bite is soft, as it should be. If you have a passenger, overly responsive brakes might leave you riding solo on your next trip—no one likes banging helmets. When you need more deceleration, manual downshifting and the rear brake are there for assistance.
- When parking the NT1100 DCT, you’ll want to get in the habit of deploying the parking brake, as the bike is in neutral at rest. Rather than using the Africa Twin’s locking left-hand lever where the clutch lever would normally reside, the NT1100 DCT has a right handlebar lever that swings in front of the transmission engagement buttons. This helps remind you to disengage it. There’s a light on the dash, but it’s easy to miss. I’d like to see the transmission locked out until the parking brake is disengaged.
- Incongruent with its sport-touring mission, the 2025 Honda NT1100 DCT does not come with panniers. Honda aimed for a low MSRP and achieved it—$11,899. Getting the NT1100 DCT up to our test bike spec price of $13,217 requires breaking out the credit card. The panniers are $780 a pair, and the mounting kit is $165. So, you’re in at least $945. If you want the blue pannier panel kit, add $209. I tested the very nice Pannier Inner Bags, which retail for $164. The kitchen sink crowd will cut loose for Honda’s $426 accessory top box; add $147 if you want the inner bag.
- The 2025 Honda NT1100 DCT is a practical sport-tourer that excels in comfort, versatility, and value. The grunty twin, sophisticated DCT, and stable chassis handle everything from city commutes to mountain roads, with the ergos and wind protection required for the long haul. While we hope Honda will offer the Showa semi-active suspension as a future option, we can pass on the manual transmission—the DCT is outstanding. If your sport-touring is more about touring, the 2025 Honda NT1100 DCT is arguably your best choice in an increasingly crowded field.
Photography by Simon Cudby
RIDING STYLE
- Helmet: Ruroc EOX Ace Cafe
- Jacket and pants: Alpinestars AMT-10R Drystar
- Back protection: Alpinestars Nucleon Flex Proi
- Gloves: Alpinestars Chrome; Alpinestars Tourstar W-5 Drystar
- Boots: Alpinestars RT-8 Gore-Tex
2025 Honda NT1100 DCT Specs
ENGINE
- Type: Parallel-twin w/ 270-degree crankshaft
- Displacement: 1084cc
- Bore x stroke: 92.0 x 81.5mm
- Compression ratio: 10.5:1
- Valvetrain: SOHC, 4vpc
- Fueling: Two 46mm throttle bodies
- Transmission: 6-speed w/ fully automatic DCT
- Clutch: Web multiplate w/ slipper function and fully automatic DCT)
- Final drive: 525 chain
CHASSIS
- Frame: Steel semi-double-cradle
- Front suspension; travel: Spring-preload adjustable Showa SFF-CA 43mm inverted fork: 5.9 inches
- Rear suspension; travel: Linkage-assisted, spring-preload adjustable Showa remote-reservoir shock; 5.9 inches
- Wheels: Cast aluminum
- Tires: Dunlop Sportmax GPR-300
- Front tire: 120/70-17
- Rear tire: 180/55-17
- Front brakes: 310mm discs w/ radially mounted Nissin 4-piston calipers
- Rear brake: 256mm disc w/ single-piston caliper
- Parking brake: Cable-actuated single-piston caliper on rear disc
- ABS: Cornering ABS
DIMENSIONS and CAPACITIES
- Wheelbase: 60.4 inches
- Rake: 26.5 degrees
- Trail: 4.3 inches
- Seat height: 32.3 inches
- Fuel capacity: 5.4 gallons
- Curb weight sans panniers: 547 pounds (573 pounds w/ panniers)
- Color: Pearl Hawkeye Blue
2025 Honda NT1100 DCT Price: $11,899 MSRP ($13,217, as tested)
