2025-on Honda NT1100 Review: Incremental changes make the NT1100 easier and more fun

The 2022-2024 NT1100 only offered a preload adjuster at either end to manage different loads: fine, if you understand what a preload adjuster is for. If not, it’s no more use than the damping adjusters it didn’t have…

The 2025 iteration of the NT1100 is offered with the option of Showa’s EERA semi-active electronic suspension (only on the DCT-equipped model, though), which allows you to choose one of three preload settings as a start point (solo, pillion or rider and luggage), then there’s a preset damping level tied to the three fixed rider modes (Rain comes with Soft, Urban has Medium, then it’s ramped up to Hard for Tour mode).

There’s two customisable User modes, where you can mix and match all of the electronic settings as you wish, and that includes fine-tuning each of the preload options, as well as a choosing a damping setting that suits you.

For example, I found Rider preload a little lacking, affecting steering and ground clearance, but Rider/Pillion was too much and introduced an oversprung feeling that overpowered the damping response. There’s capability to increase rider-only preload to a suitable level that’s still less than the prescribed value for two-up use.

Soft is just that – too floaty to deal with anything other than very gentle riding in the wet, which is appropriate as it’s selected in Rain mode. Medium is actually a pretty good cover-all setting for solo use – not too harsh, but far better controlled than the previous version if you ride it harder.

The Hard setting was too harsh for the launch ride (solo, with no luggage). It might prove useful for quick two-up, heavily-laden, but I suspect fine-tuning the damping in User modes would be more beneficial still.

It's not perfect: it doesn’t have the ‘magic carpet’ feel of some electronic suspension setups, and can feel like it’s acting a little too slowly to deal with what’s at hand, where the Öhlins ERS 2.0 often acts like it’s reading the road and adjusting to suit. It may simply be that Showa’s views on the basic spring/damping rates give that result – or the electronic algorithms aren’t quite as smart. Either way, it’s still a marked improvement over the old bike whether you’re hoping for more cush or better support.

The ABS is less edgy, with less unwanted intervention thanks to the IMU. Hardware is the same: good, not outstanding but plenty for the NT’s purpose in life.

Honda’s big parallel-twin has always been a nice lump to use, but compared to more highly-tuned big capacity rivals it can feel a little limited, particularly with pillions or luggage to contend with.

The 2025 update brings 7% extra torque, delivered sooner and peaking 750rpm earlier (now 5500rpm). You feel it, too – that extra meat comes right where you need it on a bike like the NT1100, from first touch of throttle, then all the way through a manoeuvre like an overtake, or punching out of a bend.

It’s more useful, sure – but it’s also pepped-up what isn’t always the most engaging motorcycle… There’s more reward when you give it a handful, with an enhanced intake honk from the revised velocity stacks and airbox inlet that assist the higher-compression pistons in delivering the extra torque.

Also new on the powertrain is a revised oil sensor for the DCT option – a small, but decisive tweak that makes shifts near-on seamless by making the oil pressure required to activate the twin clutches more precise for the conditions. Before, Honda say, the information presented could be delivered fractionally too slow, by which time overall conditions have changed and the clutch/gear actuation might not be optimal.

We didn’t experience anything to suggest they’ve not got it sorted now. Often, the only tell-tale is the gear position readout on the dash, or the discreet metallic clunk as the gears shift, or a change in exhaust tone. Up or down the gearbox, there’s no weird lag, surges or break in drive. Equally, the lean angle data from the IMU prevented it from making less-than-ideal mid-corner shifts.

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D-mode is still weird, and hurries through the ratios far too fast (it’s in 5^th by 30mph, with the long, almost overdrive 6^th selected before 40mph), but the Sport modes (three levels) work as you’d hope, with setting three holding on to rpm and gears in the most aggressive way – most of the time, S1 or S2 deliver enough power, but also keep the revs at a sensible level rather than holding on past peak torque for no reason.

There are up/down paddles on the left switchgear to intervene in automatic mode at will (to pre-empt an overtake rather than rely on kick-down when you open the throttle, say), or you can opt to use these in Manual mode, where the computer will prevent stalling or reckless downshifts (ie, back to first at 100mph).

It’s now at the point where it’s hard to argue against it for a bike that’ll likely be used for practical purposes and touring – it reduces distractions and inputs that can upset the bike or rider/passenger, making for safer rides, that are still enjoyable. The Manual edition does save just over £1300 on the range-topping DCT/ES model, but between the innovations, we feel it’s a price now worth paying, where it wasn’t before.

Fit and appearances are good – nothing stands out as low-rent or shoddily-built. However, some owners of the first generation bike are disappointed with issues like corrosion and worn finishes. We didn’t experience anything concerning with our 2022-2024 NT1100 long term test bike, so our suspicion is that the Honda name carries certain expectations in this area – historically, the Big H was near peerless in this regard, but like all manufacturers, we’ve seen them face larger challenges in delivering competitive spec at tempting RRPs: it’s likely that some of that finish has been pared back a bit in order to help balance the books.

It's still pretty good and better than many, but we’d advise not taking it for granted, which is all too easy with a mostly-concealed bike with a steel frame – a little more care never hurts. That said, there is also a 150mm-longer front mudguard for 2025, which will reduce the filthy spray from the front wheel that reaches the bike, so it might ward off more deterioration from that change alone.

The Honda NT1100 has always been frugal, with long service intervals, and they’re generally ridden in a way that doesn’t burn through tyres too, so overall running costs are respectable for a big bike. Insurance quotes tend to be lower too – it’s not the first choice for thieves (an adventure bike like its Africa Twin sibling is more likely to be on the must-take list for scumbags).

Nothing on the new model spells increased running costs, other than the uplift in price – which still pitches it among Japanese sports touring rivals like the Suzuki GSX-S1000GT (or GX), and Kawasaki’s Ninja 1100SX/Versys 1100). The only other ‘pure’ big tourer still on the market is the BMW R1250RT, which starts at over £17,000. Admittedly, it’s more powerful with greater spec options, but realistically the two bikes aren’t in direct contention. Moto Guzzi’s V100 Mandello is another option, but again it’s pricer and doesn’t come with panniers as standard, nor a semi-auto option.

Panniers are standard, as are heated grips and a centre stand. There’s a rack ready to accept the 50-litre accessory top box, or just to strap other gear on. Cruise control is standard, and Android Auto/Apple Car Play are there, though you’ll need to plug it in (easier for 2025, with a fairing cubby-hole with a USB point integrated) and use a Bluetooth headset before navigation/phone functionality will work).

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There’s the full suite of electronic goodies, and there’s little we can think of that could really be added – maybe a stereo? But nothing else at this price has an integrated sound system, and the connectivity means that’s it’s possible to play and control music through the switchgear if you have a Bluetooth headset for your helmet, anyway: far better than blasting Celine Dion/Rammstein/Barney the Dinosaur to anyone close by…

One feature sometimes bemoaned by potential buyers is the lack of shaft drive. We can see their point, although the centre stand and modern O-ring chains means the odd squirt of lube isn’t a massive issue: cleaner running would be more beneficial for big miles, though. It would bump up the price, however – as it is, the NT sharing an engine with the Africa Twin means it’s bound to the same driveline as the adventure bike, where a chain is often preferred for dual-sport use.