Honda NT 1100 DCT Electronic Suspension 2025

Road & GT

You’ve probably noticed that there aren’t many “reasonable” GTs on our roads anymore. This world has been divided into two categories: road trails, combined with all the sauces to overcome multiple types of roads; and the big premium GTs, sublime but extremely expensive (Honda 1800 Goldwing, BMW K 1600 GT, Harley Road Glide & Electra Glide, Indian Pursuit & Roadmaster, Souo S 2000 GL, etc.)

There are only two models between these universes: the BMW R 1250 RT and the Honda NT 1100. The first is the pinnacle of its category, untouchable and astonishingly efficient. Honda understood that it was useless to try to oust it and took another approach to the problem. By mixing the philosophy of the old NT 700 Deauville, the scale of the Pan-European and the genesis of the Africa Twin. Its big NT wants to provide as many services with more simplicity, a little less prestige, and a much more affordable price. The coup succeeded and the machine sold more than 12,000 copies.

2025 takes it a step further. On the one hand, it is evolving on several points by increasing the effort of comfort and practicality. On the other hand, it is available in a more automated version to reach a higher level of performance: The NT 1100 “Electronic Suspension”. No need to take out the Rosetta Stone to understand its specificity. But in practice, how does it work?!?

First with a burglary at Mrs. Africa Twin’s house. The latter has been available for some time with the Showa EERA controlled suspension. The NT 1100 took advantage of it, then readjusted the settings in relation to its size and its driving objectives. Once underway, the system Electronically Equipped Ride Adjustment automatically adjusts damping force
/ depending on the position of the motorcycle in space and its dynamic behavior via the inertial unit
/ its speed
/ from the depression of the fork.
Instructions are then sent to the suspate servomotors to respond within 15 milliseconds – a bit slower than the Marzocchi system used by BMW and Ducati. Which means that while driving at 90 km/h, the system will have taken the equivalent of 37 cm of distance to adjust the damping. With a small knob on the fork tubes and the use of the hand, what length would have been necessary? 50 meters?

This adjustment is moderated by one of the Modes provided for this purpose. And yes, depending on the mood and the road, everyone can enjoy riding according to a doctrine:
– Urban, which corresponds to the settings of an NT 1100 with standard suspensions; with a preference for agility.
– Tour, where stability is prioritized when braking and cornering, followed by harder damping for high speeds and a well-loaded motorcycle.
– Rain, where everything is softened to avoid sudden reactions on delicate terrain.
– User, where the rider defines his damping profile more intimately, with 24 levels of adjustment and rear preload adjustable while riding.

Controlled damping has become an element offered by almost all major manufacturers. Trail, road, sports, roadster – the main categories welcome with open arms this piece of technology boosting the added value of the vehicles concerned. The NT 1100 can thus open up more to technology-loving customers.

The NT 1100 suspended by EERA is also (necessarily) equipped with the DCT double-clutch robotic gearbox. Nearly 15 years after its appearance, this transmission has largely conquered the market and has not yet seen an equivalent among the competition. Further improved with this chapter 2 of the Honda road car, the Dual Clutch Transmission gains in comfort and finesse of execution. It always offers several operating profiles:
– MT, where the driver shifts gears at will using the paddles on the left commodo;
– D, one of the automatic modes where the electronics manage absolutely everything;
– S1, another auto mode with a quiet temperament;
– S2, a little more dynamic;
– S3, where the engine will seek energy more directly in the revolutions.

Energy coming from a large parallel twin. The NT 1100, yesterday and today, is powered by the Africa Twin engine. Recent improvements have allowed it to gain torque. This also benefits this second generation of the winged road car, this one having more space at mid-range and a maximum torque up by 8 Nm. This mechanism defends itself as well in the trail as in the GT, with a deep, somewhat gritty torso that makes driving very enjoyable.

Several electronic assistance systems are also there to modulate it. The Urban, Rain and Tour Driving Modes are there to establish the most appropriate setting for torque control, power delivery and engine braking digestion. Otherwise, two additional User Modes (1 & 2) allow you to program personalized profiles.

The Honda NT 1100 thus seems ready for stages as long as its luminous eyelashes. For this evolution, it has made a small cosmetic effort to present a slightly more taut look (with integrated indicators), refreshed fairing lines, improved protection; and a relevant gym session for the suitcase lids in order to increase the volume. Yes, helmets can fit in now. Sitting people will appreciate the revised saddle.

One of the paradoxes of the NT 1100 is that its very clean plastic makes it seem like a simple, versatile and no-frills motorcycle, bordering on technological placidity. While under the handlebars, there are 5 driving modes, 4 damping profiles, 5 types of gear changes, 3 levels of traction control and anti-wheeling, 4 power levels and another 3 for vehicle management. engine brake. And we haven’t yet mentioned cornering ABS, cruise control, Android Auto and Apple CarPlay interactivity, the 6.5-inch color TFT screen, Bluetooth, the 3 display themes of the instrumentation, USB and 12V sockets, auto-off indicators…… Stop, stop, ssttooop. If we start reading the instructions, we’ll be riding next week. But as a result, technically, the NT 1100 can look down on the world.

So many things, so many principles, so much will. All this will cause on the scales. This vessel gives us 262 kg of equipment ready to roll. Does that seem like a lot to you? Remove the suitcases (12 kg) and the DCT system (10 kg) and you will have the same weight as an R 1300 GS. To calm them down, the Honda is equipped with a 310 mm double disc with 4-piston calipers and a single disc at the rear with 256 mm of track bitten by a single piston.
A quick word on the chassis? The same as before, with its double beam frame and single split steel cradle, its aluminum swingarm, and its 17-inch wheels (120/70 and 180/55). Small clarification: the inverted fork here is 45 mm, compared to 43 mm for the standard NT 1100.

Since its launch in 2022, the NT 1100 has earned its right to defend the GT category. She gets tougher with a duo of performances; standard for travel; Electronic Suspension for cruising. Obviously, the price is no longer from the same group. Yet equivalent to trails with the same missions, and sometimes less well equipped.

MB – Manufacturer photos

Details of driving modes:

Engine side:
URBAN: responds to most situations, with an intermediate power level and engine braking;
RAIN: limits power and engine braking for greater confidence in precarious grip conditions;
TOUR: for loaded use, with passenger and luggage, with maximum power (acceleration) and an intermediate engine braking level;
USER 1 & 2: Allows the driver to define two separate custom settings. Settings made in USER mode are automatically saved and do not require reprogramming when the ignition is turned off.

Suspension side:
URBAN: equivalent to the settings adopted on the classic Showa suspensions of other NT1100s. This mode favors agility of behavior in most situations.
TOUR: promotes maximum stability when braking and cornering at the same time as the hardest damping force for high speeds and duo with luggage.
RAIN: softens the reactions of the suspensions for more suitable behavior in rainy conditions.
USER: allows personalized adjustment of the damping force depending on the driving style. A total of 24 levels are available for spring preload, with the rear being adjustable while riding.