Honda took the wraps off the NT1100 sport tourer earlier today in the European market. This is the bike largely based on the Africa Twin adventure model, featuring the same 101 horsepower parallel-twin engine with minor tuning differences, revised chassis and 17″ wheels.
This is an interesting new model, as Honda seems to be very focused on a lower price-point. Although the bike is loaded with electronic features, the suspension is largely non-adjustable. The bike is also quite lightweight for a sport tourer at roughly 530 pounds claimed with a full gas tank. That gas tank is roughly 5.4 gallons, which should provide a decent range, as the Africa Twin itself gets good gas mileage.
Although we expect this to be announced as a U.S. model at some point, this is the current press release from Honda Europe with all the details, followed by two videos:
Model updates: A new breed of Honda tourer makes its debut. Taking the heart of the CRF1100L Africa Twin as a starting point, the NT1100 builds on the platform to offer comfortable, agile, enjoyable performance. A low seat height and sharp steering geometry combine with high specification suspension to create a sporting package. 5-way height and angle adjustable screen and upper/lower wind deflectors ensure high-speed aero efficiency and outstanding weather protection; cruise control is standard, as are slim panniers and heated grips. Rider aids include 3 default riding modes, 2 USER custom options, Honda Selectable Torque Control (HSTC) and Wheelie Control. Radial-mount four-piston front calipers provide the braking power, 120/70-17 and 180/55-17 front and rear tyres the grip. A 6.5-inch TFT touch screen rounds out a premium specification and features Apple CarPlay® and Android Auto® connectivity.
Contents:
1 Introduction
2 Model overview
3 Key features
4 Accessories
5 Technical specifications
- Introduction
In a motorcycling landscape full of adventure-styled bikes, there is a gap. And that gap exists for riders that desire performance, handling, long range comfort, and technology but not necessarily the image or physical dimensions of ‘adventure’. In other words, what they want is a straightforward touring machine, but one with a rich specification list and a sporty edge to its performance – the sort of bike that deals with the weekday commute efficiently and usefully and is also ready for an extended tour, fully loaded.
The NT1100 is precisely that bike. A new breed of Honda tourer, it’s designed to draw those with a long memory of similar Honda machines of the past, but also attract a much younger rider. Employing the frame and characterful twin-cylinder engine of the CRF1100L Africa Twin as a base, engaging performance is assured. But it’s also packed with features that build and broaden any motorcycle’s appeal.
Koji Kiyono, Large Project Leader, NT1100:
“At Honda we have a long tradition of catering for owners who desire a ‘traditional’ touring bike. Our previous Pan European and Deauville models have enjoyed a very loyal following for many years. So, when it came time to design a new touring model, we wanted to produce something that would resonate – and appeal broadly – to these traditional touring bike customers. But we also wanted to stoke desire in riders of all ages and tastes who are looking for a genuinely new and versatile fun bike. That’s why we’ve created our new NT1100, offering thoroughly modern engine performance, a fun-to-handle chassis, a suite of modern technology and completely fresh, distinctive styling.
We sincerely hope that many new owners will try exploring to the maximum all of its many capabilities.”
- Model Overview
Comfortable, agile, enjoyable. The NT1100 in a nutshell. Sleek, subtle styling delivers efficient aerodynamic performance with a riding position tailored for touring. Screen height and angle are 5-way adjustable and upper and lower wind deflectors also work to protect the rider. A 6.5-inch TFT touch screen provides full colour, customisable displays and offers Apple CarPlay® and Android Auto® connectivity. Cruise control, heated grips and sizable integrated panniers are standard equipment.
The NT1100’s steel semi-double cradle frame employs a relatively short wheelbase and sharp steering geometry while suspension is via 43mm Showa cartridge-type inverted front forks and single-tube rear shock. Rear spring preload adjusts hydraulically. Dual 310mm front discs are paired with 4-piston radial-mount calipers; tyres are sized 120/70-17 front and 180/55-17 rear.
It also features full-fat performance from the twin-cylinder engine, inherited from the Africa Twin, but with intake and exhaust tuned for super-smooth acceleration and a pleasing low-rpm sound. The performance does not come to the detriment of fuel economy: the engine’s efficiency allows a 400km range from the 20 litre fuel tank.
The electronic package includes 3-level Honda Selectable Torque Control (HSTC), Wheelie Control, full LED lights, self-cancelling indicators and Emergency Stop Signals. And finding a natural home in the NT11000, Honda’s six-speed Dual Clutch Transmission (DCT) is an option.
- Key Features
3.1 Styling & Equipment
- Sleek styling offers excellent aerodynamic performance
- 5-stage screen height and angle adjustment plus upper/lower wind deflectors
- Panniers standard equipment, as are heated grips and cruise control
- 5-inch TFT touch screen includes Apple CarPlay®, Android Auto® and Bluetooth connectivity
- USB socket, centre stand and ACC socket as standard
The NT1100 has been designed, from the outset, as a sporting, agile bike but one that’s also enjoyable to ride all day with efficient, protective aerodynamics and easy-going ergonomics centred around rider comfort.
Styling is subtly sophisticated with straightforward surfaces that emphasise key character lines. Dynamic elegance front to back are the defining features of the design language of the NT1100. And of course this motorcycle’s sleek form is also about function – aimed to elevate the quality of the riding experience.
Fitted as standard, upper and lower deflectors provide wind and weather protection around arms and lower body. The screen offers 5-stage adjustment for height and angle through a total 164mm between the high/low position. Set low, it sends air around the shoulders; set high it moves air over the rider’s helmet. Heated grips are standard equipment, as is cruise control.
The rider integrates into the machine neatly, enveloped by the protection offered by the fairing. A wide, thick seat material offers a luxurious expanse for two; seat height is set at 820mm. A large grabrail for the passenger extends from the rear rack.
The exhaust muffler, too is set low to maximise pannier volume. And it’s the standard-fit, detachable panniers that are one of the NT1100’s key features. Deliberately designed to be as slim as possible for around-town riding they are just 901mm across at their widest point. Pannier volume is at 33L left and 32L right.
Bright and easy to read, the 6.5-inch TFT touch screen offers 3 choices of screen display; GOLD shows all numeric and mode information. SILVER centres on the speedometer and rev-counter, BRONZE on the rev-counter. The background colour has a default setting plus the choice of black or white. Apple CarPlay®, Android Auto® and Bluetooth connectivity allows access to smartphone functions via the TFT display.
The premium specification is rounded out by full LED lights (with DRL), self-cancelling indicators and Emergency Stop Signals; practicality is further elevated by USB socket, centre stand and ACC socket as standard.
The NT1100 will be available in the following colour options:
Matte Iridium Gray Metallic
Pearl Glare White
Graphite Black
3.2 Chassis
- CRF1100L steel semi-double cradle frame and bolt-on aluminium subframe
- Sharp steering geometry and high spec suspension front and rear
- Showa 43mm inverted front forks and rear shock with hydraulic preload adjustment
- Dual 310mm front discs and 4-piston radial-mount calipers
The NT1100’s underpinnings are well-proven and tough – the Africa Twin CRF1100L’s steel semi-double cradle frame and bolt-on aluminium subframe. To suit the all-round, sporting purpose of the NT1100, the off-road ready suspension of its sibling has been replaced by road-focused equipment matched to sharper steering geometry.
The 43mm Showa cartridge-type inverted front forks feature 150mm travel and are preload adjustable. Like the forks, the single-tube pressurised Showa rear shock offers 150mm axle travel; it uses a 14mm diameter rod. To make carrying a pillion and/or luggage easier spring preload adjusts hydraulically, and remotely.
The wheels are aluminium, fine die-cast with a sand core allowing a hollow hub centre for the front. An intersecting spoke design (with the spokes attaching to the rim diagonally) offers several benefits: it smooths road vibration in a straight line and offers high rigidity for cornering. Tyres are sized 120/70-17 front and 180/55-17 rear.
Wheelbase is set at 1535mm, with rake and trail of 26.5°/108mm and 175mm ground clearance Kerb weight for the NT1100 with manual transmission is 238kg, 248kg with DCT.
Dual 310mm front discs are squeezed by lightweight, 4-piston radial-mount calipers. The rear 256mm disc uses a 1-piston caliper. All braking is ABS-controlled.
3.3 Engine
- 1,084cc SOHC 8-valve parallel twin-cylinder engine
- Power and torque output of 75kW/104Nm
- Intake and exhaust tuned to deliver smooth, powerful acceleration and pleasing low-rpm ‘throb’
The NT1100’s 1,084cc SOHC 8-valve parallel twin-cylinder engine is the well-proven units from the CRF1100L Africa Twin, with peak power of 75kW @ 7,250rpm and 104Nm @ 6,250rpm peak torque. Compression ratio is identical at 10.1:1. Another shared feature is the 270° phased crankshaft and uneven firing interval.
Throttle By Wire (TBW) provides engine management and PGM-FI feeds the throttle bodies. Where the engine tune differs to the Africa Twin – and immediately noticeable to the rider – are the optimisation of both air intake duct length and muffler internals to produce a pleasing, low-rpm ‘throb’ and smooth, powerful acceleration married to relaxed highway cruising – perfect for the wide-ranging duties the NT1100 is built for.
The crankcases are split vertically and the water pump is housed within the clutch casing with a thermostat integrated into the cylinder head. Manual and DCT versions of the engine share common crankcases with only minor external differences. Secondary vibrations are neutralised by the mutually reciprocating motion of the pistons, while primary inertial and coupling vibrations are cancelled by the use of biaxial balance shafts. The water and oil pumps are driven by the balancer shafts.
A crank pulsar – with relator teeth spaced at 10° intervals – manages misfire detection, important for OBD2/EURO5 compliance. In addition for EURO5 Linear Air Flow (LAF) sensors in the downpipes give accurate measurement of the air/fuel mixture ratio.
3.4 Engine Electronics
- 3 default riding modes to choose from, plus two customisable USER modes
- 3-level Honda Selectable Torque Control
- 3-level Wheelie Control
TBW manages engine performance and character, plus Honda Selectable Torque Control (HSTC) and Wheelie Control. There are 3 pre-set modes for the rider to choose covering a wide variety of riding conditions and 3 levels of management for Power and Engine Braking, with level 1 delivering the maximum of either parameter. For HSTC and Wheelie Control level 3 provides the highest intervention.
Mode selection is managed from the left-hand switchgear; an indicator in the instrument display activates when HSTC is working.
URBAN is standard and offers an all-round middle setting of engine power and engine braking.
RAIN reduces engine power and engine braking for extra reassurance on wet or slippery surfaces.
TOUR gives full engine power and standard engine braking, for strong acceleration while carrying a pillion and luggage.
USER 1 and 2 modes offer the ability to customise between the settings for the preferred combination. Once set, the USER setting is automatically stored so there’s no need to re-set each time the ignition is turned on.
3.5 Dual Clutch Transmission (DCT)
- DCT offers choice of Automatic (AT) or Manual Transmission (MT)
- 3-levels of S mode for wide-ranging sporty AT shifting performance
Honda has sold over 200,000 DCT-equipped motorcycles across Europe since the system first appeared as an option on the VFR1200F in 2009. Testament to its acceptance in the market place, across Honda’s model range, 53% of customers chose the DCT option over the manual in 2020. The system delivers consistent, seamless gear changes and very quickly becomes second nature in use. It uses two clutches: one for start-up and 1st, 3rd and 5th gears, the other for 2nd, 4th and 6th, with the mainshaft for each clutch located inside the other for compact packaging.
Each clutch is independently controlled by its own electro-hydraulic circuit. When a gear change occurs, the system pre-selects the target gear using the clutch not currently in use. The first clutch is then electronically disengaged as, simultaneously, the second clutch engages.
The result is a consistent, fast and seamless gear change. Furthermore, as the twin clutches transfer drive from one gear to the next with minimal interruption of the drive to the rear wheel, any gear change shock and pitching of the machine is minimised, making the change feel direct as well as smooth. Extra benefits include durability (as the gears cannot be damaged by missing a gear) impossibility of stalling, low stress urban riding, reduced rider fatigue and – crucially – the ability to concentrate more on riding lines, braking and acceleration points.
The DCT system offers two distinct riding approaches – Automatic Transmission (AT), with pre-programmed shift patterns which constantly read vehicle speed, gear selected and engine rpm to decide when a shift should occur, and Manual Transmission (MT), for gear changes using the paddle-shift style triggers on the left handlebar.
There are two settings within AT to choose from; D mode offers effortless riding and maximum fuel efficiency. S mode serves up 3 levels of sports-based shifting. Level 1 is the most modest, changing gears in the medium rpm range. Level 3 is the most aggressive and operates at high rpm with Level 2 is the intermediate point between the two. The preferred selection can also be saved.
- Accessories
There are a range of accessories tailor made ready for the NT1100, including quickshifter with autoblipper function, and aluminium cosmetic panels for the luggage. To make it easy for an owner to get their NT1100 the way they want it, 3 packs are also available (all items can also be purchased separately):
URBAN PACK
50L top box with inner bag, comfort back rest, 4.5L tank bag.
TOURING PACK
Rider/pillion comfort seats, comfort pillion footpegs and fog lights.
VOYAGE PACK
50L top box with inner bag, comfort back rest, 4.5L tank bag, rider/pillion comfort seats, comfort pillion footpegs and fog lights.
5 Technical Specifications
| ENGINE | |
| Type | Liquid-cooled 4-stroke 8-valve Parallel Twin with 270° crank and uni-cam |
| Displacement | 1084cc |
| Bore x Stroke | 92mm x 81.5mm |
| Compression Ratio | 10.1:1 |
| Max. Power Output | 75kW at 7,500rpm |
| Max. Torque | 104Nm at 6,250rpm |
| Noise Level | L-urban73.6dB, L-wot78.4dB – MT; L-urban 73.6dB, L-wot 79.4dB – DCT |
| Oil Capacity | 4.8 – MT 5.2 – DCT |
| FUEL SYSTEM | |
| Carburation | PGM-FI electronic fuel injection |
| Fuel Tank Capacity | 20.4L |
| CO2 Emissions | 116g/km |
| Fuel Consumption | 5L/100km (20km/L) |
| ELECTRICAL SYSTEM | |
| Battery Capacity | 12V/11.2AH |
| DRIVETRAIN | |
| Clutch Type | Wet, multiplate clutch |
| Transmission Type | MT: 6-speed Manual Transmission DCT: 6-speed Dual Clutch Transmission |
| Final Drive | Chain |
| FRAME | |
| Type | Semi double cradle |
| CHASSIS | |
| Dimensions (L´W´H) | 2240mm x 865mm x 1360mm (low screen position) |
| Wheelbase | 1,535mm |
| Caster Angle | 26.5° |
| Trail | 108mm |
| Seat Height | 820mm |
| Ground Clearance | 175mm |
| Kerb Weight | 238Kg – MT 248Kg – DCT |
| SUSPENSION | |
| Type Front | Showa 43mm SFF-BP type inverted telescopic fork with dial-style preload adjuster, 150mm stroke. |
| Type Rear | Monoblock aluminium swing arm with Pro-Link with SHOWA gas-charged damper, hydraulic dial-style preload adjuster, 150mm axle travel. |
| WHEELS | |
| Type Front | Multi-spoke cast aluminium |
| Type Rear | Multi-spoke cast aluminium |
| Tyres Front | 120/70R17 M/C |
| Tyres Rear | 180/55R17 M/C |
| BRAKES | |
| ABS System Type | 2-channel ABS |
| Type Front | Radial mounted four-piston brake caliper, 310mm floating double disc |
| Type Rear | Single piston caliper, 256mm single disc |
| INSTRUMENTS & ELECTRICS | |
| Instruments | 6.5inch TFT Touch Panel Multi information display & secondary LCD meter |
| Security System | HISS |
| Headlight | LED with DRL |
| Taillight | LED |
| Connectivity | Apple CarPlay & Android Auto |
| USB | USB |
| 12V Socket | Yes |
| Auto Winker cancel | Yes |
| Quickshifter | Accessory |
| Cruise Control | Yes |
| Additional Features | 5 Riding Modes |
** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.
Think of it like “Sensible Shoes.” Efficient, Comfy, Serviceable, Honda Value.
Waiting for the V-strom / NT1100 / other challenge. It depends more on where you want to go, than the machine itself.
Seems similar to the Yamaha Tracer GT-09 but the Yamaha has a more powerful engine
It’s a Honda Caponord.
Sounds like a bike that’s going to sell really well and have a huge following for a long time if the ergonomics work.
Glad to see a trend towards Sport Touring Motorcycles once again and this Honda seems nice just like a Honda Should be…………Really like the Info system do you think the State Side Version will let you program it for food stops like Jimmy-Johns, Smash Burger, Five Guys and maybe set the alarm for Insulin stops while riding around our local roads that resemble 70’s Era Scramble tracks. But Wait the American in me ask where is my Cruise control! What no cruise control! I would be camping out at the dealer’s parking lot if only Honda gave it Cruise Control. Would be the perfect bike if it had Cruise Control. My Large wife has made threats to beat me and hold back food and our Monthly chu chu if Honda brings it to America with no Cruise Control!
If you’re joking around, I don’t get the joke. But it has cruise control.
Thank you Neal for letting me Know About the Cruise, My Bad I should have asked a buddy who is an excellent reader to help me with the features listed. Do you think this Model will have all those warning Stickers on it? You know the ones that are printed in white and orange and say things like always wear your Crashing Helmet and do not steer the motorcycle using your feet while sitting on the Fuel tank. This Performance engine is made to run on Fresh Fuel from a Tier 3 Supplier your engine performance can be affected by using Ahmad’s discount gasoline and cigarettes E10 and may Void the Warranty.
Impressively off the rails. This could be quality copypasta.
I like this bike, but will probably not buy one, too many bikes already. From reading about it, and looking at it, it solves so many of the “if only they would make a bike like this” comments. Some will say its too bland, when its because it does everything so well. I could go on and on and list all the “like” things on this, but thats the article above. My 2 main bikes, Honda VFR1200DCT and CB1000R, this seems like a marriage of both of them. I think when it comes out and there are road tests, it will be well liked, and many of the small naggers comments wont even be mentioned. We will see.
If I squint I see a Pacific Coast 😬…..
In the garage tinkering on my 02 Vstrom and i look at this and I think “well done Honda”! You nailed it
To clear up some confusion, the new Africa Twin 1100 has a stiffer frame than found on the old 1000. The 1100 handles much better on the street when pushed, as I noted in my review. I think Honda had this sport touring version in mind when they designed the new frame. I am also a fan of the new 1100 engine. IMO, it is excellent on the road. If you think about 95 wheel horsepower, or there abouts, delivered at 7,000rpm, at real world rpm levels this bike will deliver more acceleration than many high horsepower bikes that make most of their power above 9,000rpm. As I said, I like the new motor in the 1100.
Thanks for those extra details, Dirck. That’s not really how it works though. Acceleration needs to factor in gearing. One bike may typically be in a lower gear or different RPM than another at any given road speed. If two equal powered/torque bikes were accelerating from the same speed, one being at 7,000 rpm and the other at 9,000 rpm because of gearing, the one spinning at 9,000 rpm would have a 28% rear-wheel-torque advantage and accelerate 28% harder.
The easy way to determine the winner in a spec sheet race is to divide the power by the weight. The one with the largest answer wins, regardless of what RPM that power is made or how much torque is produced at the crank. After that, take it to the drag strip and see how closely that rings true.
Thanks Todd, but you missed the point. At street rpm levels the Honda is faster. More horsepower and more torque wins, so the Honda wins. I illustrated this in my 2014 Ninja 1000 review where the BmwS1000RR was making substantially less power and torque at 8,000rpm and below, so it couldn’t hang with the Kawasaki at typical street rpm levels.
“The easy way to determine the winner in a spec sheet race is to divide the power by the weight. The one with the largest answer wins, regardless of what RPM that power is made or how much torque is produced at the crank.”
Winner in a spec sheet race maybe, but in the real world the SHAPE of the power curve is what matters, not just the single peak HP number. I’ll take a 100 HP bike that has a fat mid-range and makes 100 HP at 7,000 RPM any day over a 120 HP bike that’s weak until 10,000 RPM and makes its 120 HP at 14,000 RPM.
And sure, ultimately thrust at the rear wheel is what matters, and gearing is what translates engine torque into thrust. But here also a fat mid-range ensures a nice spread of thrust, instead of a narrow peak.
And for my money, most sane riding is done at revs well below 10K. High revs bring on a form of hysteria which seems to show in the anti-social riding of sports bikes. The good ol’ red mist, of course. Someone should do a ph.D on revs versus mental stability/risk assessment!
Nick
Dirck, maybe your street level speeds aren’t as fast as todd’s street level speeds lol
seriously some guys are content riding around close to the speed limit in the tallest gear that will pull cleanly, while others want to ride around at speed limit + 20-30 mph in a gear that hovers the needle near the red zone.
The “right bike” will obviously be different for those two riders.
I’m catching on. I’m forgetting that the argument is that a low powered bike ridden at its limits will out-accelerate a high powered bike ridden well below its limits. OK, I concede, that is true.
And here I thought that has always been your mantra todd lol
Almost. This is what I’ve found to be true:
•The bike with higher horsepower will accelerate harder, even if it has less torque (weight being equal).
•less weight and a better chassis will be faster through tight canyon roads than a high-power clumsy handling motorcycle (i.e. Duke 690 vs Ducati 1098 Streetfighter).
•A good rider on a small bike will typically outperform an average rider on a powerful bike.
•Most people hardly ever, if at all, experience the full potential of their motorcycle.
•A more powerful or expensive or more modern bike will not make anyone a faster or better rider, that comes with experience and training.
todd, some people ride with their friends. Other ride against their friends. The NT1100 will be a great bike for riding with friends (or alone, or with a passenger), but it is probably not sharp-edged enough to consistently keep riders who ride against their friends happy.
Personally, I like having a fast set of wheels under me, but no longer need to have the fastest set of wheels in town to enjoy myself.
Fred gets it
I get it too. I ride with my friends, I appreciate that distinction you made Fred. However I am only responding to what I see as misconceptions in people’s claims. I am in the business and physics of propulsion so I naturally call “foul” when I see someone claim that a bike that makes a peak 95hp at 7,000 rpm will out-accelerate a bike that makes that at 9,000 rpm. This is simply not true unless you arbitrarily limit the higher rpm engine in your comparison, as was suggested. I am in no way a Ricky Racer. I thought it was pretty clear that I prefer small, low powered motorcycles. Most importantly to me (and Mick!) is that they are light.
Did someone make that claim?
For clarification, what I was suggesting is that this new Honda has a lot in common with my old strom. Torquey twin, about 100 hp, good ergonomics and weather protection,functional luggage, etc etc. I’ve owned this bike from new and its been a wonderful travel partner. This Honda looks like a good replacement. The current strom is just a little too odd for me.
Same here Mr. Grumpy (good handle!)
Same 02 Vstrom in the garage, same wishes for an updated version but the new Strom is just too much “Adventure” for my riding and styling.
I like a lot on this new Honda…
Nothing like browsing for and installing apps while riding.
nothing like trying to use other bike manufacturers hokey nav setups
I’ll never understand why being able to make a specific route is so difficult. I still use an old Garmin Oregon for one simple reason. I can make a track that displays the exact route that I want to follow so I can follow it. If there is a phone app that does that, I certainly can’t seem to find it. You always have to try to trick them onto cooperating and there is always some annoying bug to frustrate your efforts. I even bought a spare Garmin to loan to riding buddies. They have a very simple two zip tie mount that will mount to anything that doesn’t say R1200RT on it. Somehow BMW is all in on the anti route choice movement. I use the same mount on my bicycles to hold a watch. Handy little guy that weighs as close to nothing as you are going to find.
CORRECTION:
Gaia GPS app, for Android or Appall, seems to work. I made a track .GPX in Base Camp, which you can get free OSM maps for. I uploaded it into Gaia GPS and it followed me around my ‘hood for a quick test. Perfect it wasn’t. Adequate it was.
If you can get it to do direction up, I couldn’t figure that out. North up is fine. My wife and best friend set their cars up that way.
bike looks nice, especially for the price. For me it would compete with some other upright wind protected bikes like versys 1k,ktm 1290 sa, hd pa and duc multi v4. I could be ok with medium power but otoh the full phat motors and high tech adjustable suspension is pretty cool
To me, 530lbs. doesn’t seen that light weight. My old Sprint Sport Executive weighed in less than that and I thought it was pretty porky.
My BMW is supposedly under 520 wet and it’s damn heavy. All that weight does no favors for sporty riding and acceleration, despite being labeled “Sport Touring”. People have just learned to live with these sort of shortcomings and have lowered their expectations.
When you consider the previous generation of sport touring bikes like FJR’s, Concours, ST 1300’s, Triumph Trophy Sport etc were in the 670-730 pound range, for guys coming off those, 530 pounds is dang light. It’s only 32 pounds heavier than the stripped 2021 NC 750X dct.
There were also lighter sport touring bikes, like VFR800, Aprilia Futura, Kawasaki Ninja 1000, etc. It seems like the “sport touring” class is morphing into something else. I would never have included this bike among those we’ve both listed. This to me is more like a standard with wind protection. Very nice traveling bike but not in a sport bike category.
Between MC and CW I find wet weights of:
VFR800 – 515lbs.
Aprilia Futura – 535lbs.
Kawasaki Ninja 1000 – 533lbs.
I’m with you. That wonderful VFR was without bags. I would like to see these bikes with belts instead of chains. I’m a fan of twins and this seems to be the first in a while that doesn’t seem to have more gadgets than I care for and a decent sized tank.
“I would never have included this bike among those we’ve both listed. This to me is more like a standard with wind protection. Very nice traveling bike but not in a sport bike category.”
You know, now that you put it that way it, I agree. This bike will be very light on the “sport,” leaning marginally more heavily on “tourer.” It isn’t going to make many people think of a VFR, THE quintessential sport-tourer, nor will it remind many of the Ninja 1000, the modern iteration of the VFR. On the upper end of the sport-touring spectrum, definitely no thoughts of the R1250RS or ST1100 leap to mind.
To think of it another way, it’s simply an Africa Twin minus any dirt pretentions. In the end, that’s what the vast majority of ADVs really are, when you get right down to it: sport-tourers/upright standards cosplaying as Jeep Wranglers.
So, yep, you’re right. This is just a really comfortable, somewhat lightweight, bolt-upright standard with a highways-friendly motor, wind protection, and hard luggage.
To me, that sounds like a great recipe for a proper long-term relationship.
“So, yep, you’re right. This is just a really comfortable, somewhat lightweight, bolt-upright standard with a highways-friendly motor, wind protection, and hard luggage.
To me, that sounds like a great recipe for a proper long-term relationship.” VLJ
Indeed!
It IS a little porky, considering.
My 2007 R1200RT has a curb weight of 571 lbs – to be sure before you add the bags (but mounts are built in), crash bars, etc.
That 40 lbs gets you an enormous fairing with a huge, electrically adjustable windshield, and a complex single sided shaft drive system.
At 571 lbs it’s a lot lighter than any of the other large shaft-drive S-T bikes, though, which is why I’ve got one.
“Weighing” in to the weight talk.
some of the bikes I have owned: Honda 1975 750-226 KG dry
BMW 1977 R100S-200KG dry
Triumph 1994 SPRINT-215 KG dry
YAMAHA 2006 FJR1300-265 KG dry
SUZUKI 2008 B-KING-235KG dry
That’s a nice beefy engine. Now Honda, put that in a standard frame such as the cb500F (call it the cb1100F if you want) and I’ll be the first in line to buy.
No Rebel, no sport tourer, just a lightweight naked. No ride modes either.
Honda makes the CB1000R, standard much like the old 70’s bikes, with all the new stuff. Its a great bike. Its not the CBR, is the CB1000R. High handlebars, inline 4. what you are asking for, they already make.
Joe, thanks, I know. I just like the parallel twin for a change.
That CB is an air cooled four but it’s a tad heavy. I just recently bought a 2001 Kawi zr7S and refurbished it. It has the same air/oil cooled 750 from the ’82 GPz750. I really enjoy riding it for its simplicity and it will rip (a little) in the higher RPM tho it only has 65-70 rwhp.
Oops…I confused the bike you mentioned with their retro cb1100. Yes, I’m also familiar with the CB1000R. Good point. Maybe Honda wouldn’t want to compete with itself by bringing out another naked using their big twin. Now I’m sad.
Wonder how the “offroad” cradle from the ATwin will stand up to sticky 17s… Perhaps the frame was updated for the 1100 ATwins. On the 1000, if pushed even slightly, frame flex was very noticeable with street biased tires on dry pavement.
In more pure “touring” mode, it worked well. You still got slight frame shudders over bumps, but with lighter 17s, that may no longer be an issue. And the slight softness may have helped make the ride so darned calm and stable, despite fairly quick and easy turn in.
The frames are NOT entirely same. There is 2deg difference in rake while the NT is at 26.5 deg. That directly relates to difference in tires size.
I find the styling bland-perhaps in the flesh-in the metal?-it will look better.Centrestand is good news. i can live with chaindrive. But would like to see 100-110HP RWHP for a bit more excitement!
True, power output is modest. But that is good news; you can rake up thousands of miles with trouble free and proven engine with relatively low compression ratio. Also, because of that, the gas choice is expended to lower grades. It is aimed to touring in less frequented (and gas octane choice limited) places.
Oh, and on top of everything else, it’s beak-less! No stupid beak at all!
Woohooo!
Seat height is not quite mickey-friendly, though. About the same as his old FJR1300, at 32.2″ (820 mm). Probably narrower between the knees and at the front of the seat, so maybe a bit easier to get one’s feet down.
Yep you are right – no beak. From my observation it goes like this: 17 inch tires – no beak. With 19 inch and more you have to contend with one. That is built-in penalty, no way around it. Take it or leave it.
Without knowing the price of this rig, I can’t find anything about which to complain here. It seems to hit every last target for something that’s aiming to be a light, friendly, easy-to-ride, easy-to-live-with, unintimidating moto-buddy.
That being said, I’ve never ridden any iteration of the Africa Twin, so I don’t know how smooth this motor is for extended freeway/touring duty.
To those of you who know, how is it? I know it’s linear and relatively torquey, considering its displacement, architecture, and Honda-ness (their motors are nearly always understressed and less powerful than the competition), but in touring guise will it do the job without a moment’s thought, or will an experienced rider of modern machinery find it lacking?
Can it pull a decent grade at elevation, two-up and fully laden?
My guess is that it can, but that there will be times it might leave me wanting for a bit more oomph.
What I don’t know at all is how buzzy and busy it feels during steady freeway droning, and also at higher rpm. That would be my only concern with this bike, other than the windshield. It sure looks and sounds like Honda put a lot of effort into making that windshield work with a large variety of body types, but I will always have my doubts that any upright seating position combined with a sport-touring windshield will inevitably result in anything but noisy turbulence.
Who knows, though. Maybe they nailed it with this one. Sure looks like they tried, anyway.
Oh, and those panniers don’t look like they will hold a full-face helmet. Looks like you’ll need to get the top box for that.
And…that’s it! Those are my only concerns with this bike.
Otherwise?
Excellent size-to-weight-to-power ratio for most real-world riding. I no longer need nor care about 150 hp, so this would probably be ideal, as long as it’s smooth and has sufficient—not amazing or thrilling, but sufficient—power to satisfy.
It checks every box on my list for a lightweight tourer: fully upright seating position, standard hard luggage, effective lower-body wind protection, (hopefully) effective upper-body/helmet wind protection, a centerstand, standard heated grips, a decent-sized tank that only requires regular 87-grade fuel, normal-sized tires, a remote preload adjuster for the shock, right-angle valve stems, and pretty fair fuel mileage.
Hey, it even has standard cruise control, so nobody here gets to whine about that one.
I’m also okay with the looks. It doesn’t scream, “I’M SEXY AF! DO YOU DARE YOU RIDE ME, YOU UNWORTHY TOAD!” but that’s fine. I think it looks decent enough. Looks like a quality Honda piece. Nothing about its looks offend me in any way. Nothing sticks out as an immediate, “That has to go. Why did they do that? I hate that.” Everything seems to be function over form. It looks like everything has a good purpose.
And do my eyes deceive me, or does this thing actually have both headlights on at the same time? No stupid one-eye-missing/confuse the crap out of oncoming traffic nonsense?
Hallelujah!
I like it. A lot.
Well, maybe. I need to know the price, and a little more about the motor’s characteristics.
I agree whole heartedly. Nice bike and it ticks a most of the boxes for me. Chain drive would not stop me from buying it, even if my preference for a long distance bike would be a shaft.
I have not ridden an Africa Twin either (not enough legs), however if the 270 p twin AT motor is anything like the 270 p twin motor in my NC, and the 270 p twin motor in my brothers T 120 Bonnie, the bike will not vibrate per se, but it will be ” throbby” kind of like it’s lugging on an I-4. My NC loses a lot of it’s throbbiness as speed increases. Its actually pretty smooth at highway speeds, much smoother than at back roads 45-60 mph speeds.
Hopefully someone with an AT will chime in.
I know Im looking forward to a test sit, and if I can reach the ground, test ride.
Shaft would require an additional angular gear set in tranny and another one in wheel hub. That would project to more cost and weight – not desirable.
Live with the chain – the power is not that great to cause trouble/ extra wear. And chain is sealed, almost maintenance free.
The ATwin easily pulled up Teton Pass two up and loaded. Needed to shift down into a range where twins aren’t all that charming to do so though. It was noticeable less effortless than a 1200 Boxer. Not to mention any liter 4. Mine was the 1000, though. The 1100 is supposed to be a bit stronger. But honestly, very steep, high altitude passes, are so few and short, that I almost prefer being given the opportunity to really work the engine for a change.
The panniers look like the ones from the new NC. A Medium Arai fits in both the left and right one. But just. You have to squeeze the lids shut a bit. Nicely, the panniers still manage to remain narrower than the handlebars. And are tall and “long” enough to be very voluminous. They’re, all in all really nice, as panniers go. Much more useful than ones on most adv bikes, where high mounted exhaust forces them outwards and cuts their capacity. While also being less shallow, hence more useful for carrying stuff, than the also nice and narrow VStrom ones.
The NC 750 uses 26 and 29 liter panniers, the ones on the NT 1100 are 32 and 33 liter panniers.
Sounds like good news then on the storing-helmets front.
Are you sure those are the sizes for the new, 2021 NC? The new panniers sure seem bigger than those for the previous model, which I don’t think could fit that medium Arai.
Stuki you’re right. We just put a set on my buddy’s 2019 and they were both 29 liters from Honda.
The accessory sheet for the 2021’s list the bags as 32/33 liters
I stand corrected
VLJ here is what a guy said on the CB forum that has had a CB, and NC and an AT
I can speak from the 2019 CRF1000 (998 cc).
I have done two-up with only some gear (about 1/3 gear). The bike is the least complaining I have owned under this condition. The engine certainly doesn’t complain.
Since I had the 2018 NC750XD, I can strongly say the engine is not the same. It is a whole different beast. Can I make the CRF1000 mill throb? Sure. Just leave it in “Drive Mode” and it will throb accelerating from stop, but it will pull like a tractor. Use “Sport Mode 1” or higher and it behaves like a sport bike. Alternatively, crank the throttle in Drive Mode and the ECU will adapt to what you really what. You actually have to be careful what you ask for.
In terms of fuel economy for mixed riding during the three main riding seasons, it is about 5 L/100 kms (47 mpg U.S.). I spend a lot of clicks in the 4000 to 4500 rpm area in 6th.
Unlike my ol’ CB1100, the CRF1000 is incredibly smooth at freeway speeds with no hacks – straight OEM. The CRF1000 (and even more the CRF1100) accelerates very to extremely well at freeway rates.
For CB1100 owners, on paper the 2014 CB1100 and 2019 CRF1000 are exactly the same in the quarter mile and 0-to-60 mph stats. The CB1100 is definitely smoother during acceleration, but the CRF1000 seems to just open wide. I would say the CB1100 is faster in 3rd and 4th compared to the CRF1000. I recall the CB1100 just punching through every time. But, the CRF1000 doesn’t give up and keeps accelerating and launches very well down a gear (or two if there is room).
I strongly feel the CRF1000 is superior in traffic compared to the CB1100, especially if it has a DCT gearbox.
In terms of everyday commuting, the NC750X is king on the fuel economy compared to the CB1100 and CRF1000. Even if you ride the NC750X hard, it still gets better fuel economy.
I have never stalled the NC750X nor the CRF1000, both with DCTs. Even when stuck in long, windless, hot, profusely humid traffic congestion with rap emanating from a few dark cages, these bikes shine.
Still need to see the pricing, and I’d like to see a comparo or two pitting this thing against the Versys 1000, Ninja 1000, and that new Suzuki GSX-1000 GT, but from what I can see so far I think this would be the one for me.
Versys: Quality piece, but too tall, heavy, ponderous, unattractive, and boring. A bit too expensive, too.
Ninja 1000: Seating position isn’t the best, no centerstand option for touring, I don’t necessarily trust its windscreen, and Kawi makes you have to dip into their accessories catalogue for too many basics.
GSX-1000 GT: No centerstand, not a fan of the front-end aesthetics, hate the only-one-headlight-on thing, and I don’t think it includes everything as standard. Best motor of the lot, but also the most overkill, and possibly not the best for basic freeway droning and stop-and-go traffic.
Honda: Nothing that needs changing, deleting, or adding, as long as the windshield works, the motor isn’t too buzzy, and the price is right. Light weight, great seating position, good legroom, easy to manage, has all the right stuff as standard. No major flaws.
The Suzuki is interesting, though. Hard to argue with a GSX-R1000 motor and factory hard bags, and the seating position looks right.
Hmmm. This checks a lot of good boxes… Weight, gas tank, power, features (including center stand!).
The negatives are minimal in my book. Chain drive never caused me any grief or timely maintenance in the past 60,000 miles on my Vstrom..
By the time this comes to ‘Merica, I should be ready and waiting..
The ‘smooth bland styling’ in white looks nice, and non origami. Reminds me of the classic look of an 89 Honda TransAlp in white.
I had hoped this bike would be a new version of the VTR1000 Superhawk, or something more like that. Maybe a later release. This should do well, though.
This Honda 1100 parallel twin is showing up in every conceivable mid- to large-displacement on- and off-road Honda motorcycle, ATV, UTV. Can I also get a generator, lawn mower, boat and an e-hybrid car with this engine? When Armageddon arrives, parts and service will be available anywhere on earth, if one needs to actually repair such a bullet-proof, smooth engine.
one could dry clothes AND bake a frozen lazagna w/ THAT generator!
Great.
Now I want a frozen lasagna.
This is a smart play and one that’s old hat to Honda. Make a platform and leverage it. Sometimes they go off script (ex. VFR800) but this is the way most successful motor companies operate.
I recently moved from a SV1000S to a Triumph Trohpy SE to be more comfortable. The Trophy handles well, but 700# is a lot of weight to move around the garage. I’m really interested in the adjustable wind deflectors, as I love the quiet ride of a tall windshield, but I quickly realized that the wind protection on the Trophy makes it uncomfortable above 80 F in full gear. I could happily do without shaft drive and electronic suspension to save 150# and gain Apple CarPlay. And I really miss the sound of a 270-degree twin!
Judging by the various parts I’ve had apart and worked with, shaft drive is MAYBE an extra 8 pounds. That makes 142 pounds of suspension electronics very ridiculous indeed.
What’s with all this talk of belts and shaft drive? Been to earth recently? These are not you grandfather’s chains. You can get about 20K out of them with with next to no maintenance at all. Swap on a quality new one and go 20 more. Shafts and belts might sound like a good idea. But if they give you trouble, they are a big problem. Chain and sprocket issues last only as long as the replacement process. Just swap in a new set during a tire change. Piece of cake.
Many of the very same people who want shaft drive would pass on the bike because it would be too expensive because of the added cost of the shaft drive system.
Some men, you just can’t reach.
Wish there was a like button here. Driveshafts, are ok. My VFR1200DCT has one. its more than just 8lbs of stuff. My CB1000R has a chain, both are ok, fine. Modern chains are not like the 70’s versions. Chains offer advantages shafts dont. Belts are not as good as many think, they too have inherent problems. And so many here call out silly reasons they claim are “the reason”, but would never buy it if the machine didnt have it. The NT is a nice bike. So many choices, so many good machines, this is one of them.
Is there a full moon out? I find myself in absolute agreement with Mick. See, there have been some improvements over the years.
Yep.
And I would add to Mick’s excellent point the other obvious fact that people already complain that most bikes are too heavy, as well as being too expensive. Adding a shaft to the Africa Twin motor in this guise tends to negate the whole lighter/cheaper goal of the thing.
Look people, it’s not trying to be a Gold Wing. It’s a dedicated, relatively lightweight and affordable sport-tourer, not an all-hands-on-deck luxury touring barge…and it has a centerstand.
Take a deep breath. Go ride. You’ll be fine. You really aren’t that physically soft, or financially unable to afford the annual-to-semi-annual cost of replacing a chain and sprocket. Hell, the majority of motorcyclists don’t even own their bikes long enough or ride them often enough to see a second chain swap.
I think this new Honda is good for the sport touring market. That said, I’m in no rush to replace my GEN 8 VFR. It’s fabulous .
Full of features.
Comfortable.
Already setup for touring.
Not too much, nor too little power.
What’s not to like?
I personally will stay in the adv market, but this is a very attractive machine for an exceptional price.
Nice bike but since everyone on here has a big but let’s get this out of the way. Chain drive is not wanted by the vast MAJORITY of riders on a TOURING bike.
Honda knows that TOURING riders do NOT want chain drive. They want Shaft Drive (non HD/Indian) or Belt Drive (HD/Indian). And still they gave this bike a chain drive.
No one changes the gear ratios on a TOURING bike. No one. No one likes to have to clean/oil/adjust a chain on a TOURING bike. And still they gave this bike a chain drive.
And should certain folk here claim they want a chain driven TOURING bike and that they just LOVE swapping out sprockets to change their gear ratios and they can hardly wait to clean/oil/adjust the chain on their TOURING bike? Well, they really are no one.
Nice bike. Someone here said it right. Guzzi V100 over this no problemo!
Well, if you are right, Honda will sell zero of these bikes. Lot of riders prefer chains to belts or shafts. I’ve toured on chain-drive bikes with no complaints. I’ve also swapped sprockets on pretty much all of my bikes, where possible. No matter what our preferences, the one sure fact is that there are people who do not share our opinions.
It looks like a nice bike. I hope to take one out on a test ride.
Nah, what no one wants is the extra 50 lbs of weight that come with a driveshaft. There are plenty of sport-touring bikes with chains, this one will be fine.
As a current owner of a BMW 1200 RT, I agree that shaft is nice on a touring bike. OTOH, with the BMW shaft, fixing it when it starts to fail (hopefully not while on tour) is expensive. And most shaft drive systems do still need some periodic maintenance to lube splines and such.
But realistically, chain maintenance with a modern chain and lube is pretty much limited to spraying or dripping a bit of lube on it once a day (or every couple tanks of gas) or so (when touring).
Still, a belt drive might be nice, even if it does eliminate the opportunity to change the gearing. If they can stand up to the power of an M8 114 hauling around 900 lbs of bike, they should be able to handle the weight and power of a bike like this no problem.
All systems need periodic maintenance whether it is changing differential oil or cleaning, adjusting and lubing.
it really quite rare for something to go wrong with a motorcycle drive shaft system. How many miles have been put on Goldwings and ST 1100/1300’s and FJR’s without issues?
In 40,000 miles the cost to swap out chain and sprockets on my CB 1100 was $400 (and that’s going TWICE as far on them as the 20K Mick claims you can get out of a chain in the post above.)
I put 110,000 miles on my ST 1300 and 38,000 miles on my FJR and cost to repair the drive shafts in 148,000 miles was $ ZERO
In 148,000 miles at $400 per 40,000 miles it would cost $1200 in chains and sprockets for the CB 1100 and you’d be due for another $400 set in 12,000 miles..
If you don’t ride much, it doesn’t matter what kind of drive system you have, a chain is fine. If you ride a lot, having a chain is going to cost you a lot of money and there’s no getting around it.
That’s why they generally put drive shafts on touring bikes. Going chain is cheap and easy for the manufacturer, but neither cheap nor easy for the owner.
similar experience:
I have around 150,000 miles on two different R75/5, 40,000+ on my XJ650 Seca shaftie, and over 100,000 miles on my K75S. I did send out my K75 rear drive to have someone do a heavy-duty industrial splines conversion for $700, otherwise that would have been $ZERO. When it came back with the new splines, I had to add gear oil, so that cost too. I got 18,000 miles out of the chain and sprockets on my 900 Monster before they all wore out but I remember it being only a couple hundred bucks for a chain and rear sprocket. I’m at 14,000 on my Duke and the chain and sprockets still look good. As for weight, a comparable chain-driven 90’s Honda VFR750F weighs about 20 pounds more than my shaft-driven ’91 K75S!
Those are some serious miles. Good work (regardless of drive technology).
In theatre genre was a convention created for the sake of marketing, not so much for the sake of creating plays.
So, I’d argue, genre goes the same for motorcycling.
It’s a bit difficult to assert “everyone” in “touring” with any real accuracy.
Are you in Europe? Perhaps the use of a chain on this bike reflects an observed preference over there.
Given the number of chain driven sport touring and adventure-style touring bikes that have been released in the past 5 years, I think you’re wrong. With a modern, quality chain, most all of that maintenance stuff you list doesn’t happen often enough to be any trouble.
Alternately, chain maintenance is easy and they’re easy to replace.
One time I rode my bike almost 1100 mi in one day. I didn’t think about the chain once that day. Nor lube it during the ride. Guess what? The sky is still in its position. My chain has zero wear (haven’t had to to adjust it in thousands of miles, and I ride a viciously powerful “sport touring” bike that will wheelie out of 4th gear corners). I’m happy with a chain.
A beautiful bike that will go a good distance. I would prefer it over a BMW. The white model looks like it would make a good police edition, like the ST1300.
Everything comes together….
where was she carrying the violin?
Why no engine “music”?
Well, it’s not exactly beautiful and it has that smooth but bland styling signature that Honda has been favoring for a good 20 years. With DCT, though, I bet it’s fun. I’ll take a look but the new Guzzi V100 sure looks a whole lot better.
I’ll go along with the smooth but bland styling that Honda has indeed been famous (or infamous) for years. And at about 101 hp, I doubt it will inspire some. To me, the new HD Pan America is a much more exciting design with more appealing looks and colors, not to mention about 1/3 more horsepower. Never thought I would say that, but there it is.
33% more horsepower and 100% more expensive.
I would have loved to see a shaft drive and a tire pressure monitoring system.
Interesting pricing indeed. I have to wonder if Honda doesn’t have a higher spec version in the wings waiting for the North American market, with such niceties as electronic suspension. I see that the Euro market gets things like an Africa Twin Adventure Sport or a Tracer 9 GT both with manually adjusted suspension where we do not. I guess we’ll see. Hopefully it comes to the NA market in 22 not making us wait until 23.
I doubt it. I think with this bike Honda wants to be the down-market alternative to the Multistrada – not as nice and not as powerful, but much cheaper. Electronic suspension would be much more expensive, and then you’d get into people cross-shopping this vs. the Multistrada (the upcoming one with 17″ wheels), and in that comparison the Honda wouldn’t do very well. Honda needs to keep a bigger gap against its more fancy and more powerful competition.
I like it but don’t think I’ll get one. I’m getting too old and lazy to deal with chain maintenance on a ST.
Just how old and lazy are you? I’m past 60 and fairly lazy, and lubing a chain on a bike with a centerstand is pretty darn easy. Using something like a Grease Ninja makes it even easier.
Just how much maintenance do you think is really required on a modern sealed X-ring chain, particularly when it’s paired with a relatively mild, gentle motor that doesn’t feature explosive acceleration? This chain on this bike is not going to stretch out in the middle of a typical tour. Worst-case scenario, you may need to clean it now and then, if you happen to get caught in rain, mud, or somewhere really dusty and dirty. The centerstand makes quick work of even that one not-exactly-arduous job.
My god, people.
This is still motorcycling we’re talking about here, innit?
Other than some weight, the Yamaha FJR still specs out well and IMHO looks better too.
I’ll reserve judgement until road tests start popping up. I, personally don’t care for the looks.
If you want a new FJR, better buy it quick. Discontinued.
And maybe thats the new era in sport touring. If Im not mistaken, they are nearly all chain drive now Honda, Yamaha, Suzuki, Kawasaki, Ducati, Triumph, KTM… all except for BMW and the Moto Guzzi.
All have become smaller physically, lighter, and more sport bike oriented than touring bike oriented, with upscale electronics.
Some see this as good. Some see it as bad.
Honda seems to be striking a balance between the Africa Twin, the ST1300, and the Deauville to capture as broad of a touring and commuting market as possible. By doing so, they have developed a bike that doesn’t necessarily get anyone’s adrenaline going but which will appeal to those for whom practical transportation is the main attraction. That’s more a European market than an American market. But as an American, I hope they bring it to the USA as well. Nice bike.
I view this similarly to the original Kawasaki GTR1000 Concours in regards to its placement within the market. A cheaper, less feature laden bike that offers the basics. The Kawasaki was largely panned for the same reasons as I see here. The NT1100 obviously offers some upgrades of modernization but rather the same intent in the market. I personally like the NT’s looks and I’m sure many riders will have a happy life with one. If it suits the bill, is comfortable and allows the rider to enjoy the ride, and gets them to their destination reliably then who’s to argue?
I have a Concours 14. The original Connie was good in its day, but was/is both heavy and top-heavy. The NT11 compares very well to the original GTR1000 – 10hp less, 100+lbs less, smaller saddlebags, smaller fuel tank, but a bit more seat height.
He isn’t comparing the bike to the old Connie. He’s comparing its position in the current sport-touring market to that of the original Connie’s.
The largest R & D / design dept. in Japan motorcycling have NAILED the aerodynamics – all OK, including the knees in wet weather.
Ah, the old ocular wind tunnel…
First must come the basics, then the drag , lift , etc. measurands.
1. straight across upper lip with no flip
2. no lateral curve from top of screen down sides
3. positive pressure vent to back of wind screen
4. auxiliary pressure relief around entire lower edge of screen
5. compound curve screen, especially to rear along longitudinal axis
6. deep cut out for knees, which do not have to be tight for effect
All of which is observable on any bike ( OR NOT ), measurands require instrumentation.
Too bad they (Honda) did not design a built-in crash bar (i.e. Drop Bar) like on the original NT700V and the older CBR1000F Hurricane models. It’s a “U-shaped” metal bar tied into the frame with a piece of $16 plastic covering it for aesthetics. Instead of replacing $100’s in cowling plastics, you replace one little piece of plastic. I thought it was a good design. Others should copy it……..
The power provided by this twin in a sport tourer is not going to excite some buyers. Personally, I’d prefer more power. Particularly torque. But….
The weight is reasonable.
The price is right.
The fact that it comes with panniers is a nice bonus.
It looks pretty good.
Apple CarPlay and the android counterpart are features all manufactures need to adopt.
It’s a Honda and the reliability will be there.
Overall, a nice bike that will sell to people who aren’t looking for big power but want all the features of a premier bike.
This has basically the same power and torque figures as my ’09 Multi 1100S (though the Multi is about 50 lbs lighter), and I never thought that bike needed more power at speeds under, say 80 mph. Twist the throttle a bit too much and it wheelies. A fat midrange is more important than peak power numbers.
Are they claiming 530# with the cases? That would make it about the same and possibly a few pounds lighter than a 2022 Ninja 1000 with luggage.
The “Not-Quite-As-Dullville?”
Lacks the pass through trunk….
From the specs this Honda looks like a winner. Two questions:
1. Center stand? (did not see this referenced anywhere)
2. Why not a belt final drive, preferably with a single-sided swing arm and simple lug nuts for fastening the wheel? This is the PERFECT model application for this. Is there some kind of long term world-wide patent that Honda is philosophically opposed to paying for the rights to use? Belt drives have been used reliably for a couple of decades now by Harley-Davidson, BMW, Yamaha, Indian, Kawasaki and probably others.
Center stand in the higher spec model. It’s mentioned in the text.
There are no higher spec versions at this time, there is only 1 version and it comes with a centerstand.
I’ll believe the self cancelling turn signals and emergency braking lights when I see them. They were also supposed to be on my 21 NC 750X but they are not.
Look at the last photo, it’s on the center stand.
Bwaaaa!
It’s literally shown poised on the centerstand in that last pic, it’s clearly on the bike in a few of the other pics, and it’s mentioned in the text.
Does Honda have to hire someone to sit this guy down, read the article to him, and point to the pretty pictures and say, “See! THERE it is! And there! And there, too!”
What’s next from our intrepid readership here?
“Ummm, does it have two rubber tires? I didn’t catch any mention of that in the story. Bloody long story, you know. I mean, damn….”
I’m very interested in this one, I’ve come around to preferring easy going torque to high RPM thrills. This is a thousand pounds cheaper than the base Africa Twin in the UK. I expect it will be about a grand cheaper than the base AT in the US as well, putting it directly up against the Ninja 1000 and new Suzuki GSX-S in price and function if not performance.
Function yes, performance no. You’re missing 40 horsepower.
Do we really need 3 level wheelie control?
Of course.
Level 1-No girlfriend/boyfriend/wife/husband/spouse/partner/significant other on the back.
Level 2-Skinny girlfriend/boyfriend/wife/husband/spouse/partner/significant other on the back.
Level 3-Fat girlfriend/boyfriend/wife/husband/spouse/partner/significant other on the back.
Wow. This response would have been much simpler when I began riding forty years ago.
You forgot to include the trans, and I’m not talking DCT. I’ve got my own prototype time machine set to the year you were born…
Yes, back then “NO FAT CHICKS” was an acceptable sticker.
Yep, the passenger-instructing tank mural I remember was Elmer Fudd stating, “Ass, Gas, or Gwass, nobody wides fo’ fwee”.
I have to wonder what the world would have thought of the NT1100 back then, it would have left a lot of mouths agape.
I remember the original, un-faired Gold Wing, I was too intimidated to take a freind’s cousin’s version out for a ride due to the weight at the time (about 1978). “Memories, like the cobwebs in my mind…”