Quick Updates: New colour options for 27YM keep the NT1100 and NT1100 Electronic Suspension fresh with colours that exude premium quality and amplify the NT’s modern styling

Model Updates: The NT1100 defined a new breed of Honda tourer when introduced as 22 year model, offering comfort, agility and hugely enjoyable performance. Building on its success, the NT received a major upgrade for 25YM with an emphasis on further increasing rider comfort. The twin-cylinder engine received a mid-range performance boost, while a six-axis IMU added extra precision to several electronic rider aids. A new variant, the NT1100 Electronic Suspension, was also added to the range that added a sophisticated ride. The NT’s sleek fairing was redrawn with sharper, more aggressive styling and topped by a revised height-adjustable screen that can now be operated one handed. The upper and lower wind deflectors were also reprofiled to ensure greater high-speed aerodynamic efficiency and outstanding weather protection. The NT1100’s lighting was also updated with twin LED headlights that integrate DRLs and indicators for increased visibility and safety. The rear of the front mudguard was extended 150mm for extra weather protection, a larger seat increased comfort and both standard-fit panniers were increased in size to offer larger internal volume. For 27YM, the NT1100 and NT1100 Electronic Suspension retain all of the plus points that made them so popular across Europe and gain new colour options, ensuring that Europe’s best-selling tourer remains at the top of its game.

Contents: 

1. Introduction 
2. Model overview
3. Key features
4. Accessories
5. Technical specifications

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1. Introduction
In a motorcycling landscape full of adventure-focussed bikes, the last decade has seen a limited number of choices available for riders looking for performance, handling, long range comfort, and technology but not necessarily the image or physical dimensions of ‘adventure’ bikes.

The NT1100 was introduced for 2022 precisely to increase those options. It’s a straightforward touring machine, with a full feature list and a sporty edge to its performance – the sort of bike that deals with the weekday commute efficiently and is also ready for an extended tour fully loaded. Designed to draw those with a long memory of similar Honda machines of the past, but also attract a much younger rider, it employs the frame and characterful twin-cylinder engine of the CRF1100L Africa Twin as a base, ensuring characterful, engaging performance – and packs in features and technology that broaden any motorcycle’s appeal.

With this combination of wide-ranging abilities and rich specification, over 25,000 NT1100s have been sold, and it was Europe’s most popular tourer in 2023, 2024 and 2025. For 25YM the NT1100 received major upgrades to engine performance, practicality, and long-range comfort, as well as the introduction of an Electronic Suspension option. And, in the process, cemented its place in Honda’s large range as one of motorcycling’s ultimate all-rounders.

For 27YM, new colour options for the NT1100 and NT1100 Electronic Suspension models heighten its appeal and keeps the bike fresh.

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2. Model Overview
Comfortable, agile, enjoyable. That’s the NT1100 in a nutshell.

Its 1,084cc parallel twin cylinder engine was revised for 25YM – via intake, combustion and exhaust development – to produce 7% more low- and mid-range torque with no loss of peak power. A six-axis Inertial Measurement Unit (IMU) was also added to control not only the three-level HSTC with integrated Wheelie Control, but also Cornering ABS and Rear Lift Control. It offers three default riding modes – URBAN, RAIN, and TOUR – with preset combinations of Power and Engine Braking, plus two USER modes allowing the rider to select their own preferred permutations.

The NT1100’s sleek styling was also updated with a harder, more defined edge and refined to deliver efficient aerodynamic performance around a riding position tailored for touring. The dual headlights were reprofiled to feature a unique DRL signature with integrated indicators giving a sleeker look and increasing safety through improved visibility. The upper and lower wind deflectors were redesigned to work together to protect the rider while the adjustable screen was redesigned to be operated by the rider, one-handed, from a seated position. The seat was also redesigned to improved comfort, whilst the standard-fit panniers were increased in volume – to take a full-face helmet each – and the front mudguard was extended to offer more useful weather proofing.

25YM also saw the introduction of the NT1100 Electric Suspension variant, which features Showa Electronically Equipped Ride Adjustment (Showa-EERA™) suspension. Offered alongside the standard Showa suspension-equipped ‘standard’ NT1100, the advanced Showa-EERA™ offers optimised damping in all riding conditions and situations, as well as the ability to adjust rear spring preload on the move.

As before, the steel semi-double cradle frame employs a relatively short wheelbase and sharp steering geometry. Dual 310mm front discs are paired with 4-piston radial-mount callipers; tyres are sized 120/70-17 front and 180/55-17 rear.

A 6.5-inch TFT touch screen provides full colour, customisable displays and offers Apple CarPlay® and Android Auto® smartphone connectivity. Cruise control, upgraded heated grips, ACC and USB charging sockets, self-cancelling indicators and Emergency Stop Signals (ESS) are also standard fit, as is a centre stand.

Honda’s proven six-speed Dual Clutch Transmission (DCT) was also updated for 25YM, redeveloped to improve low-speed feel and was linked to the IMU for more intuitive gear shifting while cornering.

The 27YM refresh will see the NT1100 and NT1100 Electronic Suspension available in the following colour options:

• *NEW* Mat Ballistic Black Metallic
• *NEW* Mat Beta Silver Metallic
• Pearl Hawkseye Blue

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3. Key Features
     3.1 Engine

• Strong mid-range power and torque for effortless touring
• Delivery, throttle response and exhaust note specific to NT1100
• Assist/slipper clutch control for manual six-speed gearbox 

A major part of the 25YM update for the NT1100 was the engine. Updated in line with the 24YM Africa Twin engine updates, performance was made much stronger in terms of mid-range power and torque, as the dyno curves proved. The 1,084cc, 8-valve parallel-twin engine now produces 75kW @ 7,500rpm with peak torque of 112Nm @ 5,500rpm, up from 105Nm @ 6,250rpm. Bore is 92mm with 81.5mm stroke; compression ratio is 10.5:1.

Throttle By Wire (TBW) provides engine management and PGM-FI feeds the throttle bodies. Throttle control – therefore drivability – has been optimised and made more linear through reduced torque fluctuation in the lower gears.

Detail changes to the engine for the 25YM update include airbox intake ducts that go from 25mm diameter to 33mm, to draw in more air, and the two internal trumpets that feed air from the airbox were made an extra 65mm longer, whilst new ECU settings and the injector angles now deliver a direct spray into the twin-spark combustion chambers.

Other changes for 25YM included a revised catalytic system to deal with the increased output. A crank pulsar – with relator teeth spaced at 10° intervals – manages misfire detection, important for OBD2/EURO5+ compliance. The additional O2 sensor, positioned at the rear of the convertor, ensures more accurate emissions measurement read outs.

Honda’s SOHC Unicam valve train and the low-set position of the cast camshaft contribute to the compact nature of the cylinder head and entire engine package; inlet valves are 36.5mm in diameter, exhaust valves 31.0mm, with 10.1mm and 9.3mm lift respectively. 

Aluminium cylinder sleeves keep weight low while the 270° phased crankshaft and uneven firing interval create the engine’s signature ‘throb’. The crankshaft was also redesigned, as well as the con-rods, which feature a revised curve radius, increasing from 70 to 75R, and re-shaped and strengthened bottom end design. The pistons were made 400 micron (0.4mm) longer with revised crowns to help boost the compression ratio.

The crankcases are split horizontally; the water pump is housed efficiently 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; the water and oil pumps are both driven by the engine’s balancer shafts.

At the bottom end is a semi-dry sump with in-tank lower crankcase oil storage. This allows a lower pan depth to keep overall engine height low. As the pressure-fed pump is located within the tank where it delivers its oil from, there is no need for a pressure-feed passage. Secondary vibrations are neutralised by the mutually reciprocating motion of the pistons, while primary inertial and coupling vibrations are cancelled by use of biaxial balance shafts. The aluminium clutch centre and pressure plate use ‘assist’ cams to ease upshifts and ‘slipper’ cams for deceleration and downshifting.

3.2 Engine Electronics 

• Six-axis Inertial Measurement Unit (IMU) at the centre of all ride systems
• Three default riding modes to choose from, plus two customisable modes
• Three level Honda Selectable Torque Control with integrated Wheelie Control

Throttle By Wire (TBW) management and a six-axis Inertial Measurement Unit (IMU) were at the heart of the 25YM NT1100’s electronic package overhaul. They offered up three pre-set riding modes for the rider to choose from, covering a wide variety of riding conditions and three levels of management for Power and Engine Braking, with level one delivering the maximum of either parameter. Mode selection is managed from the left-hand switchgear.

• 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 USER 2 modes offer the ability to customise between all 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.

There are also three levels of Honda Selectable Torque Control (HSTC) with integrated Wheelie Control – each level’s amount of intervention is optimised to work with real-time input (yaw/roll angle and rate) from the IMU. Level three provides the highest intervention. An indicator in the instrument display activates when HSTC is working; it can also be turned off completely.

3.3 Dual Clutch Transmission (DCT)

• DCT linked to six-axis IMU control for ultimate control
• Shifting schedule optimised for cornering to utilise engine torque
• Smooth low-speed response and feel
• DCT offers choice of Automatic (AT) or Manual Transmission (MT)
• Three-level S mode for wide-ranging sporty AT shifting performance

Honda has sold over 300,000 DCT-equipped motorcycles across Europe since the system first appeared as an option on the VFR1200F in 2010. Testament to its acceptance in the marketplace, since the NT1100’s introduction, 66% of customer have chosen the DCT option over the manual.

Honda’s DCT 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.

For the 25YM update, two DCT upgrades were the target for Honda’s development engineers. First, smoother starting from standstill and control at low speed – under 10km/h – for U-turns etc. This requires a ‘quick yet gentle’ driving force at small throttle openings.

The revisions surpassed the operating parameters of the previous generation DCT by electronically estimating the oil pressure of the clutch piston chamber and renewed the way feedback gain was applied, rather than just relying on an oil pressure sensor upstream of the clutch piston. This resulted in an improved, more delicate clutch response.

Secondly, an NT1100 specific shift schedule made full use of the engine’s mid-range torque and IMU cornering detection, allowing the DCT to hold onto gears for longer while braking before downshifting to make smooth use of the drive. Similarly upshift timing was improved to match the engine’s character.

Consistent, fast and seamless gear changes are always on offer. 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, current gear 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 programmes shifts at higher rpm while Level 2 is the intermediate point between the two.

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3.4 Styling & Equipment

• Crisp, aggressive fairing style, topped by five-way adjustable screen that can be operated one-handed
• LED projector headlights feature DRL indicators
• Large capacity panniers accept a full-face helmet each side
• Heated grips, plus centre stand, USB and ACC socket all standard equipment as well as 6.5-inch TFT screen with full smartphone connectivity

The NT1100 was 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 all centred around rider (and pillion) comfort. The 25YM built on these attributes; its development centred around delivering even higher levels of comfort and practicality.

As always, the NT1100’s form is also about function, evolved with the aim of elevating the quality of the riding experience. Immediately noticeable, when compared to the 22YM design, the 25YM NT1100’s solid, three-dimensional upper fairing (now partially constructed from bio-degradable Durabio) was been recut with much more aggressive – and tightly wrapped – angles to both sides and ‘face’, matched by a svelte tail section.

The twin headlights were reprofiled to LED projectors, which incorporated Daytime Running Lights (DRLs) and subtly integrated indicators. Contrasting high/low beams express an intriguing ‘hidden eye’, whilst all other lighting is LED. Fitted as standard, upper and lower deflectors provide wind and weather protection around arms and lower body.

The screen was also completely redesigned for 25YM. Following feedback from owners, riders can now raise or lower it one handed while seated on the bike. It offers five-stage adjustment for height and angle through a total of 167mm between the high and low positions. Set low, it sends air around the shoulders; set high it moves air over the rider’s helmet.

To protect both bike and rider from mud and water, the mudguard was made 150mm longer at the rear through a splash guard extension that covers the rear of the tyre. The rider integrates into the machine neatly, enveloped by the protection offered by the new, reprofiled fairing.

A wide, thick seat, with optimised cushion density for comfort, offers a luxurious expanse for two; as part of the 25YM refresh the sitting area towards the rear of the rider’s seat was increased 20% over the 22YM without reducing ground reach. Seat height for the NT1100 remains 820mm and, as before, a large grabrail for the passenger extends from the rear rack.

The exhaust muffler is set low to maximise pannier volume. And it’s the standard-fit, detachable panniers that are one of the NT1100’s key features. For 25YM volume was expanded with 25mm deeper lid space (meaning the new panniers will fit the 22YM). Pannier volume is 37L left and 36L right and both panniers will hold a full-face helmet.

Bright and easy to read, the 6.5-inch TFT touch screen offers three 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 can be set to black or white. Apple CarPlay®, Android Auto® and Bluetooth connectivity allows access to smartphone functions via the TFT display.

A high quality, weight-saving addition is use of a SKYRICH HJ13L lithium-ion battery. Contributing to mass centralisation it saved 2.5kg over the 22YM model. The premium specification is rounded out by self-cancelling indicators and Emergency Stop Signal (ESS) technology; practicality is furthered through the application of 12v and USB sockets, and a useful centre stand arrangement.

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3.5 Chassis

• Six-axis IMU control enables Cornering ABS to provide sure-footed braking alongside Rear Lift Control
• Option of Showa Electronically Equipped Ride Adjustment (Showa-EERATM suspension or standard Showa 43mm inverted front forks and rear shock
• Steel semi-double cradle frame and bolt-on aluminium subframe
• Dual 310mm front discs and 4-piston radial-mount callipers

At the very heart of the NT1100 is a six-axis Inertial Measurement Unit (IMU) tucked away at the centre of the machine that measures – in real-time – roll angle/ rate, pitch angle/rate and yaw angle/rate. It works through the TBW system to aid the management of rear wheel traction via Honda Selectable Torque Control (HSTC), and front wheel lift through Wheelie Control. Cornering ABS and Rear Lift Control are also integrated to the IMU to offer complete control in a variety of riding scenarios.

The IMU takes in lean angle, deceleration (from front/rear wheel speed sensors) and incorporates the slip rate of the front and rear wheels to manage braking pressure through the ABS; likewise if it detects sudden rear wheel lift, it allows fine control of brake force to maintain stability.

New for 25YM was the option of Showa Electronically Equipped Ride Adjustment (Showa-EERA™) suspension on the NT1100 Electronic Suspension. Proven on the Africa Twin Adventure Sports, and with settings specifically developed for the NT1100, the system automatically provides optimum damping force relative to the stroke speed. It works by adjusting the damping level based on information from three sources: bike speed (from the ECU), the bike’s stance and attitude (from the IMU) and the fork behaviour (from the stroke sensor).

The Suspension Control Unit adjusts suspension behaviour within a mere 15 milliseconds (0.015 seconds) of these calculations being made. The system’s flexibility means that damping adjustment can be programmed to change as the vehicle speed changes – allowing firmer damping at higher speeds, for example. 

In practical terms, the Showa-EERA™ means the rider can select all-round urban ride comfort, high speed touring stability or precise response in the rain at the touch of the meter. Showa-EERA™ also reduces excessive dive under hard braking.

Three pre-defined suspension modes are available:

• URBAN is the equivalent of the standard Showa suspension setup, for agile handling in a wide range of situations.
• TOUR delivers maximum braking and turning stability and the firmest damping for high speeds and two-up, fully laden touring.
• RAIN softens damping reaction to smooth and slow suspension response in wet conditions.
• USER allows a personal choice of damping and preload settings.

Showa-EERA™ also offers the rider the ability to adjust spring preload finely, through 24 steps, at the rear while on the move. The standard Showa setup is also available; 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 diecast 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. The Electronic Suspension options gains a further 1kg.

Dual 310mm front discs are squeezed by lightweight, 4-piston radial-mount callipers. The rear 256mm disc uses a mono-piston calliper.

4. Accessories

There are a range of accessories tailor made ready for the NT1100, including a quick shifter with autoblipper function, aluminium cosmetic panels for the luggage and a brand new decorative sticker set available in two colours. To make it easy for an owner to get their NT1100 the way they want it, two packs are also available (all items can also be purchased separately)

The Urban Pack has been developed to enhance the NT1100’s commuting abilities:

• Colour matching 50L Top Box with Inner Bag and Back Pad
• Alarm

The Voyage Pack builds on this further, designed to make the most of longer hauls and features:

• Colour matching 50L Top Box with Inner Bag and Back Pad
• 4.5L Tank Bag
• Rider/Pillion Comfort Seats
• Comfort Pillion Footpegs
• Fog Lights

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5. Technical specifications

	NT1100 27YM	NT1100 DCT 27YM	NT1100 DCT Electronic Suspension 27YM
ENGINE
Engine Type	Liquid cooled four-stroke, eight valve, parallel twin with 270° crank and uni cam
Engine Displacement	1,084 cc
Bore x Stroke (mm)	92 mm x 81.5 mm
Compression Ratio	10.5
Max. Power Output	75.0 kW at 7,500 rpm
Max. Torque	112 Nm at 5,500 rpm
Noise Level (dB)	max. 94dB	max. 95dB
Max Speed	200 km/h
Oil Capacity	4.8 L	5.2 L
Starter	E-Starter
FUEL SYSTEM
Carburation	PGM-FI fuel injection
Fuel Tank Capacity	20.4L
CO2 Emissions WMTC	116 g/km
Fuel Consumption	5,0 L/100km
ELECTRICAL SYSTEM
Battery Type	Lithium-Ion
Battery Capacity	12 V 6.0 Ah
DRIVETRAIN
Clutch Type	Wet Multiplate Clutch	2x wet multiplate clutch
Transmission Type	6-speed Manual Transmission	6-speed  Dual Clutch Transmission
Final Drive	Chain
FRAME
Frame Type	Semi – double cradle steel frame
CHASSIS
Dimensions (L´W´H)	2,240mm x 860mm x 1,340mm
Wheelbase	1,535mm
Caster Angle	26.5°
Trail	108mm
Seat Height	820mm
Ground Clearance	175mm
Kerb Weight	238kg +12kg Panniers	248kg +12kg Panniers	249kg +12kg Panniers
SUSPENSION
Suspension Front	SHOWA 43 mm SFF-BP type inverted telescopic fork with dial-style preload adjust, 150 mm stroke.	SHOWA 43 mm SFF-BP type inverted telescopic fork with dial-style preload adjust, 150 mm stroke.	SHOWA Telescopic inverted fork with an inner tube diameter of 43 mm, and an Electric controlled unit (SHOWA EERA) with compression and rebound dumping adjustments, 150 mm stroke
Suspension Rear	Monoblock aluminium swing arm with Pro-Link with SHOWA gas charged damper, hydraulic dial-style preload adjuster, 150 mm travel.	Monoblock aluminium swing arm with Pro-Link with SHOWA gas charged damper, hydraulic dial-style preload adjuster, 150 mm travel.	Monoblock aluminium swing arm with Pro-Link with SHOWA gas charged damper, hydraulic remote control preload adjuster and electronic control unit (SHOWA EERA) with compression and rebound damping adjustments 150 mm rear wheel travel
WHEELS
Wheels Front	17M/C X MT3.50 Multi-spoke cast aluminium
Wheels Rear	17M/C X MT5.50 Multi-spoke cast aluminium
Tyres Front	120/70ZR17 M/C (58W)
Tyres Rear	180/55ZR17 M/C (73W)
BRAKES
ABS Type	2-channel IMU based cornering ABS
Brakes Front	Radial mounted four-piston brake calliper, 310 mm floating double disc
Brakes Rear	Single piston calliper, 256 mm single disc
INSTRUMENTS & ELECTRICS
Instruments	6.5-inch TFT touch panel multi information display & LCD meter
Headlight	LED
DRL	Yes
Taillight	LED
Connectivity	Apple Car Play & Android Auto
USB	USB-A
12V Socket	Yes
Auto Winker Cancel	Yes
Quick Shifter	Optional	–
Security System	HISS
Cruise Control	Yes
Riding mode	Tour, Urban, Rain, User 1 and User 2
HSTC with integrated Wheelie Control	3 Level + OFF
Rear lift control	Yes
Additional Features	Screen adjustable (167 mm adjustable range)

All specifications are provisional and subject to change without notice.

^{# 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.}

The torque and power curves give a good impression of the character of the Honda NT1100 DCT’s 1,084 cc parallel-twin engine. The graph shows how torque builds strongly from low engine speeds and remains substantial across a broad part of the rev range, providing the relaxed and effortless power delivery that suits the NT1100’s touring character.

The accompanying data table can also be used to recreate the graph in Microsoft Excel or Google Sheets. The values have been digitally reconstructed from the original graph and should therefore be regarded as approximate reference data.

How to read the graph

Torque describes the engine’s ability to produce rotational force, while power describes how quickly that torque can be converted into work. The NT1100 develops its maximum torque at 6,250 rpm and its maximum power at 7,500 rpm. Because strong torque is available across a broad part of the rev range, the engine does not need to be operated at high rpm to deliver useful acceleration.

The table contains values ​​per 500 rpm.

RPM	Torque (Nm)	Power (PS)
1,000	1.3	0.2
1,500	19.6	4.2
2,000	36.5	10.4
2,500	51.6	18.4
3,000	64.7	27.6
3,500	76.0	37.9
4,000	85.2	48.5
4,500	92.5	59.3
5,000	98.3	70.0
5,500	102.0	79.9
6,000	103.7	88.6
6,250	103.9	92.5
6,500	103.5	95.8
6,750	102.4	98.4
7,000	100.2	99.8
7,250	98.1	101.3
7,500	94.9	101.4
7,750	88.9	98.1
8,000	81.0	92.3

Engine RPM vs. Road Speed – All 6 DCT Gears

The following graph shows the relationship between engine speed (RPM) and road speed for all six gears of the Honda NT1100 DCT. It provides a useful insight into how the Dual Clutch Transmission (DCT) translates engine speed into actual road speed.

How to read the graph

The horizontal axis represents engine speed in revolutions per minute (RPM), while the vertical axis shows the corresponding theoretical road speed in km/h.

Each line represents one of the six DCT gears. Because the transmission ratios become progressively taller, the motorcycle covers more distance at the same engine speed as it shifts from first to sixth gear.

For example, at 4,000 rpm, the theoretical speeds are approximately:

Gear	Road speed
1st	44 km/h
2nd	64 km/h
3rd	82 km/h
4th	100 km/h
5th	116 km/h
6th	128 km/h

This also illustrates why sixth gear is particularly well suited to relaxed touring. At higher road speeds, the engine can run at relatively low RPM, helping to keep the ride smooth and effortless.

Transmission data

The calculations are based on the 2023 Honda NT1100 DCT transmission ratios:

Specification	Value
Primary reduction	1.863
1st gear	2.562
2nd gear	1.761
3rd gear	1.375
4th gear	1.133
5th gear	0.972
6th gear	0.882
Final reduction	2.500
Rear tyre	180/55 ZR17

The calculation uses the theoretical circumference of a 180/55 ZR17 rear tyre (approximately 1.979 m). Actual road speed can differ slightly because the effective rolling circumference changes with tyre wear, tyre pressure, rider/passenger load and other factors.

A useful combination

Together with the Torque & Power graph, this graph gives a much more complete picture of the NT1100’s engine and DCT characteristics:

Torque & Power shows what the engine produces, while RPM vs. Road Speed shows how the DCT uses it.

Honda’s Dual Clutch Transmission (DCT) is designed to provide smooth, comfortable and consistent gear changes by electronically controlling two separate clutches. Over time, however, the clutch engagement and shifting behaviour may change.

A DCT calibration, also referred to as clutch initialization, allows the system to relearn the clutch engagement characteristics and can help restore smooth shifting and clutch operation.

The procedure described on this page is intended as a practical reference for Honda DCT riders. Although the basic calibration procedure is similar across many Honda DCT models, the exact procedure and indications can vary depending on the model, DCT generation and model year.

Document: 08R73-MLF-E00ZA Comfort Passenger Seat EN.pdf

The Comfort Rider Seat is an optional accessory designed for the Honda NT1100, model year 2022 onwards.

The seat is designed to provide the rider with enhanced comfort and support, making longer journeys more enjoyable and reducing fatigue during extended rides.

With its ergonomic design and high-quality finish, the Comfort Rider Seat integrates seamlessly with the motorcycle and complements the overall appearance of the NT1100.

This installation guide describes the correct installation and fitting of the Comfort Rider Seat on the Honda NT1100.

Document: 08R73-MLF-E00ZA Comfort Passenger Seat EN.pdf

The Comfort Passenger Seat is an optional accessory designed for the Honda NT1100, model year 2022 onwards.

The seat is designed to provide the passenger with enhanced comfort and support, making longer journeys more enjoyable.

With its ergonomic design and high-quality finish, the Comfort Passenger Seat integrates seamlessly with the motorcycle and complements the overall appearance of the NT1100.

This installation guide describes the correct installation and fitting of the Comfort Passenger Seat on the Honda NT1100.

Document: 08R74-MLF-E00ZB Top Box Backrest – Red EN.pdf

The Top Box Backrest is an optional accessory designed for installation on the 50L Top Box of the Honda NT1100, model year 2022 onwards.

The backrest provides additional comfort and support for the passenger, making longer journeys more comfortable.

The backrest is designed to integrate seamlessly with the 50L Top Box and complements the overall appearance of the motorcycle.

This installation guide describes the correct installation and mounting of the Top Box Backrest on the 50L Top Box.

Document: 08L83-MKT-D00 Aluminum Top Box Panel EN.pdf

The Aluminium Top Box Panel is an optional accessory designed for installation on the 50L Top Box of the Honda NT1100, model year 2022 onwards.

The panel provides a stylish and premium finish to the top box while complementing the overall design of the motorcycle.

The Aluminium Top Box Panel is available in colour-matched versions, allowing it to be ordered in the same colour as the motorcycle. Available colour options include Grey, Black, White, Red and Blue.

This installation guide describes the correct installation and mounting of the Aluminium Top Box Panel on the 50L Top Box.

Document: 08L73-MKT-D00 50L Top Box EN.pdf

The 50L Top Box Promo Pack is an official Honda luggage accessory for the Honda NT1100, model year 2022 onwards.

The pack includes a spacious 50-litre top box, providing sufficient storage capacity for two full-face helmets, together with the matching decorative accessories: a passenger backrest and a colour-matched outer shell.

The top box can be customized to match the colour of the motorcycle. Available colour options are Grey, Black, White, Red and Blue.

This installation guide describes the correct installation and assembly of the components included in the 50L Top Box Promo Pack.

Honda’s DCT, the world’s first DCT mounted on a motorcycle, has evolved to be closer to the rider’s senses

In 2010, Honda introduced the world’s first dual clutch transmission (DCT)*¹ in a motorcycle, and has continued to evolve the DCT ever since. 2012 saw the introduction of the DCT in the NC700 series and the CTX700, expanding the circle of users. In 2016, this technology was introduced to the CRF1000L Africa Twin to expand riders’ field of use. And in 2020, it evolved to become quieter and smoother, with control closer to the rider’s senses.

What is the Dual Clutch Transmission?

A Dual Clutch Transmission is a transmission in which clutch and shift operations are automated, while maintaining the structure of manual transmission with its advantages such as direct-feel acceleration.
With no need to operate the clutch, the rider can concentrate on the throttle and brake operation while riding, and smooth acceleration and deceleration is possible with fewer interruptions of driving force during shifting that inevitably occur with normal manual transmissions due to their structure.
As a transmission with two clutches (dual clutch), one for the 1st, 3rd, 5th gear and starting, and the other for the 2nd, 4th, and 6th gear, Dual Clutch Transmission is the world’s first*¹ technology for motorcycles.

*1: As of June 2010 (based on Honda research)

There are two gear shifting modes: the AT mode, which automates shifting operation, and the MT mode, which allows the rider to select a gear of their choice at any time. In the AT mode, in addition to the regular D mode, the S mode can be selected for sportier riding. The gears can be shifted at any time with shift switching according to the riding conditions, and after shifting the gears, the machine automatically returns to the AT mode.

The CRF1100L Africa Twin is equipped with a 6-axis IMU (inertial sensor) that detects angular velocity and acceleration for pitch, roll, and yaw. The addition of cornering run detection control enables gear shifting closer to the rider’s senses, while enhancing launch control and gearshift control delivers a sense of security and directness.

The Inner Workings of the Dual Clutch Transmission

We would like to present here the clutch operation and gear shift operation performed automatically during acceleration and deceleration.

Mechanism for Automatic Gear Switching

In a normal manual transmission, the shift spindle is rotated by operating the shift pedal on the left foot, and the gears are slid through the shift drum and shift fork, but in a dual clutch transmission, the shift motor takes on this role. The shift spindle is operated by the shift motor in the same way when using the optional foot pedal setting.

Dual Clutch Transmission Change Pedal Kit

Dual Clutch Transmission Shift Pedal

Efforts to Deliver to a Wider Audience

In order to deliver to as many people as possible the riding sensation of manual transmission that can be enjoyed without clutch and shift operations, we have optimized the structure according to the characteristics of the engine and model. For example, in the series where the same engine is mounted on the same frame in the three types, “NC750S”, “NC750X” and “X-ADV”, the layout of the clutch and crankshaft was reviewed to realize the floor-type step of the “X-ADV”.

Dual Clutch Transmission-Installed Models

Developers’ thoughts

We believe that the ultimate goal of the DCT is to “create the pleasure of maneuvering”. Since the creation of the DCT in 2010, the development team members have continued to work on evolving it to realize the purpose.

The DCT is an excellent system that frees the rider from clutch and shift operations, while still being able to transmit “direct drive power” unlike other ATs; it does not spoil the fun riding that is the essence of motorcycles.

If you actually ride it, you will immediately understand that it is not just a regular AT. It allows the rider to get the torque and acceleration they want, when they want it, and how they want it. What we want to provide with the DCT is a sense of oneness between the rider and the motorcycle.

2010: “Establishment of the world’s first installation system”

After announcing the development of our technology at the Milan Show 2008, in 2010, the VFR1200F sports tourer became the first motorcycle in the world to be equipped with Dual Clutch Transmission. It is since this time that the idea of switching between AT and MT modes at the will of the rider, and temporarily allowing manual operation even when the AT mode is used has been adopted.

2012: “Expansion of Users”

In 2012, the Dual Clutch Transmission was introduced to the 700cc NC series to allow more riders to experience it. By utilizing the know-how and manufacturing infrastructure of four-wheelers, to which hydraulic clutch control was applied ahead of motorcycles, we have been able to offer a more compact and reasonable model by drastically reviewing the structure, including reducing the number of parts compared to the previous systems. As the NC series gained popularity, many derivative models were equipped with DCT, and as more and more riders experienced it, it has grown its way to being a widely recognized technology.

2016: “Expansion of the Field of Use”

With the Dual Clutch Transmission, we sought to expand not only the “users” but also the “field of use”-In the 2016 CRF1000L Africa Twin, we took on the challenge of applying the DCT to a new territory: off-roading. By reviewing the clutch control and gear shifting control, a new mode for dirt riding has been added, which has been well received as an “adventure model” as it can be ridden anywhere. For the Africa Twin, the DCT model was selected by almost half of the customers, proving that the DCT is capable of demonstrating its true value even in off-road conditions where riding requires concentration.

2018: “7 gears for freedom of choice in shifting”

As the next step in our efforts to “expand” the range of users and scenes, we aimed to “deepen” the sense of fulfillment of maneuvering the vehicle by ensuring that the evolution of each model is optimized in terms of both software and hardware.

In the Gold Wing, the shifting feel has been improved by adopting a 7-gear transmission instead of 5-gear manual transmission, allowing the rider to enjoy the full power feel of the vehicle. With the adoption of a cross ratio on the low-speed side, the shock caused by shifting gears is reduced while the adoption of a wide ratio in 7th gear enables controlling of the engine speed rotation during high-speed cruising, greatly improving quietness. Furthermore, a superior shift feel has been achieved by adopting dampers in various parts to reduce transmission noise and operation noise while shifting. The adoption of a geared chain eliminates the need for an additional reversing shaft, which contributes to making the system lightweight and compact, coming along with a very low-speed forward and reverse function that allows for easy turning of the vehicle body while seated. In terms of advances in control technology, we have achieved both quicker and smooth-feel shifting through coordinated control with throttle-by-wire (TBW), which electronically controls the throttle valve opening.

2020: DCT Control that Paved its Way to be Closer to “the Rider’s Senses”

The CRF1100L Africa Twin uses a 6-axis IMU to detect the vehicle’s bank angle, acceleration, and deceleration, and to select gears that match the riding conditions, such as cornering. This enables gear shifting closer to the rider’s senses. Together with the G-Switch, which switches the clutch response characteristics, the rider can enjoy a direct and exciting ride.

The DCT technology is highly compatible with other technologies, and will continue to evolve as sensing devices, ECUs, AI, etc., are enhanced. We will continue to promote technological development with the aim of “creating a higher level pleasure of maneuvering”.

Photo collection of my Honda NT 1100 DCT

Maintenance Schedule

Some maintenance procedures require specialized tools, technical information, or mechanical expertise. If you are not familiar with a particular procedure, Honda recommends having the work performed by an authorized dealer or qualified technician.

Proper maintenance not only extends the life of your NT 1100 but also contributes to safer and more enjoyable riding throughout the year.

Code	Market / Destination
ED	Europe (European Direct Sales), including countries such as the Netherlands, Belgium, Germany, the United Kingdom, etc.
GS	Gulf States (GCC): United Arab Emirates, Saudi Arabia, Qatar, Kuwait, Bahrain, and Oman.
KO	South Korea.
FO	Taiwan.
CH	This code does not appear in the official Forza 750 manuals. On some other Honda models, CH is used for specific countries or markets, but it does not seem to be a standard destination code for the Forza 750. It may be an internal Honda code found in certain parts databases.

The torque values below provide the specified tightening torques for the engine, frame, chassis, braking system and other components. They are intended as a quick reference during maintenance and repair work. All values are given in N·m, with the corresponding kgf·m and lbf·ft values where specified. Always follow the applicable remarks, such as the use of thread-locking agent, engine oil or replacement of self-locking fasteners.

This online workshop manual provides detailed technical information to help you carry out maintenance, inspection, adjustment, repair and servicing work on the Honda NT1100.

The manual contains technical specifications, maintenance procedures, component information, removal and installation instructions, adjustment procedures and other information required when working on the motorcycle.

Maintenance Information

For quick access to the most commonly required maintenance information, please use the following resources:

• Periodic Maintenance Schedule – an overview of the recommended maintenance intervals and service operations for the Honda NT1100.
• Tightening Torques – a complete overview of the specified tightening torques for engine and frame components.

Important

This workshop manual is intended as a technical reference for servicing and maintaining the Honda NT1100. Always follow the manufacturer’s specifications and safety procedures when carrying out maintenance or repairs.

Before starting any work, make sure you have the appropriate tools, replacement parts and technical information available. When in doubt, maintenance or repair work should be carried out by a qualified Honda technician.

Workshop Manual

Use the manual below to browse the available technical information and procedures for the Honda NT1100.

We hope this resource makes servicing and maintaining your Honda NT1100 easier and more convenient.

If you have documents or manuals that could benefit others, I’d be happy to share them on this website. Simply reach out to me through the contact form, and I’ll get in touch with you.

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ENGINEER YOUR ESCAPE

Honda’s NT1100 channels the legendary Africa Twin’s Unicam® parallel twin — re-tuned for performance touring — into a chassis that balances sport-bike responsiveness with longdistance comfort, all backed with Honda reliability, so you can turn miles into memories.

New for 2026, a Gray Metallic colorway complements its sleek bodywork, excellent ergonomics, and optional accessory luggage, so it looks as good as every ride feels.