P118
RIDE REVIEW I 2025 HONDA NT1100 DCT
Throttle-by-wire and PGM-FI
(programmed fuel injection) en-
sure smoother throttle response
with reduced torque fluctuation.
Intake improvements include
larger 33mm airbox ducts (up
from 25mm), extended 65mm in-
take trumpets and 46mm throttle
bodies, creating a smoother
airflow. ECU updates and new,
steeper fuel-injector angles en-
hance combustion efficiency.
Bore and stroke remain the
same as the Africa Twin at 92mm
x 81.5mm, but the compression
ratio increases to 10.5:1 via a
reworked crankshaft, stronger
con-rods with increased radius,
and longer pistons with revised
But that doesn't mean the
Africa Twin gets thrown out of
the NT story just yet, because
the NT is essentially an Africa
Twin dressed in new clothes.
Honda has fitted the NT with
the Africa Twin's 1084cc, eight-
valve, parallel-twin motor from
2024, claimed to produce 100
horsepower at 7500 rpm and 82
lb-ft of torque at 5500 rpm, up
a claimed five pound-feet over
the engine that sat in the first-
generation NT (that we subse
-
quently didn't get, so, whatever).
The NT1100 platform has
been an absolute smash in
Europe, rocketing to the top of
the sport-touring sales charts
on the back of an appealing
MSRP and Honda's renowned
build quality, even if the overall
design was a little vanilla.
Honda's logic in bringing the
NT to the USA was that between
the NC750 and the Gold Wing,
there was really nothing in be
-
tween unless you wanted to hop
on Honda's stupendous Africa
Twin, a physically large motor-
cycle and one that is perhaps
not up everyone's alley, espe-
cially if all you're interested in is
tarmac miles.
The massive front
bodywork has been altered
for 2025 to get more
cooling air to the rider. It
still looks a bit scooter-
ish, mind you.
