Why I DIDN’T Buy A Honda NT1100

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I found myself in a bit of a pickle in 2022.

For me, this year was ‘new bike year.’ And generally, new bike year is the year that most riders look forward to. You’ve paid off your bike (or your PCP agreement), and the exciting pastime of bike shopping takes over your mind.

Eagerly, you study the reviews on websites and in magazines. You trawl through endless videos on YouTube, trying to decipher the worthy ones from the biased ones.

You bounce through the thoughts and opinions of bike journalists across the world; taking what you can whilst secretly wondering how much of the positivity is real and how much of it is in return for the 5* hotels and meals they enjoyed on the press launch courtesy of the manufacturer.

Shortlist in hand, you organise test rides on your chosen bikes. And they always take you by surprise! You find things you love in bikes you never thought you would like. And you discover the bike at the top of your list never quite lives up to your expectations.

It’s a great time to be a biker!

This is an overview of my thoughts on the Honda NT1100 – and why I ultimately decided NOT to buy one.

honda nt1100 and rider at sunrise

Related: How To Test Ride A Motorcycle Like A Pro

Stepping Down From My Africa Twin

I’ve had big adventure bikes for a while now. And whilst I’ve enjoyed them, I’ve been itching to get rid of my Africa Twin for quite some time.

The problem I’ve had is that I didn’t actually want any of the bikes available!

Don’t get me wrong, there are tonnes of excellent bikes out there. But not one of them ticked all the right boxes for me.

For me, common drawbacks on a variety of bikes have included price, weight, lack of power, lack of comfort, lack of specific gadgets (namely cruise control), and the lack of what I consider basic amenities (such as a centre stand!)

So when the Honda NT1100 was hyped up towards the end of last year, it instantly found its way to the top of my list.

On paper, at least, it was the only bike on the market that ticked all the boxes. Sure, I would’ve liked a touch more power. But it came with panniers, heated grips, Apple CarPlay, cruise control, a large fuel tank and a centre stand.

And it also looked as though it would monster the comfort test. As a touring rider, this is a huge plus for me.

I knew it wouldn’t be the most exciting bike around. But theoretically, it satisfied a large proportion of my requirements.

So I went to have a look.

biker and rider in tunnel

Related: Read more posts like this in our Touring category

Other Options

For me, the NT1100 is up against some very worthy adversaries in the sports touring category:

  • Kawasaki’s Ninja 1000SX (Touring Edition)
  • Suzuki’s GSX-S1000GT
  • Yamaha’s Tracer 9 GT

Honda NT1100 Price Comparisons

The base model of the NT1100 is decent value. Although I don’t agree with the plethora of journalists who unanimously make out that it’s a bargain.

In its basic form, it’s £12,399 (or £13,399 for the DCT model) – correct at the time of writing in April 2022 after Honda’s price increase of £400 on each model.

For comparison purposes, I spec’d out each of the above models with the appropriate touring kits to ensure fairness and similarity throughout the range. For example, the Suzuki comes with practically zero accessories, so I had to add them as extras. And the Ninja 1000SX needed the touring pack to make it comparable to the NT.

Compared to its rivals in this list, the manual NT1100 is £99 more expensive than Yamaha’s similarly-spec’d Tracer 9 GT (or £1,099 more expensive if you opted for the DCT model.)

The manual NT is £938 cheaper than Suzuki’s comparable GSXS-1000GT (although the DCT model is £62 more expensive than the Suzi.)

The Kawasaki Ninja 1000SX is also a close comparison, coming in at £350 more expensive than the manual NT1100 (but £650 cheaper than the DCT version of the NT.)

Honda NT1100: First Impressions


The first thing I noticed about the NT1100 when I saw it in person is that it wasn’t a memorable looking bike. It’s not a bad looking bike, but it’s certainly not a head-turner, either (although it looks better in real life than in pictures.)

It lacks the aggressive lines of the Kawasaki and the Suzuki. And it lacks the finesse of other tourers from BMW and the like.

To make it worse, Honda hasn’t made it any easier on themselves by offering three different shades of bland – black, white, or grey.

When the salesman asked me what colour I liked best, I honestly didn’t have an answer for him. They’re all just a bit plain.

The other thing I noticed immediately was the mass of messy buttons on the left handlebar for the menu system.

I can’t for the life of me understand why Honda clumped everything together in the messiest assortment of buttons I’ve ever seen. And then stuck it on the handlebars.

Not only is it unsightly, but when test riding the bike, I kept pushing unwanted buttons when looking for the indicators or when manually changing down a gear.

To make it worse, these buttons exist only because the touchscreen doesn’t work when the bike is moving. I wish Honda would either make it so the touchscreen works when riding or dispense with the touchscreen altogether and pass on the cost reductions to the customer!

honda nt1100 tft display

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Once on the bike, things started to look up.

Yes, that disgusting cluster of buttons on the handlebars was still staring at me. But in terms of comfort and layout, everything else looked great.

The bike I rode had a comfort seat. And as someone who suffers badly from arse-ache on motorcycles, I have to say, it was roomy, comfortable, and actually quite plush. I was impressed.

With feet up on the pegs, the riding position is super comfortable, and I could tell instantly that this was a bike made for sunrise to sunset riding.


comfort seat

Riding The Honda NT1100

Out on the road, the NT1100 is indeed an easy bike to ride. In true Honda fashion, you feel totally at ease with it the second you set off.

Everything is precisely where you would expect it to be. There are no surprises. No panic. It all feels very familiar – and that instantly puts you at ease.

Even the change to a DCT bike from a manual was without drama. The bike did exactly what it should and never did anything to catch me off guard throughout my ride.

motorcyclist on mountain road


The 1,084cc parallel twin isn’t as beefy as it sounds. It’s a good engine; buttery smooth and incredibly well-mannered.

It’s the same engine that’s in the Africa Twin. But to me, at least, it doesn’t feel like it! I’m pretty certain that my 2019 AT is quicker than the NT1100 – despite the smaller displacement.

Speaking of acceleration, the NT1100 doesn’t take you by surprise off the line, and it doesn’t burst into life at the top end, either. Power delivery is predictable and linear, which makes it easy to ride.

Honda claims the power output of the NT1100 is 100bhp and 77 lb.ft / 104.4 Nm of torque at 6,250rpm.

Compared to some of its similarly-spec’d rivals, the NT1100 is 17bhp shy of Yamaha’s Tracer 9 GT, 40bhp down on Kawasaki’s Ninja 1000SX, and a huge 50bhp short of Suzuki’s GSX-S1000GT.

In typical Honda format, the NT’s acceleration is calm and considered. And if that’s what you want from a touring bike, the NT does it perfectly.

Many people thought the original Honda Deauville was dull. And I can imagine them thinking the NT1100 is just as lacklustre. I must admit, I was expecting a little more oomph from its 1,084cc’s.

Lastly, the NT1100 appears to be less frugal than my Africa Twin. Throughout my ride, I averaged around 48mpg. And in a world where petrol prices are through the roof, that’s a concern.

Dual Clutch Transmission (DCT)

The Honda dealership I visited didn’t have a manual version of the NT1100, so I had to test ride a DCT model.

Having never ridden one before, I wasn’t too sure what to expect.

But on the whole, I found the DCT performance to be a bit hit and miss. Sometimes it worked incredibly well. Other times, I found it to be either overly enthusiastic or overly lethargic.

I tried the DCT box in all three levels of ‘Sport’ (S), and also in standard ‘Drive’ (D.) But no matter which mode I used, I found myself having to override the bike more often than I would like in the twisties – especially on downshifts and for engine braking.

In town, I found the DCT box generally made life easier. In the twisties, however, I wasn’t too keen. Often, the engine would scream as the gearbox held gears for way too long. Other times, it wouldn’t change down which meant hurtling into bends a bit too quick.

I didn’t have to do any kind of slow-riding on the bike, but I would imagine it could be quite cumbersome without a clutch.

There were times throughout my ride when I thought DCT was both great and crap. But overall, I prefer the finesse provided by a clutch. And I can’t see the point of a DCT when I seemingly spend most of my time overriding it.

For this reason, I’d recommend saving yourself a grand and buying the manual version instead. Or, try out the optional quick-shifter. Having not tried it, I can’t comment. But I can imagine it being a more useful option to consider.

honda nt1100 dct

Honda NT1100: Handling & Weight

One of the most important requirements for my next bike is that it’s lightweight. So I was somewhat bemused when I saw the DCT version of the NT1100 was a full 20kg heavier than my non-DCT Africa Twin.

That said, it feels a whole lot lighter when picking it up off the side stand. And the weight isn’t actually noticeable.

On every level, I was impressed at how the NT1100 carries its weight.

In terms of handling, the NT felt light and nimble in town. And it was devastatingly easy to handle in the twisties. I have absolutely no complaints here.

Related: The Lightest Touring Motorcycles

Riding & Touring Comfort

The NT1100’s forte is comfort. I was lucky to have the optional comfort seat under my delicate derriere, and it was a Godsend.

Seat aside, the riding position of the NT is superb for long-distance touring. With many bikes, I find myself simply having to live with the fact that the riding position isn’t perfect. But that isn’t the case with the NT1100.

I felt like I was sitting ‘in’ the bike in an almost upright position. It really is a good position to cover miles.

The adjustable screen always seemed to be in just the right place. And even on the motorway, buffeting was minimal thanks to the screen, wind deflectors and foot deflectors.

With the cruise control on, motorway riding was comfortable and quiet. In fact, the loudest thing I noticed was the road noise radiating up from the front tyre.

All-in-all, I have to concede that the NT1100 is hugely comfortable. It’s the best bit of the bike, and the wind deflectors are a dream!

biker and pillion on forest road

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Honda NT1100: Rider Aids & Accessories

One of the things that drove me to the NT1100 was the sheer amount of accessories that come as standard.

Cruise control, heated grips, centre stand, panniers (32-litre and 33-litre), and Apple CarPlay is exactly what I would ask for if I was designing my own bike.

And whilst these accessories are available on other bikes from other manufacturers, you usually have to pay extra for them.

One thing the NT doesn’t come with, however, is a top box. When I asked the salesman about the optional 50-litre top box, he told me it was £580. And that doesn’t include fitting, either.

The comfort seat is around £120, but that’s only for the rider’s seat. To have the pillion seat matching, it’s just shy of £200.

The TFT dash was clear and colourful. However, the old-school Casio-watch style display beneath it looked dated and somewhat pointless.

Why I DIDN’T Buy The Honda NT1100

In a nutshell, I felt Honda were asking too much money and providing nowhere near enough smiles for the price.

On paper, the NT1100 is a difficult bike to ignore. With a base price of £12,399, it isn’t cheap. However, it is in line with its competitors.

I currently pay around £170 per month (over three years) for my Africa Twin on PCP. For the NT1100 with DCT, the payments work out (for me and my specific circumstances) at £185 over FOUR years, or £215 over three years.

To make it worse, this is NOT taking into account the additional £400 price increase from 1st April, nor is it taking into account the additional £580 for the top box or the £200 for the comfort seat.

For the spec I want at the current prices, the Honda NT1100 would be close to £14,500. And that’s a lot.

Final Thoughts

Was I enamoured by the NT1100 when I rode it? No, not at all.

I didn’t have an ear-to-ear smile when I got off it. And it didn’t tickle my fancy or entertain me enough to warrant that type of price.

That said, the NT is incredibly easy to ride and supremely comfortable. There’s not a doubt in my mind that Honda will sell lots and lots of NT1100 units!

For me though, I think I would get bored of it pretty quickly. It’s a nice bike to ride. But it lacks character and flair.

For over £200 per month, there are other bikes out there that would give me butterflies of excitement every time I was about to get on it.

Sadly, the Honda NT1100 just isn’t one of those bikes.

So What DID I Buy?

Well, I can tell you that I did buy one of the bikes on this list! It’s on its way to me as we speak and I’ll show you more when it gets here.

Any guesses on which I went for? Let me know in the comments!

All images: Honda


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22 thoughts on “Why I DIDN’T Buy A Honda NT1100”

  1. Thanks for an excellent, honest review.

    One of the things that really brasses me off about all the manufacturers that I can think of, is that they have the utter cheek to charge extra for a “Comfort Seat”. If they’re capable of making a comfortable seat then fit the damned thing as standard. To me, it’s completely inexplicable. There must be other extras that they can offer to increase the wedge they extract from our wallets, without admitting that the standard seat on their newly launched model is crap by design.

    • Hi Steve, I’m totally with you. The other one that annoys me is the optional centre stand. As it happens, the NT comes with one as standard, but my previous two Honda’s didn’t! Paying for things like these is about as joyous as paying for a parking ticket 😤

    • My guess as to one main reason manufacturers put less comfortable seats on bikes is to keep weight down which I have been laughed at because bikes like these were never going to featherweights so it might seem an invalid point ….except that there IS a spec war going on in every segment and every little opportunity to lower the SPEC weight can help attract more sales …maybe a comfort seat is only 3 extra pounds but added to some lighter weight tires and 10mm less diameter on brake rotors, a gallon less fuel capacity. a less material for wind protection etc etc it might easily make a model near the lightest of the competion or at least not significantly heavier….why do you think the Ninja SX is lacking a center stand? Of the other two bikes likened to the niche (the Tracer9gt and the GSX1000GT the Kawasaki is the porker of the three and that center stand might have added another 10kg which the journalists would have then crucified the model….but looked at in isolation all the things that add a little weight individually people might complain at being denied. I see so many bike owners add every accessory they are attracted to and I dont believe they typically understand the amount of weight they have added with their top box and panniers, premium tires (compare weights of tires you might be surprised as I was!), optional center stand, handguards, heated comfort seat, crash bars, fog lights etc etc….I know some guys have easily added 50 llbs or considerably more than that and yet STILL they happily quote the original claimed weight as what their bike weighs….uhhh B*@&sh!t!

    • Comfort seats are often thicker and wider. Hence less ideal for commuting; especially for those of shorter leg.

  2. Good report guys I am thinking about doing away with my st1300 for a dct had it out a test ride liked it but the old girl is a smooth girl and sure footed when wound open lots of thinking to do

    • Hi John, I think the NT would be a decent fit if you’re stepping down from an ST. It certainly won’t have the sure-footedness of the ST, but overall, I reckon it could be a good compromise. It all depends on whether you get on with the gearbox! I’d be interested to see what you end up with – make sure you let us know!!

  3. Thx nothing is worse then buying a motorcycle and find out its boring , that’s why after going European I can’t go back , 2 BMWs and now a triumph

    • Hi Dan, thanks for your comment mate. I’m sure for a lot of people, the NT will be predictable, comfortable, and familiar rather than boring! I just felt it would get a little too bland (a little too quickly) for me personally. Which Triumph are you riding?

  4. I’ve been browsing your website for the past hour or so – a great find with lots of honest, informative articles.

    However, on both this article and the “best sports tourers” you fail to consider the BMW R1250RS. On the Sport tourer article you listed the R1250RT and S1000XR, but neither are sports tourers, whereas the RS justifies both the sport and tourer tags. It’s powerful, sure-footed and supremely comfortable, even after 250 miles in the saddle. I bought a 2017 R1200RS Sport SE last summer (after a blind numpty tried to knock me off my 2008 Honda Deauville and his insurer wrote it off), and I’ve not looked back. I’d kept the Deauville for 13 years because I hadn’t found a suitable replacement – I’ve previously ridden the RT and Honda Pan Euro – both too big and cumbersome for commuting and B road scratching – as well as a variety of naked roadsters, the VFR800 (too cramped) and VFR1200 (too thirsty and heavy on my wrists) BMW F800ST/GT (surprisingly cheap and plasticky feeling), etc. I don’t want the faff of a chain to maintain (which excludes many bikes) and I’m not into the adventure bike scene (for similar reasons that I also hate SUVs), but the RS is more than powerful enough on the road, handles beautifully, and has all the toys, fairly good weather protection and can be kitted out with full hard luggage from BMW, Givi, or Shad (which I’ve gone for).

    Sure, a new RS with all the toys will set you back the thick end of £15K, plus luggage, which is why I don’t have the newer 1250. After owning my Deauville for 13 years, I would be the obvious customer for the NT1100, but not now I’ve experienced 3500 miles on my RS. I used to get 65mpg plus from the Deauville, and I’m getting 59mpg from the RS despite double the capacity and power and the fact that I take every opportunity to enjoy the instant acceleration on offer and prefer to ride in the hills (the Peak District is only 20 minutes from where I live) whenever I get the chance! Ok, the insurance is more than double (I used to pay less than £100 a year fully comp), but servicing costs are similar or cheaper than my old Honda due to the ease of accessing the cylinder heads. It’s also lighter and has a lower centre of gravity, so is easier to handle at low speeds than the Deauville.

    I’m glad to see Honda have produced a replacement for the NT700VA Deauville (I always thought that bike would be massively improved by having 100bhp rather than 64bhp) but I agree, whilst on paper it stacks up, it’s certainly not the best tourer out there for the money.

    • Hi iBandit! Firstly, thank you for putting so much time and effort into your well-thought-out comment. It’s nice to see some passion!

      Secondly, thank you for your kind comment at the beginning. That means a lot.

      And I agree with you. The post you referenced is now over 12 months old, and an update is already on my to-do list. But you’ll be pleased to hear the RS will be on the new list – along with a few others.

      I don’t live too far from the Peak District… if you ever ride past me whilst ‘taking the opportunity to enjoy the instant acceleration’ of your RS, I’ll be sure to give you a wave!!

  5. people think the NT is a sport tourer and compare it to such bikes, it’s not.
    the NT is just a tourer. Honda didn’t catagorize it as a sport tourer and never said it is.
    so comparing a touring bike with a comfy 100 HP meant for long rides, to bike meant to give you 150 HP with a more comfortable seat and position than a super sport.
    it’s like comparing Ferrari, Lamborghini, Porche and CR-V.

    • Tourer-not-sport-tourer is the big takeway. Less-than-perfect-road tourer, even.

      In Beemerese, it’s positioned halfway between RT and GS-with-street-rubber. No-one at Honda would pick a flexi flyer overgrown dirt bike frame, nor a low-mid focused unicameral engine, for anything with serious sporty intentions. But for giving even a heavy, large bike good front end feel on less-than-good roads, as well as a power band also thus suitable, it makes more sense. More so, since Honda seem to have finally cracked the “high speed stable on freeways two-up” code despite being a trailie, with the AT.

      My personal wish, would have been for Suzuki to have built this bike. From the VStrom 1000. That bike aims for a similar target, but being beholden to the trailie aesthetic and ergo, means it gives up too much in the way of weather protection and higher speed aero. The VStrom 1000 has a much more exciting engine. Heck, in my book, the AT engine is perhaps the most viscerally boring, even if supremely efficient for task, engine ever fitted to a bike (and I read an NC750…..) . But as a package for doing long, long days, much on freeways, culminating in memorable tours through, say, the Pyrenees for a week or two (as in: Not open, Swiss race track smooth roads nor speeds), the NT is about the best there is. But man, is the engine dull in purely visceral terms,, compared to something like the K5 GSX-R…..

  6. Thanks for the review, really good.

    I’ve a 2016 AT1000. It’s just a bit tall for me and I’d like a bit more motorway protection and cruise control. I’m not particularly interested in other bikes other than perhaps BMW or Triumph and either cost more or are gargantuan. I’ve had a 1150 GS and 800 Tiger – both good in their own ways.

    I really like the AT engine, the burbles, noises, torque and 2 cylinder character. I wonder whether you would compare buying an AT versus the NT for onroad use? Your points of reference are to move away from the AT. I

    Oddly my most used bike was a Transalp 700, in many ways it wasn’t good, but it was relatively cheap second hand and I camp/toured and didn’t give a hoot about scratches, parking, gravel rash etc. So I’m more in the mind of “it’s how you use your bike”, and every great bike I’ve had, I sold anyway.

    I’m happy to live with compromise on the premise that the bike has real ownership potential as opposed to first few weeks desirability. I totally agree that the NT just looks dull though even compared to the AT.

    • That’s a good point David, and perhaps something I should’ve addressed in the post. For purely on-road use, I’d probably go for the NT over the AT. It weighs slightly more with the DCT, but it carries its weight better. It’s lower, more accessible, and less of a chore to push about. I’d say the wind protection was better on the motorway, too. But overall, I found the AT to be a more characterful bike with more personality. The biggest problem as you say is desirability. For me at least, the NT’s desirability would wear off pretty quickly. If you end up taking one out for a ride, let me know your thoughts!

  7. Bought a VFR new in 2000. With a full set of Givi’s it is comfy and has enough power for my style of riding, touring 2 up with my wife. I easily get 200 mile tank range and with care 230 and comfort for long days. Once rode to Algeciras in 2 days (solo) in comfort. Have been looking for a while for a replacement. Was looking for luggage, centre stand, heated grips, less weight in the bike and less weight on the wrists, cruise. Around 100bhp. Quality build and reliable. Nt is a perfect fit for me. Just been for a 4 day jaunt to Northumbria about 1000 miles, perfect. Wife found it more comfy, less tiring to ride, better protection and relaxed riding position and the Cruise superb. I suspect I will not be riding in another 22 years, but I am going to give it a go. Off later to finish the WAW and popping to the IOM for the Classic on the way back. The only reason I would consider a change, if H were to bring out a red one!! Regards Geoff

  8. Maintenance issues was not mentioned at all. Honda motorcycles have one of the best maintenance cycles as well as excellent reliability machine. These are very important points to consider if you want to buy a transport machine.

  9. I’ve been looking for a honda with dct as I have had 3 surgeries on my left hand and can’t deal with a clutch. The NT 1100 sounds like a nice ride that is not for sale in the U.S. yet. So, maybe a used VFR1200. I’m a big guy 6’3″ 280lbs. So need some power to get going. Any thoughts? Yes or no on a VFR? Or wait for NT?

    • Hi Omar, I’m sorry to hear about your hand. Well, I like the VRF – aside from the tiny fuel tank! The 1200 Crosstourer offers a lot of grunt from its V4 engine, so that might be another shout for you. The problem is the weight – very top heavy. If you want something easy, the NT is a Stirling choice. You couldn’t ask for anymore in terms of comfort, but I’d worry about the power with a large frame on it. Plus I haven’t heard any US release dates as yet.

  10. THX for the review – but effectively not the bike you are after – since the NT is not a sports tourer it’s a tourer ‘tout-court’. (i guess you’re going for the Kawa?)
    and since even bikers are different – the NT is the first bike that really thicked al my boxes, after riding a Transalp – CBF1000 (which I loved) – Triumph 900XT – AT1000.
    To me it is the mix of the AT engine grunt and the CBF1000 handling that does it, with the comfort and the DCT as surplus.
    Great bike – enjoy your rides in 2023

  11. Following a non motorcycle related accident in November 2023 I broke my left arm and damaged my wrist. As a result I cannot at the moment smoothly use a clutch. So today I ordered a 22 plate NT1100 DCT with 900 miles on it complete with the comfort pack. The dealer is taking my 20 plate GS Rallye as a straight swop. I will miss the GS and I know the power will be down but if I can’t use the clutch it’s not a lot of use. I have used a DCT box before on loan bikes and has never had any issues with it so hopefully the DCT will fill a void until or if my wrist improves.

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