The Honda That Quietly Gets Everything Right
In its long history, Honda has never shied away from experimentation, and it’s the reason why it has been a pioneer as well. So every now and then, the Japanese giant stumbles and fumbles before getting a motorcycle entirely right. One such example is the Deauville (aka NT650V and later, the NT700V). This product was a little ahead of its time, like the Honda VFR1200F, and drew more criticism than praise. British riders even called it the “Dull-ville,” mocking it for being competent at everything and thrilling at nothing. But skepticism aside, nearly 50,000 of them were sold across Europe before Honda pulled the plug on it in 2013. That success eventually urged Honda to resurrect the moniker and give us a Honda tourer that gets everything right.
What Honda Touring Bikes Actually Get Right
You have to look past the humor to actually appreciate what Honda had done back then. The Deauville’s answer to why anyone would want a mid-range, unglamorous tourer sat inside its own bodywork. Two integrated panniers were connected through a pass-through port. This gave it nearly 12 gallons of weatherproof storage. A shaft final drive eliminated chain maintenance, and there were ample examples with over 60,000 miles on the clock.
That combination unfortunately made for a mediocre subject for enthusiast reviews, but a genuinely complete motorcycle to own. A Deauville owner could essentially commute all week and load up for a multi-day trip without swapping anything out, and the running costs stayed identical either way. This is exactly what a sport-touring bike needs to get right. Honda held onto the learning when they rebuilt the idea from the ground up, and what came out of it still wears the NT badge.
The Honda NT1100 Gets Everything Right As A Sport-Tourer
That badge belongs to the NT1100 and continues to win hearts in real-world usability. Honda pulled the frame and the 1,084cc parallel-twin straight from the CRF1100L Africa Twin, then retuned it for pavement instead of trails. Honda also carried over the DCT gearbox that first proved itself on the VFR1200F before doing duty on the Africa Twin. Pricing is impressive, too, as it starts at just $11,999. That means this is one of the cheapest automatics out there.
The Proven Parallel-Twin And An Intelligent DCT Make Up The Powertrain
The 1,084cc parallel-twin makes 101 horsepower at 7,500 rpm and 82.6 lb-ft of torque at 5,500 rpm. The 270-degree crank turns that power into a low, uneven exhaust throb, giving this NT some character instead of living up to its predecessor’s “Dull-ville” tag. The DCT, being an automatic gearbox, decides when to act on throttle input and shifts its six gears accordingly.
To manage its behavior, the DCT runs two automatic settings, AT-D for smooth, efficiency-focused shifts in daily traffic, and AT-S to hold gears longer and downshift sooner for stronger engine braking, with three adjustable sub-levels to dial in just how aggressive that gets. MT mode hands full control to the rider through electronic shifters on the left handlebar. In essence, the NT1100 packs a set of genuinely premium features compared to other bikes in its class.
Showa Suspension Ensures Both Comfort And Control
A 43mm Showa SFF-BP inverted fork and a Pro-Link rear shock each provide 5.9 inches of suspension travel. The rear shock’s preload adjusts hydraulically through a remote dial, making things easier for the rider when accounting for luggage or a passenger. The NT1100’s geometry stays conservative for just about anyone to use and finds it predictably safe.
A 60.4-inch wheelbase, 26.5 degrees of rake, and 4.3 inches of trail add up to a bike that turns in neutral and holds a line once it’s there. At 547 pounds wet, the NT1100 isn’t light, and a 32.3-inch seat height is reasonably low enough to manage it at a stoplight as well as making really long days in the saddle all the more comfortable.
What Actually Makes The NT1100 A Complete Motorcycle
The engine, gearbox and suspension are a sweet combination, no doubt, but the NT’s true comfort shows up in other ways that truly matter on a day-to-day basis. The electronics package, aided by a six-axis IMU and the Honda Selectable Torque Control (HSTC), uses the data to catch a slide on a rain-slicked intersection or on a mountain pass.
Rear Lift Control watches for sudden weight transfers under hard braking, useful for when a cab pulls out without signaling as much as a steep downhill leading into a sharp hairpin. HSTC runs three intervention levels, aggressive enough to switch off for a track day if that’s on your list of places to visit on a trip, and mild enough that commuting five days a week will barely make you notice it working. It’s what makes the NT such a great sport-tourer.
Then there’s the ergonomics. The windscreen’s 6.5 inches of adjustment allows it to be dropped low to clear a sightline through stop-and-go traffic, while raised, it deflects wind over the helmet on a highway stretch. Heated grips keep hands warm on a cold morning ride, while the luggage system makes the NT truly versatile. You’ll have to pay extra for the saddlebags in America, though.
The 6.5-inch TFT runs Apple CarPlay and Android Auto for turn-by-turn directions whether you’re headed to your cubicle or a coastline. There’s even a second, smaller LCD below the main screen to keep essential readouts like speed, gear position, and distance to empty always visible. A simple feature that actually aids in keeping your vision on the road rather than hunting for the data on a busier screen.
How The NT1100 Stacks Up Against The Tracer 9 And The F 900 XR
Yamaha’s Tracer 9 starts at $12,599, and its 890cc CP3 triple has more power and a livelier top end to match. It’s even 64 pounds lighter than the NT1100, making it more agile and fun to ride. However, all that fun comes at the cost of daily livability that a more docile package like the NT1100 can deliver. The added convenience of an automatic gearbox is something that the Tracer 9 can’t match, either, so the higher price point starts looking steeper.
BMW’s F 900 XR starts at a similar $12,695 as the Yamaha, for a smaller 895cc parallel-twin, having more peak power but less torque than the Honda. The XR is also lighter at 476 pounds fully fueled, 71 pounds under the NT1100. Heated grips and an adjustable windscreen come standard here too. However, BMW positions it as a corner-chaser first and a tourer second, and considering the peaky output, it indicates its performance-focused intent, which probably won’t feel happy doing the daily grind. The NT1100, then, is the sport-tourer that outclasses its rivals when it comes to all-round use.
Source: Honda Powersports
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