Test fleet: HONDA NT1100

Is Honda’s NT1100 the bike that’s going to convince Ross to forget about adventure bikes…?

Earlier this year I spent the day putting Honda’s new Africa Twin-derived NT1100 through its paces on the launch out in Spain. I was impressed, but not blown away – with my riding report singing its praises for being solid, reliable and capable… I just didn’t think it was altogether that exciting. I stand by what I said, but in a sense, I sort of missed the mark.

We’re all excited by different things, and while the NT1100 is no licence-losing hooligan, I’ve found it remarkably good fun to ride since I got my hands on it a few weeks ago. I’ve just turned 30 so maybe I’ve mellowed slightly, but it’s so easy-going, assured and downright usable, that I’m smiling as I wheel it out of the garage, because I know I’m going to have a good time in the saddle. I’m only taking care of this bike temporarily before it moves on to pastures new, shepherded by none other than Chris ‘Mossy’ Moss, but I can already tell I’m going to be disappointed to see it go.

Before we go any further, here’s what you need to know about the bike.

The NT1100 has some solid foundations; it’s nicked the tried and tested engine and frame combination from the CRF1100L Africa Twin (a bike I love in its own right), adding a few touring bits and pieces for good measure. Standard equipment includes a manually adjustable screen; some wind deflectors; cruise control; heated grips; detachable panniers; a 6.5-inch TFT dash (with Apple CarPlay and Android Auto connectivity); a 20-litre fuel tank; and pre-load adjustable suspension. There’s more good stuff, in the form of full LED lights; self-cancelling indicators; USB and ACC sockets; and a centre stand.

The centre stand is a great addition to the bike when you consider the sort of big miles, maintenance enthusiast likely to the buy the NT (even if they will be disappointed it’s a chain and not a shaft or belt drive).

The bike we’ve got also comes with the slightly pricier DCT semi-automatic gearbox. I’ve always been a bit dismissive of the system, but on the NT1100, it works. I tend to use the up and down paddle shifts, as they offer the most versatility,

allowing me to ride either fast or slow without switching between rider modes. Not that it’s a great challenge to jump between them. The DCT modes are on the right-hand switchgear and the bike’s Urban, Tour, Sport and two User modes are selectable using the up and down arrows on the left-hand switchgear. Easy.

It is powered by a 1,084cc SOHC 8-valve parallel twincylinder engine that’s nearly identical to the Africa Twin (the air intake and muffler internals have been tweaked, as has the fuel injection). It kicks out peak power of 100bhp at 7,250rpm and 77ft-lb of peak torque at 6,250rpm. It’s probably no racer, but there’s plenty of punch for me, no matter whether I’m cruising on the motorway or cutting through traffic in town.

The NT’s steel semi-double cradle frame and bolt-on aluminium subframe is pretty much the same as the Africa Twin, too, but it’s fitted with slightly more road-focused suspension. 43mm Showa cartridge-type inverted forks with 150mm travel do the job up front and a 14mm singletube pressurised Showa shock with 150mm of travel looks after things at the rear. As you’d expect, it’s a little soft, but it still offers a good compromise between cornering prowess and bumpy B-road comfort.

The brakes are a set of dual 310mm front discs and Nissin 4-piston radial-mount callipers at the front and a single 256mm disc and a Nissin 1-piston calliper at the rear. They work well, offering plenty of stopping power without being too aggressive. The standard Metzeler Roadtec 01 tyres did a brilliant job on the launch (even in the wet), but the Bridgestone tyres we’ve fitted to our termer are a revelation. The level of grip they offer and the confidence they inspire as you bank the bike over is truly impressive.

The 820mm seat is surprisingly low for a big tourer. It’s not short, but it’s not as tall as it could have been, and it should be easy enough to flat foot for riders under 6ft. The riding position is upright but neutral, and there’s plenty of room for a pillion, too. Speaking of which, my girlfriend loves the NT. There’s plenty of space on the seat, the slightly lower-thanaverage pegs offer a decent bit of room for her legs, and the additional, aftermarket Honda topbox with padding means she can lean back and relax on long journeys. The DCT gearbox comes into its own here, too, smoothing out gear shifts to all but eliminate the chance of the two of us bashing helmets.

The windscreen has five levels of adjustment, but it’s not exactly the easiest I’ve ever operated. You need to get off the bike and walk round to the front, and then you need to apply pressure in just the right way to move it up and down. It works, but it’s not a big success.

There are wind deflectors at the front (which deflect air away from your hands), a fairing (which protects legs and feet from the worst of the weather and road debris), and some heated grips, too. It’s a proper tourer that makes riding in poor weather a pleasure (well, as much as it could be…).

I’ve been singing the

NT1100’s praises to everyone. It’s a bloody good motorcycle in a typically Honda way. I know it’s not for everyone, and I’m still not all that sold on how it looks, but if comfort and practicality is your thing, I’m not sure you’ll do much better.