The New Touring Era 21.10.2021

I have an ST1100 and '15 FJ-09. For me, I see the ST as a sport-TOURING bike, and the FJ as a SPORT-touring bike. The NT looks to be another sport-TOURING machine.

If the NT1100 has good passenger ergos, then it could be a replacement for the ST, as the Better Half absolutely refuses to ride on the FJ for more than 30 minutes! It just isn't a fit for her. I enjoyed a test ride I took on an AT with DCT. I like the sound of the engine, and find the low end grunt good, but I wasn't going to buy a big Adventure bike that I would likely never ride in the dirt, so the AT isn't for me.

From the looks of it, the NT is flipping most of the switches and, if it comes in at the right price point, I think there will be some strong sales. The AT seems to be selling pretty well, and although there have been some teething pains, Ma Honda appears to be addressing them. I do wish it had shaft drive and electronically adjustable wind screen, but obviously Honda has a price point they wanted to hit.

I wouldn't be surprised to see a "high-end" version (think AT Adventure Sports) with additional goodies, maybe electronic suspension, bigger fuel tank and such NEXT YEAR.
 
MidLife said:
Or for those of us who are into the heavier LD Touring/Camping:

ST1300 - 125 HP and 730 lbs + 400 lbs = .11 hp/lb

NT1100 - 103 HP and 525 lbs + 400 lbs = .11 hp/lb

Coincidence?
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Good catch Midlife...I believe I did the math backwards. It should be pounds per HP. And doing it that way, they are still very close. 8.98 lb/hp to 9.04 lb/hp slightly in favor of the NT.
 
GryST said:
Who'll going to notice .06 lb/hp difference? And... these numbers will change (+ or -) with a riders on board.
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No argument from me. I was initially just pointing out that the NT will be a quicker bike than the ST, even though it will have a boring, lower horsepower-rated engine.
 
Tracer 900 GT - 113.5hp and 472 lbs + 366 lbs = .13.5 hp/lb

;)

 
Gearing will have a lot to do with how quick it is.
 
On the Tracer, I have it in B mode and TCS 2 which are the calmest throttle and the most aggressive traction control, that seems to be the smoothest throttle but still all the power, it just doesn't deliver it as quickly. Even then, the front wheel will sometimes come up a little before the traction control intervenes.

So, it's definitely more power than I need or use on a regular basis.

I've tried A mode and TCS 1 and it wants to wheelie.. I didn't buy it for that and with my luck it would not end well so B and TCS 2 and it's a great touring bike with smooth throttle and still incredible power.
 
I think I might have a test ride on this, see if it can dislodge my prejudiced opinion.

I quite like the idea - it has way more power than my XS650 had, and I had a sidecar on that.
Oh - and it is a parallel twin on the outside but the inside is a Vee twin configuration (270 deg crankshaft)

Pity it has a chain. I swore I'd never have another bike with a chain.
The luggage looks a bit small - but it might be an illusion.

And I'm curious to know about the 3 levels of wheelie control. Set the dial for the number of points on your licence ?
That would be a traction control too then ?

I didn't notice if mudguards / fenders were included in the available accessories. They seem to have left them off.

But best of all they have brought it out to leave a very obvious touring gap between the 1800 and the 1084 for something a bit nicer to fill.
How old am I ? Can I wait ?

Actually, I quite like it and want to see one / ride one. I can't see me getting one - but I'm prepared to be won over.
 
It'll be interesting to see how they price it. Going by the UK pricing, it'll be somewhere in the 16 -18k range. But, in the US, the Rebel 1100 (same drivetrain) starts at $9299. That seems to be a huge premium for a bike built on the same platform. If it's near the UK pricing, I'd be much more inclined to go with a Ninja 1000 or Suzuki GSXS1000GT.
 
Buckeye Rich said:
One of the benefits of a chain set-up, gearing is easily changed.
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With the new bike's ABS, Trac, Modes, etc, one has to be carful on the sprocket gear changes as the bike will not like it and throw a code. Case in point; my little Versys 300X, if one goes up more than one tooth on the primary it will throw an ABS code, and / or not show the gear indicator, or correct gear. Heard the same with my Big Versys 1000 SE. The newer electronics is getting a bit more temperamental with sprocket gear changes.
 
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Uncle Phil said:
W

What folks tend to forget is that the ST1100 was designed by Honda Of Germany not Honda of Japan (I have a copy of the article in German) to compete with the BMWs of the day. The ST1100 market was always 'bigger' in Europe than over here. They pretty much had the government 'business' sewed up. They got all the colors and accessories that we never saw in the States. So this will probably be the same for the NT1100 as it is designed to pass the new 'Euro' specs.
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According to my references the ST1100 was "conceived by Honda of Germany, the ST1100 was a joint effort between Honda Germany and Honda Japan". Honda of Germany had no design studio and no manufacturing facilities but saw the Honda V4 VF1000II losing sales to the venerable BMW RS and RT boxers and new K75 and K100 triples and fours and subsequently motivated Honda Motor Co to develop a new bike that could compete with BMW on it its home turf.
 
dduelin said:
According to my references the ST1100 was "conceived by Honda of Germany, the ST1100 was a joint effort between Honda Germany and Honda Japan". Honda of Germany had no design studio and no manufacturing facilities but saw the Honda V4 VF1000II losing sales to the venerable BMW RS and RT boxers and new K75 and K100 triples and fours and subsequently motivated Honda Motor Co to develop a new bike that could compete with BMW on it its home turf.
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Well, according to the document I received from overseas (written in German) the design was from Honda of Germany. ;)
According to the article -

The motorcycle was developed as a rival to BMW K100 LT ( Luxury Tourer ) in Germany at the Honda Research and Development Center in Offenbach under the project name Trans Europe

You can read it here (post #3)-

A little history | General | ST-Owners.com
 
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I have an Africa Twin 2019 CRF1000 with DCT, I love the bike. I've always said that if Honda would make a street version using this engine it would be a hit. The engine is light and compact and narrow, it produces a nice growl with the 270deg. crank and the 1100cc version has bit more punch. The engine is very smooth as well. The powerband is exceptional. My AT will destroy my ST1100 in performance. Though it may not have the overall HP of the Yamaha's and other KTM's etc. the powerband is such that it gives up nothing in riding in the tight stuff and the higher hp bikes only out power it on long straight roads. The DCT also shifts very rapidly which also gives it an edge in acceleration. Personally I think this is going to a great bike. I would like to own one. It will be interesting in reading about what it is like for real.
 
dduelin said:
Lee, that's an interesting take on tonal attraction (or revulsion) of the current Honda parallel twins. When BMW released the Oilhead one wag noted famously "it might be [BMW] boxer but makes sounds like an old man farting." How many miles did you put on your Oilheads?
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About 170,000 miles. The oilhead did not sound as good as an airhead with the valves set properly, but it did not sound bad. I am not anti-twin - even parallel twin. My Triumph Scrambler sounds just fine to me. There is something in the character of the AT and NC motors though that sounds harsh and unrefined. I just don't like them. Not quite a KLR, but in that direction.
 
ChucksKLRST said:
With the new bike's ABS, Trac, Modes, etc, one has to be carful on the sprocket gear changes as the bike will not like it and throw a code. Case in point; my little Versys 300X, if one goes up more than one tooth on the primary it will throw an ABS code, and / or not show the gear indicator, or correct gear. Heard the same with my Big Versys 1000 SE. The newer electronics is getting a bit more temperamental with sprocket gear changes.
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On the Africa Twin which is similar, many people have changed gearing without it being an issue. Even on the DCT Model.
 
Uncle Phil said:
Well, according to the document I received from overseas (written in German) the design was from Honda of Germany. ;)
According to the article -

The motorcycle was developed as a rival to BMW K100 LT ( Luxury Tourer ) in Germany at the Honda Research and Development Center in Offenbach under the project name Trans Europe

You can read it here (post #3)-

A little history | General | ST-Owners.com
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Honda of Germany heavily influenced the ST1100 for certain but sentiment shouldn't be confused with the facts. Honda was building a V4 touring bike for the European market in the 1980s but according to the Germans, it wasn't the right one and they won the day with the suits in Hamamatsu.

I'd copy and paste my references but it would be a copyright violation. The Honda Story, Road and Racing Motorcycles from 1948 to Present Day (2005) and The BMW Story, 2nd Edition Production and Racing Motorcycles from 1923 to the Present Day (2003).
 
Just saw this on Fakebook.

My thoughts....It's not a ST nor is it a V4, not interested! :old1:
 
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