Engine architecture
V4 → Twin
The Pan European ST1100 (1990) and ST1300 (2002) were both longitudinal V4 — Honda signature touring engine. The NT1100 (2022) switched to a parallel twin shared with the Africa Twin. Major change of philosophy — V4 smoothness traded for Africa Twin parts-sharing economics.
Power similar
0bhp
100bhp ST1100 → 125bhp ST1300 → 100bhp NT1100. Modern Honda tourer makes the SAME peak power as the 1996 model. The NT1100 is positioned as Africa Twin-derived practical tourer, not power-focused — torque is the metric that matters here.
Production gap
2017-2022
After Honda killed the ST1300 in 2017, there was a 5-year gap with no Honda Pan European-style tourer on sale. The CBF1000F was killed earlier; the VFR1200F was killed in 2017 too; the only Honda tourers were the Gold Wing and the Africa Twin. The NT1100 (2022) revived the category but with parallel twin instead of V4.
What killed the V4
Cost + emissions
Honda V4 motors are expensive to build. The ST1300 V4 was killed because it was too expensive to update for Euro 5 emissions, and demand was falling. Honda made the same call with the VFR1200F. Modern Honda V4 only survives in the V4 racing world (RC213V-S, MotoGP) — for road bikes, parallel twins like the Africa Twin's took over.
Why DCT
Tourer-friendly auto
The NT1100 launched with Honda DCT (Dual Clutch Transmission) — automatic gearbox, no clutch lever. Same DCT system as the Africa Twin and Gold Wing. Tourers benefit from automatic gearbox for long-distance comfort; DCT is now offered on most Honda tourers.
Real cost change
−£3.7k
ST1100 was £8,800 in 1996 (£17,600 today). NT1100 DCT is £13,899 for 2026 — about 21% cheaper in real terms with full electronics, IMU, TFT, DCT. Honda priced the NT1100 to compete with the Tracer 9 GT+ and Versys 1000.
Cheapest way in
£2k
A clean ST1100 Pan European from the 1990s. The original Honda longitudinal V4 tourer. Bulletproof, comfortable, hard panniers standard. Probably the cheapest 1000cc+ V4 you can buy in 2026.
