HONDA

Honda NT1100 2025

The Honda NT1100, whose technical sheet you can find at this link, and the Honda NT1100 DCT, whose technical sheet you can find at this link, were introduced in 2011 with a name that came from “New Touring”. It was a new model based on the platform of the successful Africa Twin with a parallel twin-cylinder engine, which later, also with variations, was used for the CMX1100 Rebel. The NT1100 was intended as a simpler touring bike than the usual models in the segment, but at the same time with less sporting aspirations than traditional sport touring bikes and new generation crossovers.

This fairly neutral position has allowed it to fit in with a wide sector of the public, something that has led to more than 20,000 units being sold in Europe in these four years, being the best-selling bike in its segment in 2023, also helped by a lower price than that of large touring bikes packed with equipment.

Two options...Looking ahead to the next few years, Honda has updated it, but going a little further than the modifications necessary to comply with Euro5+ homologation, which will be definitively implemented at the beginning of next January. These are not major changes to a motorcycle that stands out for its sobriety and for being in tune with the line that Honda has established in some of its models, especially in its large scooters, which come from the same design centre in Rome, and maintain a certain homogeneity.

Looking ahead to 2025, Honda is planning to offer the NT1100 in two levels: on the one hand, the standard version, which has a conventional manual gearbox, and on the other, the DCT, which in our country will only be served with the option of electronically controlled suspensions. The price difference between the two is not excessive, €1,700 between the two, which makes the second one more attractive in principle. It should be noted that, in the current model, two thirds of sales have gone to the automatic transmission NT1100.

Greater performance...Apart from other aesthetic and comfort changes, the big change in the 2025 version is the evolution of the engine, especially in the DCT version. It now features the same engine that is already present in this season's Africa Twin, which, while maintaining the same maximum power, has seen its mid-range torque increase by 7%, something we were able to verify in our bench test a few months ago.

To achieve this, work has been done beyond the electronic management of the engine, increasing the compression ratio from 10.1:1 to 10.5:1 with new pistons that have higher heads, and also new connecting rods. The air filter box is also larger, going from 29 l to 33 l. The result is that the maximum torque figure rises to 112 Nm at 5,500 rpm. 750 rpm below the speed of the previous model.

Greater efficiency...The DCT gearbox has improved, especially in the operation of the clutches. On the one hand, a six-axis IMU has been incorporated into the electronic system, which allows the motorcycle to be positioned and its movements to be known in detail, which has led to being able to control the centrifugal force in each curve and adjust the programming of the changes.

On the other hand, the hydraulic pressure regulation system of the circuit that activates the clutches has been changed with a different sensor design, which increases speed and allows better regulation. With this, the jumps at very low speed of the clutch activation that caused a certain rattling have been eliminated.

Adaptable...The system continues to maintain its characteristics, with automatic modes D, and three S, and another manual. There are cams to act manually even in the automatic modes, and the system reserves the right to act on its own in certain occasions such as when the speed drops excessively, reducing to prevent the engine from stalling, or delaying reductions if the speed is going to rise excessively.

Externally, what is most striking is the new front, since the optics have been changed, now LED, with DRL lights and integrated indicators, which form two fairly thin lines. The screen is different, with more protection and a new manual adjustment system that makes it much easier to operate. Now you can even do it without getting off the bike. It has a 167 mm difference in height in five steps.

Improved comfort...The seat, which is still quite wide and comfortable, also receives a new softer material and, with the same height of 820 mm, allows better access to the ground because it has more rounded edges. The lower part of the front mudguard has also been extended to reduce splashes. Finally, the panniers, with the same shape, have increased in width by 25 mm to allow something very much in demand, to be able to store a good-sized full-face helmet in each one. The capacity is 37 l on the right and 36 on the left.

The novelty is the arrival of the electronically adjustable Showa EERA suspensions that come together with the DCT transmission. They have a semi-active operation, which regulates the operation of their hydraulics and can be adjusted from the frame to make them more or less hard. On the rear axle, you can also choose the preload. For this purpose, two “User” modes have been incorporated in which all the parameters of engine power, electronic aids and suspension adjustment can be independently varied, and which are joined by three other preset ones.

The great quality of the NT1100 is its ease of use, something that is multiplied in the version with DCT and EERA that we have had the opportunity to test. The low-speed regulation of the automatic clutch is better, you can accelerate very little without it engaging and staying in neutral alternately, which allows you to drive at very low speed and in maneuvers with more comfort. As always, the D mode, which changes gear ratio at 2,000 rpm, is very quiet, valid for city or highway, but on the highway or when you want some dynamism, you have to opt for one of the three S modes, which become more sporty.

In any case, you always have the option of using the levers on the left pinecone, or switching to manual mode, which, if you don't mind having to interact all the time, is more comfortable when you really want to go fast. The truth is that the changes are made in both directions with impressive speed, in most of them, you don't even notice.

Versatile...The riding position is slightly more forward-leaning than the Africa Twin, and you also sit lower, but with your legs equally relaxed. The wide seat narrows forward, so you can close your legs. You have the double frame relatively high and a screen that in its highest position reaches halfway up the helmet and moves forward, all aimed at doing many kilometers without problems.

The engine has no noticeable vibrations, just the sound of the crankshaft timed at 270º, which makes it different from traditional inline twin-cylinder engines. It responds well from just over 3,000 rpm, when the torque curve stabilizes and begins to stand out at around 5,000 rpm, with gear ratios that are not excessively long and allow it to have good acceleration and a maximum speed of about 200 km/h.

Evolution...The truth is that it is perfectly adapted to the purpose for which this bike was created, which is to travel long distances at a good pace on any type of road. For this it also has more than enough agility, with a weight of 239 kg or 249 kg depending on the version, to which you have to add the 12 kg of the suitcases and whatever else is on top, it is light enough.

In the test we carried out with the DCT version it was stable in any condition, both on broken roads with very tight curves, and on fast highways and ports in good condition. In reality, there are no major changes, the philosophy is the same, but now it has a more responsive engine, you can count on electronic suspensions and it has polished the details that were requested.

Conclusion...The Honda NT1100 continues in 2025 the same bike, which is not at all bad news. It has become a success, positioning itself as a logical model, focused on tourism, but without fanfare, without more equipment than necessary for that purpose and with a reasonable price. It is a light motorcycle in its segment, dynamically fun and now with the possibility of not only having the DCT automatic transmission, but also electronic suspension adjustment.

Reporter: Pepe Burgaleta

 

GM

2025 Chevrolet Corvette ZR1 Harnesses 1064 HP To Blaze A 9.6-Second Quarter Mile

This year, the production eight-generation Chevrolet Corvette ZR1 has racked up outstanding performance numbers, such as the fact that it's the fastest car (under $1 million) capable of 233 mph and that the 1,064 horsepower V8 is the most powerful American V8 (and Corvette) ever. Today, the automaker dropped more numbers to make any average car fan soil their pants—zero to 60 mph in a mere 2.3 seconds, and finishing the quarter mile in just 9.6 seconds.

Through a twin-turbo 5.5-liter V8, the 2025 C8 Corvette ZR1 makes 1,064 hp and 828 lb-ft of torque. Blink and you'll miss this car hitting 60 mph in 2.3 seconds from a standstill. When the car was taken to the ATP Automotive Testing Papenburg test track in Germany a few months ago, the same motor punched General Motor's halo vehicle to a max velocity of 233 mph (with GM president Mark Reuss at the wheel, no less), a result that surprised even the development team.

Making things more exciting, GM has revealed that the rear-drive ZR1 (equipped with ZTK Performance Package) can also run the quarter mile faster than the all-wheel drive hybrid Corvette E-Ray by nearly a second at 9.6 seconds. The standard ZR1 manages an impressive 9.7 seconds and 2.5 second 0-60 mph dash. Josh Holder, Corvette chief engineer said that “the 2025 Corvette ZR1 yet again exceeded our expectations,” further adding that “combined with a top speed record of 233 mph – which is unrivaled by any current production car priced under $1 million – the Corvette ZR1 delivers on its mission to provide customers unrelenting power.”

While something like the Dodge Challenger Demon 170 holds the quarter mile record at 8.91 seconds, not to mention a 1.66 second 0-60 mph time, the circumstances in which either makes achieve their numbers couldn't be more varied. The Demon achieved its breathtaking record on a prepped strip using E85 and what are practically street-legal drag radials. For its runs, the ZR1 was on a non-prepped drag strip while using 93 octane pump gas and Michelin Pilot Sport Cup 2R tires. The car also had the ZTK Performance Package which adds more than 1,200 lbs of downforce at top speed.

The base 2025 Corvette ZR1 is expected to sell for $180k to start, which all things considered, is a fantastic buy compared to the ZTK-equipped version. Orders should start arriving early 2025. 

Photo credit: General Motors

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TESLA

Tesla Faces A Self-Driving Car Crisis Amid Reports Of Short-Circuiting Chips

Tesla's ongoing quality control woes continue with new reports that its semi-autonomous driving hardware on some brand new vehicles is failing, which in turn disables Autopilot, cameras, GPS, navigation, and related active safety systems. The issue has grown big enough that a recall may be in the making, although currently some company insiders are claiming that Tesla service departments were told to "play down" any safety concerns.

It seems like Tesla quality problems appear in the news quite often. The most recent issue centers around Tesla's HW4 self-driving chipset. Found mostly in new Teslas made in the last few months, HW4s have been reportedly to short-circuiting, resulting in complete failure of the system. What's embarrassing about this is that Elon Musk had previously bragged about how HW4 (a.k.a. AI4) would be the answer to full autonomous driving and that it was three to eight times more powerful than HW3, depending on the workload. 

While the true nature of the failures is yet to be revealed, some sources believe that the system's internal battery was somehow shorting out during the camera calibration process. The reason why this is such a big deal is because upon failure, multiple systems are rendered useless as well, including the camera suite, GPS navigation, and, of course, Autopilot/self-driving modes. It's a huge safety concern that needs to be addressed quickly as the failure can happen randomly. In fact, some customer cars have failed in as little as a few dozen miles of driving.

Potentially compounding the problem, it seems like Tesla is dragging its feet to help customers and possibly even downplaying the failures altogether. Anonymous insiders -- which may or may not be reliable -- say that the company has received a significant number of complaints regarding HW4, but has yet to officially release a service bulletin. Another source further claims that Tesla instructed its service teams to "play down any safety concerns related to this problem to avoid people believing their brand-new cars are not drivable."

That being said, according to this report, the automaker has informed the NHTSA on the matter, though not necessarily about the HW4 itself. Federal safety regulations mandate that manufacturers need to report malfunctioning rearview cameras, which are indeed party of this situation.

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AUTONEWS

VW is in a state of turmoil, but the Piech and Porsche families receive €1 million per week

VW is in a state of turmoil. While management wants to force the closure of factories, layoffs and salary cuts, unions complain that the Piech and Porsche families receive €1 million per week.

Imagine a game of chess between the management of the Volkswagen Group and the works council. The former tried to resolve the serious problems the German consortium is facing by proposing the closure of at least three factories, the dismissal of 30,000 employees and a 10% reduction in salaries, to which the latter responded by going on strike in nine of the group's factories to force negotiations. After these initial exchanges of pieces, a meeting followed in Wolfsburg where everything went off the rails. At the German group's main factory (and headquarters), the management, represented by CEO Oliver Blume, and 20,000 workers and their unions were on both sides of the board, with the German Minister of Labor, Hubertus Heil, acting as the referee. 

Blume, who is a man appointed by the Porsche and Piech families, as have most CEOs — with the exception of Herbert Diess, who came from BMW when it was necessary to "clean up" the mess caused by the Dieselgate scandal — once again defended cuts and reductions, with the aim of increasing the group's competitiveness and profits, without which there is no investment. But Daniela Cavallo(image below), the head of VW's Works Council, argued that the cuts would curtail the group's production capacity, pointing the finger at the directors and main shareholders, namely the Porsche and Piech families with 31.4% (but with 53.3% of the voting rights), the State of Lower Saxony with 11.8% (20% of the votes) and the Qatar investment fund with 10.5% (17% of the votes).

And, to reinforce her message, Cavallo pulled an ace up her sleeve by recalling that the Porsche and Piech families, even in times of falling sales and reduced turnover and profits, continue to withdraw 1 million euros per week from the VW Group in the form of dividends. As if these guaranteed profits were not enough, come rain or shine, Cavallo recalled that this practice began in 2014 and, since then, has maintained a regularity similar to that of a Swiss watch.

Daniela Cavallo admitted that she intends to reach an agreement by Christmas, at the cost of commitments applicable to both sides. Otherwise, says the person responsible for the workers who stopped 100,000 this week, everyone will lose. 

Volkswagen, unions near deal, sources say...“We are getting closer,” a source familiar with the talks said. A second source close to the negotiations confirmed that assessment. Volkswagen is nearing a deal with labor leaders in Germany on wages and jobs, sources told Reuters on Friday (20). Europe’s largest automaker has been in talks with workers’ representatives since September on measures it says are needed to compete with cheaper Chinese rivals, weak demand in Europe and slower-than-expected adoption of electric cars. About 100,000 workers have staged two strikes in the past at the company’s German plants, the biggest union movement at the company in Volkswagen’s 87-year-old company. 

The automaker has plans to cut wages and close plants in the country to deal with the excess capacity it says it has. “We are getting closer,” a source familiar with the talks said. A second source close to the talks confirmed that assessment. VW workers are strongly opposed to the plant closures, but Volkswagen has said the move is necessary to save around 4 billion euros and respond to what it expects to be structurally weaker demand in Europe. VW’s structure is unique, with management having to get approval from a two-thirds majority of the 20-member board of directors for any decision to build or change the layout of a plant. That means 10 members representing German unions can veto any far-reaching plan that affects the group’s production facilities in the country. Any agreement with the unions requires approval from Volkswagen’s boards, which could complicate and delay a possible deal.

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AUTONEWS

How do motorcycle brakes work?

Motorcycle brakes are among the fundamental factors to be considered when purchasing a motorcycle. For this reason, it is essential to know everything about these accessories before choosing the ideal vehicle for you.

With motorcycles becoming faster and faster, manufacturers have been producing safer and more effective braking systems. Among the main ones are drum brakes and disc brakes.

The former is usually placed on low or medium displacement vehicles and works through friction and mechanically, mainly using the rear wheel.

Also through friction, but hydraulically, disc brakes usually have a metal disc on the wheel and a brake caliper attached to the motorcycle's fork or swingarm to place the pads. They come into contact with the disc, pressing it and causing the motorcycle to lose speed.

With these systems, the rider can have greater control over the brake, ensuring excellent braking performance. This is essential, because during a ride, unforeseen events can happen and it may be necessary to use the brakes.

Brake maintenance... It is also essential that motorcycle owners pay attention to the maintenance of their braking systems. Check if there is noise when braking, if the pedal or lever is lower and see if the brakes are decreasing in efficiency. If this occurs, go to a garage as soon as possible.

How to use the brakes correctly?...Knowing the brake systems is important, but it is also essential to know how to brake. First, know that there are two braking moments: emergency and programmed.

The first moment is more difficult, because the rider needs to stop the motorcycle or reduce speed abruptly in a short space of time. In this case, avoid applying the rear brake excessively, because the motorcycle's rear tire may skid. In the second moment, the ideal is to control the speed and distance comfortably.

For correct braking, the ideal is to apply both brakes (front and rear) simultaneously. This way, it is easier to reduce the time needed to brake. In addition, the distance traveled is shorter and there is no overload on the brakes.

What is the safest type of brake on a motorcycle? There are five types of motorcycle brakes available on the market: simple, CBS, DCBS, C-ABS and ABS. The first can be disc or drum. In this type, the front brake is activated by means of a lever and the rear brake by the foot.

In the case of CBS, when the rear brake is activated, part of the front brake is activated. On the other hand, in the case of DCBS, when you press the front or rear brake, the other brake is activated automatically.

The C-ABS brake is the unification of the CBS and DCBS brakes, which gives greater control when braking. Finally, there is the ABS, which is the safest and most recommended brake currently on the market.

This is because it has a sensor system responsible for monitoring the speed of the wheels. In this way, when the brake is applied suddenly, the module reduces the pressure using a control valve and prevents the wheel from locking, preventing accidents.

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TESLA

Model Y Juniper production at Giga Shanghai next month to be followed by a six-seater version in Q4

It is not yet clear if the six-seat Model Y will be exclusive to China, but the Model Y Juniper that will start rolling off the conveyor belts there in the next few weeks will certainly make it stateside.

Tesla is reportedly getting ready to announce and release the long-awaited Model Y Juniper facelift as soon as next month, as previously rumored, with mass production start in Giga Shanghai first, just as it happened with the Model 3 Highland refresh.

This comes from a source that has built credibility with insider scoops about many a Tesla release plan in China. The Juniper launch info comes tucked in a report detailing how and why Song Gang, director of the Gigafactory in Shanghai, is leaving Tesla and moving on to a local automaker.

According to the factory sources, the new Model Y Juniper that will be churned out en masse at Giga Shanghai in January offers exterior and interior design changes similar to the ones present on the Model 3 Highland refresh, i.e. more aggressive headlight styling and more minimalistic interior. It could also sport a larger 95 kWh battery capacity, upgraded drive motors, and Tesla's newest FSD hardware kit dubbed AI4.

To those alleged Juniper specs, one can add the Cybertruck's 800V powertrain and 48V low-voltage architecture in the upgrade mix, but the exact range on a charge with the new battery pack will remain unknown until the EPA runs its tests.

The Juniper refresh, however, will reportedly be only one of the two new vehicles that Giga Shanghai will start producing in 2025, with the other one being none other than the rumored six-seater Model Y odd bird indeed. This configuration is popular locally, so the six-seat Model Y version could remain a China exclusive, but it is reportedly not scheduled for production before the last quarter of 2025, so the focus will be on the regular Juniper refresh first.

If the Model 3 Highland history is any indication, it could be months before the Model Y Juniper facelift makes it from China to the US, though. The Highland went on sale in China last October, and only appeared on the US market this January. Besides the obligatory crash tests, one of the reasons for the delay was said to be the HW4 kit, as Tesla was simply not ready with its mass production at the time, both in terms of components, and in terms of software that takes advantage of it.

This is no longer the case, so the Model Y Juniper release in the US could very well happen in Q1. That could still be too late for its future owners to take advantage of the current federal tax credit of $7,500 apiece that is reportedly going to be on the chopping block once a new White House administration takes charge.

Another hint that the Model Y Juniper launch stateside is pending for Q1, are all the discounts and purchase incentives that Tesla introduced this quarter to entice those buyers who are on the fence waiting for the refresh in the US. There is a record low 0% APR financing rate offer, for instance, as well as free Supercharging and FSD trial or transfer until the end of the quarter.

It remains to be seen if the new Trump transportation administration will be able to chuck or rewrite the Inflation Reduction Act in its direct EV tax credit part as soon as it gets governing. If turning those intentions into legislation takes a while, the early Model Y Juniper batches may still qualify for the federal tax credit, while it lasts.

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FIAT

Fiat Grande Panda hits the European market for €23,550

With arrival in some European markets scheduled for the beginning of 2025, although in Portugal it is only expected a few months later, the Fiat Grande Panda will be offered with an electric engine and mild hybrid, but the latter will arrive later. At the moment, national drivers can already order the electric version, available in two versions, RED and Prima, the first more affordable and the second more complete and expensive.

When Fiat named this new model the Great Panda, it wasn't joking, as the friendly vehicle, which inherits the Panda name that we know so well, is substantially larger. The length increases by 33.7 cm, so the car evolves from urban to utility, with a track width of around 4 meters. The wheelbase, which reflects the legroom for those sitting in the back, grows by 24 cm, from 2.30 to 2.54 meters. Even the width is more generous (1.55 to 1.64 m), which allows us to anticipate the capacity to transport three elegant adults in the back seat, when the traditional Panda advised that only two should sit in the rear. And not to be outdone, the boot also grows by 136 litres (from 225 to 361), more easily accommodating the needs of a young family.

The Great Panda does not recreate any of the Panda's lines, but respects its spirit, with a certain dose of irreverence without ceasing to be practical, even assuming a more modern look than its smaller “brother”. The illuminated grille and the headlights with a curious signature will attract the youngest, also highlighting the particularity of the electric cable for charging at AC points belonging to the vehicle, simply opening the cover on the grille and pulling, to then return to its original place when it is finished loading. Without taking up space in the trunk and without having to get your hands dirty.

As the manufacturer of Stellantis, Fiat turned to its in-house departments to design the new model. The platform is the same as the Citroën C3, as is the engine and battery. The first provides 113 hp and a torque of 125 Nm, which is perfectly suited to the needs of an electric vehicle of this size and price, for the battery to be LFP with a capacity of 44 kWh, enough to travel 320 km between recharges, according to the European WLTP cycle. 

The Great Panda then recharges the accumulator at 100 kW in DC (fast charge from 20% to 80% in 33 minutes), while in AC it “fills up” at 7.4 kW as standard in 3h45, requiring only 2h55 with the internal charger at 11 kW which is sold as an option.

Limited to 132 km/h and capable of going from 0-100 km/h in 11 seconds, the Fiat Grande Panda is offered for €23,550 in the RED version and around €3000 more for the Prima.

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