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Southerners are sometimes surprised to smell the taste of sand when the wind breathes. A greeting from Africa, brought by the Scirocco and its hot air. At Honda, another wind is blowing but with the flavor of success. It is the conquest of the Africa Twin. The trail with an almost mythical name has superbly reinvested the sector and has been able to give new impetus to adventure. Far from the big SUV side defended by the 1200 Crosstourer, the 1000 CRF-L gave the change and the desire for the journey; muddy in towns without worrying about the suburbs.
Honda has hit the nail on the head. Pleasant and intuitive, ready for any escapade, the Africa Twin lives up to its lineage. The only complaint we found is its still too wise character in S mode with the robotic gearbox. The electronic management does not follow the aggressiveness of the driver during driving … happy. Qualities just waiting to develop with the arrival of this 1100 version. More accomplished, more powerful, lighter, more technological … The Honda growls in its boots.
In fact, it is the twin that slams, a little stronger and yet more discreet. This engine benefits from the good care of the engine manufacturers to quietly switch to Euro5. Which means less harmful emissions and less noise. So much for the discretion side.
Question strength, we apply the good old recipe of an increase in engine capacity. In the same engine architecture, we keep the front bore but we push the path of the cylinders to enlarge the stroke from 75.1 mm to 81.5 mm. This is good for strengthening the couple. We have 6 Nm more under the control, the maximum evolving from 99 to 105. While being more present on most of the speed range.
Honda has worked well on this twin. A revised cylinder head, larger injection bodies with more direct spraying, a recalibrated distribution with larger valve lifts, a displacement up to 1084 cm3, retouched maps, and a bonus of 7 horsepower. The 1100 Africa Twin spits 102 horsepower at 7,500 rpm. What more ? A little lightness? Honda did it too: by enlarging, the block was reduced by 2.5 kg; 2.2 kg for DTC version.
More fishing, it feels, and it shows. The design progresses subtly, taking care to keep the main lines introduced by the 1000. We identify it instantly, then we hit on what has changed..
The bubble ? Lower – to better see the profile of the terrain. Handlebars ? Higher – for a more comfortable driving position. Saddle ? Narrower – you can better put your feet on the ground, and its new shape makes it easier to move around. The back loop? It becomes removable and trades its steel for aluminum.
The 1100 Africa Twin knows that it is gaining in possibilities, to strain our eyes. His gaze, topped with enduro-style glasses, has evolved into a more urban mask. Whose pupils are highlighted by arches of light; whose intensity is automatically adjusted.
The rest of the dressing evolves finely; just enough to stir up the novelty effect while retaining the original frame. The handguards are refined, the allure is a more invigorating zest. But the strength of the Africa Twin, yesterday as today, is to feel the adventure in the long run. We are facing a big trail, not a trail-GT.
But … Where are the anchor points for the suitcases? And the passenger handles? And the plate to install a support? But what is this mess ?
Obviously, Honda favored styling for the tail to the detriment of practicality. The rear is lighter, more tense, almost more lively; forgetting the old predisposition to loading, crew or ammunition. A desire for deprivation? Not really ; you’ll see.
Many praised the simplicity of the Africa Twin, with a measured dose of electronics, far removed from the overbidding found on premium maxi-trails. That changes, the Honda got carried away with the flow. The pilot will notice this immediately upon discovering the new color TFT panel. A beautiful touchscreen tablet full of information, in 6.5-inch format, with Apple CarPlay, Bluetooth, a clean and clear layout and customization possibilities.
It was the appetizer. The suite is a real buffet. For example, the turn signals are automatically stopped and provided with a rapid operation function in the event of sudden braking. The AT 1100 gains cruise control, active cornering ABS and a 6-axis inertial unit. This allows it to enrich its torque control with 4 power levels and 3 engine brake dimensions. We still have 7 settings available for traction control, improved thanks to IMU data.
There is also an anti-stoppie and a 3-level wheeling control: 1 to let the stunt express itself, 2 to moderate the rear wheel, 3 to leave the front wheel on the ground regardless of the agitation of the wheel. ‘accelerator.
Finally, the electronics are supervised by 6 Driving Modes, two of which are customizable. Between “Tour”, “Urban”, “Gravel” and “Off-road”, computers know how to comply with most uses. The “User” modes will satisfy the most exclusive uses. More details below for the more curious *.
If we add to that the DCT gearbox, even the lighting in bends and the controlled suspensions that we can have on the Adventure Sports version, we realize that the Africa Twin 1100 has become a monster of technology. Too much maybe ?
Crumbling under the assistance, La Honda des raids nevertheless plays with a little nod to the essentials of the backpacker. Under the 16.5 cm high-tech screen, a mini dashboard provides the essentials with speed, gear engaged and trip mileage. The best would be to have the top screen removable to replace it with a scrolling road book.
Details of driving modes:
– TOWER : for loaded use, with passenger and luggage; Maximum power level (1), engine brake at level 2 and anti-lock braking on a curve activated;
– URBAN : responds to most situations; Intermediate power level (2), engine brake on level 2 and anti-lock braking on a curve activated.
– GRAVEL : use on track / TT. Minimum power level (4), low engine brake (3), anti-lock braking on a curve activated but specific off-road settings. In this configuration, the ABS cannot be disconnected on the rear wheel.
– OFF-ROAD : intermediate power level (3), low engine brake (3), anti-lock braking on a curve activated but specific off-road settings. ABS can be disconnected on the rear wheel.
– USER 1 & 2 : Allows the pilot to define two separate custom settings. He can thus choose his power level (between 1 and 4) and his engine brake level (between 1 and 3) as well as the type of ABS anti-lock intervention (road / off-road parameters)..
Largely reinforced in silicon, the 1100 Africa Twin does not forget to upgrade its chassis. By improving skills, one might say. The overall design is the same, except that the frame has been reworked for more rigidity around the steering column as well as thinner, more direct main tubes. The set allows to turn one of the tubes in the front and 1.8 kilos in passing. 500 grams of loss also at the level of the oscillating arm, however more rigid. Damping settings are changed as well as part of the kinematics of the rear suspension.
Brakes and wheels are identical: the 21 and 18 inch spoked rims are fitted with mixed rubbers in the dimensions of 90/90 – 21 and 150/70 – 18. Their hubs are fitted with a pair of 310 mm discs for l ‘front and a 256 mm slab at the rear. The 4-piston radial calipers will do the job. Consisting of calming 226 kilos ready to roll, 10 more with the robotic box.
When the CRF 1000 L signed the return of the Africa Twin in 2016, the operation was a success. The 1100 arrives to confirm with 7 more horses and 5 kilos less. The desires remain, the physique certifies it, and fans of technology will revel in the plethora of piloting aids that the trail now embeds. A non-universal pleasure, since many preferred this machine to others because it didn’t give a damn about the arms race. This is no longer the case … The range is on the rise, the power too, the price follows. It starts at 14,499 euros with the classic box; add 1000 more to have the DCT.
With the Adventure Sports DCT plus the piloted suspensions, we are familiar with the 19,000..
What does the Dual Clutch Transmission (D C T) say ?
Quite pleasant, the automatic transmission of the AT still requires a little improvement for sporty driving but is very convincing in all situations. With the arrival of the 1100 and its inertial unit, it adjusts its gear changes more naturally when the initiation of a turn is detected. Otherwise, no other changes to report.
Here, it takes advantage of a specific G (Gravel) mode to better feel the rear wheel.
As a whole, it allows manual driving in MT mode, or any car in D or S mode. The first for versatile and placid use. The second for something more sparkling, to be chosen on a scale of 3 levels: S1, S2 or S3. If the gearbox does not react quickly enough to your liking, a flick of the finger allows you to regain control of the gears..
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Replaces
CRF 1000 L AFRICA TWIN 2019
Model marketed in
2020
Performances
-
Max speed:
sup 200 km / h -
Consumption
medium: 4.90 l
The technical aspect
2020 Honda CRF 1100 L Africa Twin
- Frame
- Frame: Double beam + single split steel cradle
- Tank: 18.8 liters
- Seat height: 850 mm
- Length: 2330 mm
- Width: 960 mm
- Height: 1395 mm
- Wheelbase: 1,575 mm
- Weight in running order: 226 kg
- Train before
- Telehydraulic inverted fork Ø 45 mm, deb: 230 mm
- 2 discs Ø 310 mm, 4 piston radial calipers
- Front wheel:
90/90
– 21
- Transmission
- 6-speed gearbox
- secondary by chain
- Rear axle
- Mono-shock absorber, deb: 220 mm
- 1 disc Ø 256 mm, 1 piston caliper
- Rear wheel:
150/70
– 18
- Motor
- Twin cylinder
in line
, 4 stroke - Cooling: by water
- Injection
- 1 ACT
- 4 valves per cylinder
-
1,084 cc
(92 x 81.5 mm) -
102
ch
at 7,500 rpm -
10.70 mkg
at 6,250 rpm - Compression: 10.1: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
KTM 790 Adventure R Rally 2020
BMW R 1250 GS 2020
BMW F 850 GS Adventure 2020
Ducati 950 Multistrada 2020
2020 Suzuki 1050 V-Strom XT
Triumph Tiger 900 Rally 2020
Yamaha XTZ 1200 Super Tenere 2020
Gallery
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