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When I was still a kid, the bikers who had sand in their dreams and their ears looked like the corsairs of the horizons. A backpack, a 660 Tenere, a G / S, an Africa Twin or a 650 Djebel, a knife, a passport, a pack of cigarettes and it traced. There was not a lot of power and almost nothing in electronics. The ignition maybe …..?!?! No, not always and not often.
The revival of the Africa Twins has nothing to do with that time, with real inspiration. The Adventure Sports series also seeks to eclipse far beyond the hills with its provisions of increased autonomy and protection. At the time of passing in 1100, it frees itself from this role to be proud of becoming a true demonstration of the strike force of Honda. The Honda 1100 Africa Twin Adventure Sports II is no longer expedition; it’s a diplomatic-strategic raid.
This more ‘traveler’ version stands out, today as yesterday, by its thicker physique. It is not a question of ego or heightened presence but the desire to offer more protection for the pilot. In addition, who says road, travel and long stages rhymes with more autonomy. Here, the tank carries 24.8 liters of fuel. 6 more than the Africa Twin, 1.4 less than the previous version. No big deal; Honda still announces 500 road markers while driving quietly.
Unlike the standard Africa Twin, which has been stripped of certain practical aspects, the Adventure Sports has retained some practical equipment for the trip. The anchors for the suitcases, a bubble of good height (adjustable in 5 positions), as well as the plate combining the passenger handles and the luggage carrier (redesigned) are still in the game. Serious efforts should be noted for access on board. The saddle height dropped 50mm, settling at the same elevations as the std model. The seat is now 850 or 870 mm. Combined with a narrower 40mm saddle, it will be much easier to get on this machine and put your feet up at every stop.
A tubular metal cage is renewed, as are the heated grips, a large engine guard and a 12V socket. However, with the two additional pupils under his beveled gaze, we suspect that many other things have addressed this skiff of roads and sands..
These two small optical units are for cornering lighting. As it is modern, an IMU central is on board, allowing more functions at the electronic level. Including these additional projects, active on 3 levels and triggering automatically. Above them, the signature of the daytime running lights is also automatically adjusted, but this time according to the ambient light intensity..
That was for the facies. Behind, it is stronger. The new dashboard returns the old ‘tablet’ to a Playskool department. The leap in technology is undeniable, with a split personality. At the bottom, a small enduro-style block combines the speed, the gear engaged, the battery of control lights and basta. No frills. Above, we go into 2020. A beautiful 6.5-inch TFT screen is the gateway to a set of connectivity and on-board systems. The display is elegant, the information rich, the tactile interface and the will to please the pilot obvious. There is a Bluetooth connectivity to control certain functions of a smartphone, a USB port, the display of all driving assistance, and Apple CarPlay. Very useful for those who have an iPhone with Waze, Maps, or other navigation app, since it can be displayed on the main screen.
Now that we are in silicon, let’s see phase 2. That is to say active safety, passive, active comfort, passive … Anything that increases the level of service, what.
So there is an IMU, there are sensors, there are chips and algorithms … To allow the torque control to work more efficiently. The HTSC offers 4 power levels and manages 3 engine braking possibilities. You can disconnect it, as needed or when you want. Disembark with this 1100 a wheeling control, according to 3 levels: 1 – you can lift the wheel but the system avoids any brutality; 2 – it lifts but moderately; 3 – the system prevents the wheel from leaving the ground. For those who are swollen to have a guardrail, this module can also be deactivated. Also, again thanks to the IMU, the ABS has become cornering. Braking can be relieved on a curve if the risk of a bowl arises.
Don’t go, you will forget the Riding Modes. 6 are on call, allowing a dynamic response according to different laws for electronic modules. We choose a road mode, urban, more typical track or rather off-road, or 2 personalized maps. Each playing on the level of power, the engine brake and the ABS. I put all the details at the end *.
Between the fuses and cables, we will also find a speed regulator, automatic stop indicators as well as an ’emergency braking’ mode causing them to convulse, and also optional the DCT box and piloted suspensions. But if we looked first at what is in her stomach.
Its 1100 on the sides and in the housings, that increases its potential … and its durability. With Euro5, it was necessary to think about revising the mechanics a little. The twin cylinder keeps its setting at 270 ° and its bore of 92 mm, pushes the stroke of the pistons from 75.1 mm to 81.5 mm, inflates the displacement to 1084 cm3, loses 2.5 kilos and gains 7 hp. A little more torque too, or 10.7 mkg at 6250 rpm. The Africa Twin Adventure Sports significantly improves its power-to-weight ratio, with 102 horsepower for 238 kilos. The figures change depending on the technology: with the DCT box, it’s 10 kilos more. Put 2 more in case of EERA suspensions.
Let’s be brief on the evolution of the engine, and let’s go over the definitions of each seal and nut. The modifications concern the cylinder head (completely revised), the injection bodies, greater valve lift, an exhaust valve, new sensors in place of the Lambda probe, more precision in the gears and a clutch smaller as long as softer at the lever.
Side part-cycle, Honda uses the same pattern as on the 1000, taking care to make substantial changes. Already, the strength and rigidity of the frame are optimized. New main tubes made it possible to turn one of the cross tubes; more weight gained. There is more rigidity at the level of the steering column; the rear hood changes from steel to aluminum, and is no longer welded but bolted to the frame; the swingarm is also new, lighter and more rigid; there are still 21 and 18 inch spoked rims, now Tubeless; the braking retains its 310 mm petal discs with 4-piston radial calipers. For the front. At the rear, it’s a single piston caliper that bites a 256mm disc.
For the suspensions, few changes. If not a reduction in travel of 22 mm at the front and 20 mm at the rear. The bike thus loses as much in ground clearance, 250 mm separating the belly and the ground. The Showa 45mm inverted fork is adjustable for rebound and compression. The rear shock absorber, from the same manufacturer, benefits from more possibilities, adding preload to the other two parameters.
Few changes?!? This is not quite true … There is a big change, optional. Do you remember the acronym EERA used earlier? ?
It notifies the ‘Electronically Equipped Ride Adjustment’. In less barbaric, this means that they are elements managed electronically. Only available on this Adventure Sports and not on the CRF 1100 L std, this controlled damping reacts in 5 modes, one of which is freely adjustable by the user. We choose one, then the electrical systems adjust the preload and rebound at the front, the compression and rebound at the rear, to best match the selected mission. In SOFT, the cushioning favors comfort and softness. MID mode is the most versatile. HARD hardens the suspicions to the maximum for sport piloting. OFF-ROAD gradually increases damping force as the front fork is pushed in while using the harder settings at the rear. Hey, by the way, the system allows you to adjust the preload according to the load according to 4 choices: Solo – Solo with luggage – Duo – Duo with luggage. Almost at the level of a BMW this stuff; except that the Teutons have a system that automatically corrects the attitude.
None of these Modes are suitable? No worries: the USER lets you adjust the damping force with your fingertips.
Thus equipped, the bike takes 2 kilos. But we can go further in the options with high added value.
By choosing the version with DCT box. The Honda robotic box is more and more efficient, although it still lacks that little something that no AI can replace. Instinct, or something. Maybe free will …? Okay, who cares? The important thing is that the operation of this box is a real comfort. It will be even more efficient with the inertial unit.
The fully automatic mode D is perhaps a little too cushy; but in town, we let it manage and we evolve smoothly. Once out of there, the S mode and its three variations (S1 – S2 – S3) allow a more nervous driving. The nice and practical little extra is being able to take control of the reports anytime, with a flick on the + or the -.
Oops, are we on soft ground?!? Perfect, there is a G mode, for Gravel, designed to better feel the traction.
Obviously, the DTC option comes at a cost. Rather two in fact: 10 kilos and 1000 roros.
By becoming 1100, the Africa Twin Adventure Sports evolves much more than it seems. It is cleaner, more powerful, lighter, much more equipped, and can become with the options a trail-GT like the others. This is perhaps a tricky card in the Honda game. Giving pride of place to simplicity at the start of the adventure in 1000, it gradually acquired more and more electronic equipment. And can become heavily priced once armored with technological paraphernalia. Fans will salute that it is approaching the level of the competition, with BM and Katoche in their sights. Backpackers will regret this increasingly assisted orientation, and would have preferred suitcases and a screwdriver rather than processors which intervene between the rider and the motorcycle. Leaving the opinions of the two parties apart, we will see that with this important optimization, the Africa Twin Adventure Sports has reached the current level of reality in the Antipodes. We go camping, when there is a mobile home, TV, and air conditioning.
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)..
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Replaces
CRF 1000 L AFRICA TWIN Adventure Sports 2019
Model marketed in
2020
Performances
-
Max speed:
sup 200 km / h -
Consumption
medium: 4.90 l
The technical aspect
Honda CRF 1100 L Africa Twin Adventure Sports 2020
- Frame
- Frame: Double beam + single split steel cradle
- Tank: 24.8 liters
- Seat height: 850 mm
- Length: 2330 mm
- Width: 960 mm
- Height: 1,560 mm
- Wheelbase: 1,575 mm
- Operating weight: 238 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 Adventure 2020
BMW F 850 GS Adventure 2020
Triumph Tiger 900 Rally Pro 2020
Yamaha XTZE 1200 Super Tenere 2020
Gallery
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