Menus
- Two Africa Twin 1100 for the price of one! or the opposite ?
- Angry backpackers
- Discovery
- Technical
- In the saddle
- In the city
- Motorway and expressways
- Departmental
- All Terrain
- Part-cycle
- Braking
- Comfort / Duo
- Consumption
- Honda CRF1100L Africa Twin Adventure Sports video test
- Conclusion
Two Africa Twin 1100 for the price of one! or the opposite ?
Angry backpackers
After a masterful comeback in 2016, the Honda Africa Twin CRF1000L benefited from electronic developments in 2018. We are talking about two models with the appearance of the Africa Twin Adventure Sports, offering better autonomy, protection against the wind and higher suspension travel for a price also significantly on the rise, a first for the Japanese manufacturer. The fact remains that in three years, the big Honda trail has sold 87,000 units, including 49,000 in Europe and more than 8,000 in France..
In 2020, the Africa Twin increases in displacement and becomes CRF1100L, with an inflated twin and a profusion of electronics, still also available in Adventure Sports version, but also with manual gearbox or DCT as well as optional piloted suspensions, with in the end no less than six different versions and as many possibilities. It is in Sardinia on the road and off the bitumen that we take the winged pouters.
The Africa Twin, Adventure Sports and Adventure Sport EERA
Discovery
The CRF1100L Africa Twin is now more sporty in terms of looks. Horsepower and torque are also on the rise, but the weight is down. The front has a new dual LED optic with a more dynamic angular design. Placed higher, it is equipped with DRL daytime running lights, the intensity of which adapts automatically. But above all, Honda now divides its models into two categories with the version designed for off-roading and the Adventure Sport for travel. And she is eyeing (especially) the Bavarian BMW R1250GS….
Honda CRF1100L Africa Twin Adventure Sports headlights
This is why the maximum variation of the winged trail is opulent. It incorporates a lighting device on the corner of the bend, a screen adjustable in height to 59.5 mm, retains its rear buckle integrating the suitcase supports (stronger), passenger handles and luggage rack. It is also adorned with inserts and large aluminum engine guards. Stripped (!) Of its bubble and decked out in a tapered rear buckle, the standard Africa Twin 1100 looks grim in comparison. But the two models retain their fine and elegant general aesthetic, typical rally raid, still distinguished by the difference in tank of 18.8 or 24.8 liters (A.S version).
The Honda CRF1100L Africa Twin
The finish of the Africa Twin is flawless. Elegant casing, engine casing in bronze color, careful adjustment of the elements, quality components and studied ergonomics, the trail provides top-notch services. The mechanical design is to match as is the chassis equipment.
The Honda CRF1100L Africa Twin Adventure Sports
Technical
Substantial change on the chassis side with a new aluminum rear buckle (-1.8 kilo). A choice combining advantages and disadvantages. In the event of a big fall, especially with suitcases, this frame could twist or break. If it is then easier to change a bolted buckle, at the end of the world welding steel is simple…. and much cheaper than changing such a part. This new structure is 40mm narrower at the bolted junction on the main steel structure. The frame keeps the same appreciable specific design: a mixed structure, made up of different sections in order to combine rigidity and studied flex zones. The front part is a simple split cradle interrupting under the engine. Two rectangular section elements then surround the block, widening into perforated plates on the rear of the engine. The stiffness around the steering column has been optimized, but this frame is even more flexible, the frame’s thinner and more direct main tubes allowed engineers to remove a center reinforcement bar. Control of the front axle should thus be even more obvious..
Shock absorber of the Honda CRF1100L Africa Twin Adventure Sports
This construction supports, by six anchoring points, the parallel twin renewed at 70%. He thus loses 2.5 kilos (66.4 kg) in a mechanical box (2.2 kg DCT – 74.9 kg). Compatible with Euro 5, the mechanics go to 1084 cm3. This increase in displacement is effected by lengthening the stroke from 75.1 to 81.5 mm, the bore retaining its value of 92 mm. Interesting values for availability at low speed. The block gains 6.7 horsepower and 6 Nm for maximum values of 100.6 units at 7,500 rpm and a force of 105 Nm 6,250 rpm. Honda also announces "more sensations from 2500 rpm and over the entire rev range".
The engine of the Honda Africa Twin 1100
The manual transmission CRF1100L has an assisted limited slip clutch. The reports are optimized and the "quickshifter" is always available as accessories (present on our test frames).
The DCT double-clutch version uses technology dear to Honda. One clutch controls 1/3/5 and the other 2/4/6. Two automatic modes still control the gear changes, D – Drive and S – Sport, but the latter now offers three variables for more responsiveness and better follow the needs of the pilot. Finally, a manual mode – allows you to control either the box by triggers on the left chest of drawers. Whatever setting you choose, you keep control of the system at all times. The G-Switch mode is added to the device on any profile to ensure the best possible performance on soft ground. This function makes it possible to improve the feeling of traction and the control of the motorcycle by limiting the slippage of the clutch during gear changes, thus obtaining a more direct transmission. Likewise, by cross-calculation between the angle opening of the Ride by Wire throttle grip, the gear engaged and the independent rotation measurement of the wheels, the system recognizes a shift up or down, adapting the choice of gear to engage. the inertial unit, calculations are always more accurate to select the right gear at the best time.
The engine of the Honda CRF1100L Africa Twin Adventure Sports
Another major development for the new vintages of the Africa Twin. Standard and AS versions are fitted with a Bosch 6-axis inertial unit (IMU) (MM7.10). It directs more finely the interaction between the various assistances: ABS in curves, anti-wheeling (three levels) and traction control (7 values), engine brake (four notches) and engine torque (three values). In addition, four predetermined usage profiles Tour, Urban and Gravel establish intervention values. They also adjust the power profile, modulating the responsiveness of the throttle. We refine this data at will through the 2 customizable User modes.
Honda CRF1100L Africa Twin Adventure Sports gear
We can also adapt the optional Showa EERA (Showa Electronically Equipped Ride Adjustment) electronic suspension system to our wishes. Semi-active, these elements combine travel sensors and IMU inertial unit to adapt the damping at each moment. For road use, three modes are available: SOFT, MID and HARD. An OFFROAD mode gradually increases the damping force as the fork is pushed in, favoring the harshest settings at the rear. The shock preload can be adjusted electronically, when stationary, with 4 possible choices: 1) driving solo, 2) solo with luggage, 3) duo and finally 4) duo with luggage. The 4 predetermined usage profiles (Tour, Urban, etc.) adapt the damping according to their laws.
Honda CRF1100L Africa Twin Adventure Sports EERA Fork
By default, the Africa Twins 1100 are equipped with Showa suspensions. The 45mm inverted fork has 230mm of travel. Its internal settings are changed. Hydraulic rebound and compression are fully adjustable. The upper yoke is made of cast aluminum while the lower element features both forged steel and hollow aluminum (for the steering axle). At the rear, also optimized, the monoshock offers 220mm of travel and has a separate cylinder. Spring preload by thumbwheel, as well as compression and rebound adjustments.
Honda CRF1100L Africa Twin
Another point, the aluminum monobloc swingarm is completely new, 500 gr lighter and more rigid. Its support plates now use high-strength steel (600MPa) and the tube that connects them now acts as an upper anchor point for the shock absorber (via a ball joint), in order to improve the grip of the wheel. back. No change of geometry, the ground clearance remains fixed at 250 mm, with a wheelbase of 1,575 mm and a caster of 27 °.
Front brake of the Honda CRF1100L Africa Twin
The ABS anti-lock braking system is active when cornering and has specific off-road settings. To stop the adventurer, two radial-mounted 4-piston calipers attack 310 mm discs at the front. The opposing retarder is a single piston caliper, squeezing a 256mm disc. The ABS can also be disconnected on the rear wheel to promote enduro and a secondary single piston caliper parking brake equips the DCT-ABS version. The spoked wheels have dimensions dedicated to offroad use, the front being 21 inches and the rear 18 units. They are fitted with a choice of Bridgestone Battlax Adventurecross Tourer AX41T or Metzeler Karoo Street, in 90/90 and 150/70. Continental TKC80 crampons in 90/9 150/70 are designed for off-road use.
In the saddle
For 2020, the Africa Twin Standard and Adventure Sports feature the same seat height of 850mm, adjustable to 870mm. Low (825-845 mm) and high (875-895 mm) models are available as an option. Their seat is also narrower by 40 mm to facilitate support on the ground as well as moving back and forth. The machines are, in fact, particularly accessible, their saddle arcade finesse contrasting with a large tank, especially in the Adventure version. With its worked curves, it spreads only very moderately the legs. The latter benefit from reduced flexion, leaving the pilot seated as if on a chair. If the seats seem thin, they are comfortable and particularly well designed. Straight bust, arms and hands fall naturally on the wide handlebars with marked lugs and variable diameter whose height, adjustable, is increased on these new vintages.
Seat height of the Honda CRF1100L Africa Twin Adventure Sports
The large hand guards are fitted as standard, as are the heated grips, the 12v socket on the left and the USB on the right behind a waterproof cover.
Honda CRF1100L Africa Twin Adventure Sports handguard
Sheathed, the then fork is dominated by a cockpit whose integration is even more careful. It incorporates two fully digital instrument blocks. A 6.5-inch TFT color and touch screen (sensitive even with gloves) dominates an LCD window. Two screens, because you have to display the essentials when browsing your apps…. or, more effectively, to GPS. The top display is high-quality, crisp, bright, perfectly readable in all conditions and brings together a plethora of information. Centered around four modes (Tour, Urban, Gravel and Offroad) setting the electronic assistance to predetermined values, the screen can deliver information according to several ergonomics, from the most complete to the most direct. Two other modes allow you to customize the level of intervention of the driving aids to your wishes: delivery of engine power, engine braking, ABS, G-Switch (for DCT gearbox), Wheelie and HSTC (traction control). The latter is, by default, accessible by a dedicated key (Star) that can be configured to directly access the desired function..
Honda CRF1100L Africa Twin Adventure Sports instrumentation
Everything is controlled mainly on the impressive left commodo. And unfortunately not backlit! A multi-directional pad frames a central push button while an Enter and Return button complete the block. If general navigation can be learned quickly (mode, usual use function), that of detail and in particular of personalized settings or those of electronic suspensions are made more painful. 5 screens are necessary before achieving this…. More generally, preload, HSTC, Wheeling and G-Switch are easily adjustable, a good point.
Honda CRF1100L Africa Twin Adventure Sports left shifters
Electronic ergonomics therefore seem both intuitive and off-putting to adjust in depth. For a journalist. Because the owner, once his machine is set, will only see his favorite modes. On this subject, I make the same observation with regard to the optional electronic suspensions of the Africa A.S. Once adjusted its parameters via a rather didactic screen, they will hardly be useful any more. Apart from the ease of preloading, which is very useful for changing crews, wouldn’t we gain much in the face of mechanical elements? Is it then a printed circuit board instead of a high quality mechanical suspension? To see in dynamics.
Honda CRF1100L Africa Twin Adventure Sports ergonomics
The turn signals are equipped with an emergency braking signaling function and cruise control is standard on both models. Finally, the electronic system notably includes compatibility with the Apple CarPlay system….! In short, you are connected to "infotainment" and "mediatainment". It’s party.
We regret unsheathed passenger footrests and the obligatory use of the central stand option. The levers are housed behind reinforced hand guards as standard, but only the brake lever is adjustable in spacing. Finally, if you look for the tool kit under the rider saddle, you will only find an alen key…. which will allow you to open the toolbox located under the left frame. Little supplied, it has 5 tools.
Honda CRF1100L Africa Twin Adventure Sports Footrest
In the city
The 270 ° setting of the twin delivers immediately identifiable music. Irregular and muffled, its growl is hectic with each gas stroke. Mechanical life now less sublimated by the escapement. Slightly more sour, the sound is less attractive, the airbox less present.
The exhaust no longer gives off the same symphony
We will not have the opportunity to ride much off the tarmac with the Africa Twin Standard, which is also equipped with nipple tires. Honda puts its most opulent model forward. Our test begins with the Adventure Sports version with piloted suspensions, manual gearbox or DCT. From the outset, the grip is obvious despite the weight and size. The agility of the machine always works wonders and seems less imposing than its measurements admit. The trail runs with the tip of the gloves, responsive and soft. The CRF1100L is a big polished enduro. Available, the block resumes from 2,500 laps on the intermediates and the trail is easily placed in traffic. Unchanged, its very convincing turning diameter (4.90 m) allows easy maneuvering at all times. Selection and clutch lever of the mechanical version operate smoothly. Equipped with the up and down shifter, the machine is all the more pleasant. As for the DCT box, it always raises the general approval of the Honda in urban evolution. Imperceptible, its gear changes hold it up to your needs..
The DCT box always enhances the pleasure in urban areas
Its lower weight gives the Africa Twin Standard a distinct advantage. More lively, it becomes more dynamic and manoeuvrable. Fairly flexible whatever their setting, the Adventure Sports piloted suspensions cause significant mass transfers, but not excessively, in the sparse traffic of Sardinia. It’s a little better on its redacted version. Each one absorbs the defects of the bitumen with zeal and efficiency. Pleasant at all times in urban areas, the Africa Twin 1100 awaits wilder horizons.
Motorway and expressways
Under the willful and sustained thrust of its twin, the trail glides towards the horizon at prohibited speeds. Capable of peaking at 220 km / h when approaching the breaker, around 8,500 revolutions, the Africa twin is always particularly stable at high speed. Its controlled cycle part always allows it to cross at good speed without chassis movement, even when loaded. Perched on its electronic stilts, the maxi version is a flying carpet flying over the imperfections of the asphalt. On the other hand, it is less rigorous in curves than with mechanical suspensions. Even at the firmest, the whole remains a little too soft.
The Africa Twin is very stable at high speed
The seating comfort is really appreciable, although less "cozy" than before. Their cut is almost perfect. No vibrations to deplore, the parallel twin lives discreetly. For more lively reminders, we will return a report. At the legal motorway, at 4,300 laps, the Honda provides correct protection to the air flow. Its new adjustable bubble leaves arms and shoulders in turmoil. In the high position, it is already better and perfect for the helmet. But its top is placed in front of the eyes. Handling is simple, but requires both hands. Fortunately, there is the regulator to release the hands from the handles…. Unfortunately, we don’t have this problem with the standard version. Its windshield creates an illusion of up to 90 km / h. Afterwards, you will rail against the incongruous choice of the builder.
Comfort is at the rendezvous and hint at the prospect of long trips
In cool weather, you will still feel a lack of protection in the legs. The delicacy of the dressing is the cause.
Departmental
Large axes or small Sardinian roads, the Africa Twin 1100 are at their ease at all times, not hesitating to make roar their living block is very available. You don’t necessarily feel the 7 more horsepower and 5 kilos less, but the engine is not lacking in enthusiasm, easily energizing the Japanese desert girls. Its twin still offers two faces. Volunteer at the bottom of the intermediaries, he changes register after 5,000 laps. The times are sustained and the twin then displays a more marked character. He likes to climb the towers by metallizing his vocalizations. His cavalry then frolic happily at the top of the tachometer. But always without excess, the motor delivering a certain linearity in the effort, closer to mastered force than to economy.
The CRF1100L is at ease on small Sardinian roads
The whole thing is therefore pleasant to take along and the 105Nm of torque easily takes the crew into the Sardinian ring. We do not hesitate to hit the mechanics or the chassis. Because the cycle part is also improving. In fast coiled riding, the Africa Twins are particularly effective. It is always hard to believe that the front wheel is 21 inches as the steering gear shows no hesitation in guiding the machine. Relatively open column angle (27.5 °) and 150 rear tire provide appreciable agility to the CRF1100L. Here again, the simplest variation is more rigorous, both because of its lower weight and its more precise hydraulic suspensions..
The trail is very agile
The wide handlebars are combined with the very sensitive supports on the footrests to guide the wader effortlessly. Once placed on the corner, the Africans always stay on course and easily allow course corrections. Perfectly healthy and straightforward, the frame has a high performance stiffness / flex ratio, which also helps absorb shocks..
With piloted suspensions, we regret the absence of a Dynamic mode making the damping more compatible with a fast and engaged pace. No fear, but the complex work of electronics brings about a special "life" at high pace. This is the "syndrome" often noted on these chip-controlled bikes. You can feel the technology at work. Especially when braking and on the angle. Surely useful in the event of a bad surprise and particularly of sliding. Nevertheless, the frankness of the purely mechanical suspensions suits me better. The lack of feeling, of transparency in the front end managed by science may displease.
The piloted suspensions unfortunately do not offer a dynamic mode
The softness of the mechanical gearbox and its precise locking are appreciable. The shifter works in the same way when you enter gear. On the other hand, 4 and 5 passes with a latency on the rise. Strange.
Its DCT counterpart is becoming more and more efficient. As usual, D mode studies your riding and tries to stick to your wishes. Excluding sporty driving, it actually officiates as close as possible to your desires, returning a report if necessary to revive the crew or tackle a bend. However, if you want to tame a little, the choice of Sport mode level two or three really allows you to find a manual gearbox behavior. The efficiency is as astonishing as it is addictive, the gears engaging without any jerks or delays. You can also force the choice of gears using the paddles on the handlebars or switch to manual mode. Very useful with GPS, the large screen is readable in all conditions and you can change the assistance while driving. On the other hand, the left stalk turns out to be too big, but above all too close to the essential controls (indicators, DCT trigger). And it is common to change mode without wanting or seeing it ….
DCT continues to improve, especially in dynamic phases
All Terrain
A little rolling track with the Africa Twin 1100 Adventure Sports is a convincing example of the consistently impressive quality of Honda chassis. Of course, we have to deal with 250 kilos. But the obviousness of the machine allows quite a bit of daring. And, with its electronic suspensions, comfort is royal at all times. Bridgestone or Metzeler with mixed profile ensure the job without risk if you know how to keep the measurement of the machine. The overweight of these maxi versions requires a little skill to cross the untouched virgin spaces without difficulty.
Despite its weight, the Adventure Sport allows a lot of daring on the rolling track
We therefore switch to the standard models, with classic suspensions and equipped with TKC80 studded tires. A not too demanding route mixing rock, sand and gullied earth is proposed to us. The Africa Twin 1100 reveals its size and above all its ease. Intuitive, it lets its pilot guide a predictive front end that is easy to place despite its 226 kg (+ 10kg DCT). Associated with its narrower template, its cycle part allows excellent control on all occasions and effective corrections of any errors. Standing on the ideally placed toe clips, just like the handlebars, I focus on the paths to follow, but above all on the pleasure of riding. You can easily place the hanger higher for more efficiency.
The Africa Twin is easy on any terrain
The parallel twin brings an appreciable quiet force at mid-range and a pleasing dynamism higher up. Widely available, the torque allows changes in intermediate gears without making the engine scream, even when climbing on soft ground. The large rear wheel daggerboards are managed with precision using the throttle, without ever jerking.
A marvel of electronics, in off-road ABS mode, decelerations are perfectly managed, even when going downhill. Finally, the fork and shock absorbers work over their entire travel, gently receiving the machine during slight flights or absorbing the biggest shocks. Here again, we praise the studied flexibility of the frame, limiting the rebound effects and other violent reactions in offroad..
Decelerations are perfectly managed by the Off-road ABS
Taking the handlebars of the DCT model, we can see the evolution of this system in three years and of the coupling to the inertial unit. More precise, softer, the approval of this automatism in evolution all road is obvious. Now, in Sport mode, the gearbox no longer goes up an unwanted gear, forcing you to downshift to the handlebars. The intelligence of the system is advancing. Giving a more efficient response from the gearbox and letting the rear drift more clearly, the G-Switch system improves performance. The only downside to this robotic all-terrain gearbox is the disengagement of the chainrings at very low speed and rear braking supported, leaving the bike freewheeling for a few moments. Rather logical, but still a little to refine to keep the engine braking. Finally, the heavier weight of the Africa Twin in the DCT version is hardly noticeable..
New central IMU allows DCT to be more precise and smoother
Part-cycle
Always the strongest point of the machine. Designed both to walk the asphalt and to get out of the asphalt, the Africa Twin pays no tribute to this choice. Combining balance and performance, its distinctive geometry easily adapts to road use. Its road arrangements easily satisfy a committed off-road use..
The electronic fork of the Honda CRF1100L Africa Twin Adventure Sports
Braking
Powerful and enduring, the system is not lacking in progressiveness, both at the front and at the rear. Modulated or energetic, taking the brakes delivers exactly the desired result except…. with the piloted suspensions on braking "I will miss me". The work of the assistants can lead to doubts, a priori wrongly, of what will happen next. But it surprises.
The front calipers as progressive as they are powerful, leaving the steering free from interference in conventional damping.
Front brake of the Honda CRF1100L Africa Twin Adventure Sports
ABS on or off-road is also very satisfactory. To smooth curved trajectories, the opposite element is most effective. An advantage for more precise control of the rear wheel in offroad.
Comfort / Duo
Without reproach, new well-cut seats and quality suspensions contribute to the remarkable comfort of the Africa Twin. It’s even softer, if not too much, with the piloted option.
The Adventure Sport’s generous grab handles and luggage rack make Honda’s choice to strip away its standard sibling all the more regret. Ditto for the adjustable screen against the wind, the luggage supports against the rear buckle…. redacted.
Honda CRF1100L Africa Twin Adventure Sports seat
General regret, the accompanying person’s footrests are still not sheathed.
Consumption
With a tank of 18.8 or 24.8 liters and a consumption varying between less than 6 liters on the road and 7.3 in offroad, the autonomy is largely satisfactory for an 1100. After more than 300 km or even nearly 500 km, you will be thirsty as much as your horse, if not more.
Honda CRF1100L Africa Twin Adventure Sports fuel tank
Honda CRF1100L Africa Twin Adventure Sports video test
Conclusion
With this opus 1100, the Honda Africa Twins stand out from each other. More technological, but still as attractive, they seem dedicated to following a distant road, the other a side road.
Unfortunately, their price increases significantly, but logically in view of the electronics. Almost 900 euros more for the entry level at 14,499 €. The Adventure Sports goes up to € 16,799. And its ultimate version at € 19,299.
Honda CRF1100L Africa Twin Adventure Sports
We are clearly targeting the BMW R1250 GS and its sales figures that make the competition dizzy. At € 17,600 excluding options (essential), the German reaches 18,600 in basic Adventure. Count a lot more with packs.
Is it relevant to want to keep pace with the competition? An assumed but risky choice in a market where a model’s own personality often makes the difference. It is often preferred the original to the copy…. Up to you.
Africa Twin strengths
- Evidence of handling
- Engine character at mid and high revs
- Agility and precision of the chassis
- All-terrain efficiency
- Ergonomics
- Instruments
- Electronic assistance
- Quality suspension
Weak points Africa Twin
- No more bubble
- More luggage racks
- Commodo not backlit
- No central stand as standard
- Sound
Adventure Sport highlights
- Evidence of handling
- Engine character at mid and high revs
- Agility and precision of the chassis
- Autonomy
- instruments
- Ergonomics
- Electronic assistance
- Quality mechanical suspension
Weak points Adventure Sport
- A little soft piloted suspensions
- Commodo not backlit
- No central stand as standard
- sound
Honda CRF1100L Africa Twin technical sheet
Honda CRF1100L Africa Twin Adventure Sports technical sheet
Test equipment
- Jacket and Pants Vanucci Okovango II
- Dainese Centauri GoreTex Boots
- Tour Gloves
- AGV AX9 Carbon Mat Helmet
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