Motorcycle specifications HondaCRF 1100 L Africa Twin Adventure Sports 2024 Biometric passports

Why do people buy maxi-trailers? To get a good bowl of canyons, jungle and escape? Some do. But for the vast majority, it's for the road, always the road, always the road.
Honda has taken this into serious consideration in the evolution of its big Africa Twin, the Adventure Sports. On the menu: a new front-end philosophy, a few adjustments and some extra muscle.

Whatever the version, ATs are renowned for their off-road approach. Particularly with the 21-inch spoked front wheel. That's all over for the Adventure Sport, now guided by a 19-inch rim fitted with a 110-wide tire. It also reduces suspension travel by 20 mm, with 21 cm of travel at the front and 23 cm at the rear. As for the AX41T off-road tires, they have been replaced by A41 mixed tires. Clearly, the big adventurer is drawing a line under certain TT capabilities to improve its road efficiency.

As a result, less rough terrain but more comfort. The Adventure Sport is committed to providing greater grip, stability and maneuverability. It will also be a little easier to put your foot down when stopping, thanks to a seat height of 835 mm at its lowest - rising to 855 in the highest position. But... The seat is 15 mm lower than on the previous Adventure, while the suspension lines have been lowered by 20 mm and the new saddle contains a 15 mm thicker urethane foam cushion. Let only the buttocks illuminate the labyrinth of numbers....

The new CRF 1000 "XXL" gives its face and sides a facelift to better protect the rider, aided also by a new bubble, still adjustable to 5 positions. Also in the spirit of well-being, Showa EERA semi-active suspensions are now standard, as is the DCT robotized transmission - a rather logical choice, given that 3/4 of Adventure Sports are sold with this transmission. In fact, when you opt for the Africa Twin, you're either choosing the standard model that's still well off-road in its boots, or you're going for the top-of-the-range Honda pullman-trail-GT with maximum on-board technology. The electronic aids have been recalibrated to adapt to the new front axle.

more responsiveness from the engine side too. The big twin doesn't want to have its innards tampered with, but from an intake point of view, no problem. The new ducts swallow more air, the throttle bodies have been repositioned and the compression ratio increased. The entire exhaust system has also been revised.
The 102 hp at 7,500 rpm remain unchanged, except that the mill is fuller at low and mid-range speeds. Torque is up 7%, with a maximum of 11.5 mkg at 5,500 rpm (750 rpm lower than before).
Honda takes advantage of this gain in torque to recalibrate the DCT, with the bike moving more naturally and gears dropping earlier.

It's a good update, for a machine that's gradually moving towards comfort and away from its original concept, without really denying it. When I was a kid, bikers with sand in their dreams and ears were like the privateers of the horizons. A backpack, a 660 Ténéré, a G/S, an Africa Twin or a 650 Djebel, a knife, a passport, a pack of cigarettes and off you went. There wasn't much power and almost nothing in the way of electronics. The ignition maybe.....?!?! No, not always and not often.

The Africa Twin revival has nothing to do with those days, but it's still a real inspiration. The Adventure Sports series is also looking to sneak far beyond the hills with its increased range and protection provisions. By the time it becomes the 1100, it has shed this role and become a true demonstration of Honda's power. The Honda 1100 Africa Twin Adventure Sports II is no longer an expedition; it's a diplomatic-strategic raid.

This more 'touring' version is distinguished, now as then, by its thicker physique. This is not a question of ego or exaggerated presence, but rather a desire to offer greater protection for the pilot. What's more, when it comes to roads, travel and long stages, you need more autonomy. Here, the fuel tank holds 24.8 liters of fuel, 6 more than theAfrica Twin, and Honda claims 500 km of leisurely riding.

Equipment includes heated grips, a large engine cowling and a 12V socket. However, with the two extra pupils under its bevelled gaze, one suspects that other things have approached this skiff of the roads and sands. These two small light units are for bend lighting. In keeping with modernity, an IMU control unit is also on board, enabling more electronic functions. These include additional projectors, active on 3 levels and automatically activated. Above them, the daytime running lights also adjust automatically, but this time according to ambient light intensity.

The dashboard combines two distinct interfaces. At the bottom, a small enduro-style block groups together speed, gear engaged, a battery of indicator lights and basta. Nothing superfluous. Above, the trend is set. A handsome 6.5" TFT screen is the gateway to an array of connectivity and on-board systems. The display is elegant, the information rich, the interface tactile and the desire to please the driver obvious. There's Bluetooth connectivity for controlling certain smartphone functions, a USB port, display of all driving assistants, and Apple CarPlay. Handy 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're in the silicon, let's move on to phase 2. Active and passive safety, active and passive comfort... Everything that raises the level of performance.
So, there's an IMU, there's sensors, there's chips and algotithmes... To enable torque control to work more efficiently. The HTSC offers 4 power levels and manages 3 engine braking options. It can be disconnected when needed or desired. The 1100 also features wheeling control in 3 levels: 1 - the wheel can be lifted, but the system prevents any sudden movement; 2 - the wheel is lifted, but only moderately; 3 - the system prevents the wheel from leaving the ground. This module can also be deactivated, for those who like to have a guard rail. Also thanks to the IMU, ABS has become cornering. This means that braking can be relieved when cornering if there's a risk of a spill.
Don't go away, you'll forget the Driving Modes. 6 modes are available, allowing dynamic response according to different laws for the electronic modules. Choose from a road, urban, track or off-road mode, or 2 personalized mappings. Each one affects power level, engine braking and ABS. I've included all the details at the end *.
Between the fuses and cables, you'll also find cruise control, automatic turn signals and an 'emergency braking' mode that makes them convulse, plus optional DCT gearbox and pilot-controlled suspension.

Honda's Africa Twin features a convincingly efficient tubular steel frame. Braking action is provided by 310 mm petal discs bitten by 4-piston radial calipers at the front. At the rear, a single-piston caliper bites a 256 mm disc.
Suspension: a 45 mm Showa inverted fork with adjustable rebound and compression damping. The rear shock absorber, from the same manufacturer, benefits from even more possibilities, adding preload to the other two parameters. But there's no need to break out the tools - remember the EERA acronym used earlier?

It stands for 'Electronically Equipped Ride Adjustment'. In less barbaric terms, it means electronically managed elements. This controlled damping reacts in 5 modes, one of which is freely adjustable by the user. You choose one, then the electrical systems adjust preload and rebound at the front, compression and rebound at the rear, to best suit the selected mission. In SOFT mode, damping favors comfort and softness. MID is the most versatile mode. HARD hardens the suspension to the maximum for sporty riding. OFF-ROAD progressively increases damping force as the front forks are driven in, while using the hardest settings at the rear. Incidentally, the system allows you to adjust the preload according to the load, with 4 choices: Solo - Solo with luggage - Duo - Duo with luggage. It's almost on a par with a BMW, except that the Germans have a system that automatically corrects the trim.
No mode to suit you? Don't worry: the USER mode lets you adjust the damping force with your fingertips.

back to the DCT gearbox. Honda's robotized gearbox is increasingly efficient, although it still lacks that little something that no AI can replace. Instinct, or something like that. Maybe free will? Well, who cares? What's important is that the operation of this box is a real comfort. It will be even more efficient with the inertial unit.
The all-automatic D mode may be a little too cushy, but in town, you can leave it to its own devices and drive smoothly. Once you've got the hang of it, the S mode and its three variations (S1 - S2 - S3) allow for more responsive driving. A nice, practical extra is that you can take control of the gears at any time, with a flick of the + or - buttons.
Oops, we're on soft ground! Perfect, there's a G mode, for Gravel, designed to get a better feel for the motricity.

By listening to its public and accumulating comfort and technological features, the Honda Africa Twin Adventure Sports achieves a form of Grand Tourism capable of pitting it against the tenors of the segment. Too much, one might think. Except that the standard model is there to preserve the notion of escape. With a weight of over 250 kilos and a price tag to match, it's a premium road machine.

M.B. - Manufacturer's photos

detailed driving modes:

- TOUR: for heavy-duty use, with passenger and luggage; maximum power level (1), engine braking at level 2 and anti-lock braking on curves activated.
- URBAN: for most situations; intermediate power level (2), engine braking at level 2 and anti-lock braking on curves.
- GRAVEL: for track/TT use. Minimum power level (4), low engine braking (3), anti-lock braking activated but specific off-road settings. In this configuration, ABS cannot be disconnected on the rear wheel.
- OFF-ROAD: intermediate power level (3), low engine braking (3), anti-lock braking activated but specific off-road settings. ABS can be disconnected on the rear wheel.
- USER 1 & 2: allows the rider to define two distinct personalized settings. He can choose his power level (between 1 and 4) and engine braking level (between 1 and 3), as well as the type of ABS intervention (road/off-road settings).