Motorcycle specifications HondaCRF 1100 L Africa Twin 2022 A taste for escapades

In 2022, the 1100 Africa Twin gains in equipment. The rear section gets an aluminum luggage rack and anchoring points for suitcases. A quick look in the rear-view mirror reveals that this equipment was standard on the 1000, then disappeared when the 1100 took over the market. More of a comeback than a bonus...
For the DTC version, the transmission gains in satisfaction, with more flexibility in the first two gears.

Honda changes nothing else, reassured by the success of its Africa Twin and its qualities. This trail bike, one of the most adventurous on the market, can be ridden with its snout raised in search of spicy aromas.

Southerners are sometimes surprised by the taste of sand in the wind. A greeting from Africa, brought by the Scirocco and its warm air. At Honda, another wind blows, but with the flavor of success. It's the conquest of the Africa Twin. The trail bike with the almost mythical name has superbly reinvested the sector and given new impetus to the adventure. Far from the big SUV look of the 1200 Crosstourer, the 1000 CRF-L gave the impression of being a touring machine, moving from bog to burg without worrying about the suburbs.

Honda has hit the nail on the head. Pleasant and intuitive, ready for any escapade, the Africa Twin is a credit to its lineage. The only reproach we found was that it was still too quiet in S mode with the robotized gearbox. The electronic management does not keep up with the driver's aggressiveness during... joyful riding. These are qualities that will only develop with the arrival of the 1100 version. More accomplished, more powerful, lighter, more technological... The Honda growls in its boots.

in fact, it's the twin-cylinder that's bellowing, a little louder yet more discreet. This engine benefits from the good care of engine manufacturers to quietly pass Euro5. This means fewer harmful emissions and less noise. So much for discretion.
In terms of power, we apply the good old recipe of an increase in displacement. In the same engine architecture, the front bore is retained, but the cylinder path is extended to increase the stroke from 75.1 mm to 81.5 mm. That's good for boosting torque. There's 6 Nm more under the bonnet, with the maximum evolving from 99 to 105. At the same time, it's more present across most of the rev range.
Honda has worked hard on this twin-cylinder. A revised cylinder head, larger injection bodies with more direct spraying, recalibrated valve timing with larger valve lifts, increased displacement to 1084 cm3, reworked maps, and a 7-horsepower bonus to boot. The 1100 Africa Twin spits out 102 hp at 7,500 rpm. What more could you ask for? A little lightness? Honda has done that too: the block is 2.5 kg lighter as it gets bigger; 2.2 kg for the DTC version.

You can feel it, and it shows. The design has progressed subtly, taking care to retain the main lines first seen on the 1000. It's instantly recognizable, and then you notice what's changed.
The bubble? Lower - for a better view of the terrain. The handlebars? Higher - for a more comfortable riding position. Seat? Narrower - for a better footing on the ground, and its new shape makes it easier to move around. The rear buckle? Now removable, it swaps steel for aluminum.
The 1100 Africa Twin knows it's getting more and more eye-catching. Its eyes, topped by enduro-style goggles, have evolved into a more urban mask. Its pupils are highlighted by arches of light, the intensity of which adjusts automatically.
The rest of the cladding has evolved finely, just enough to enhance the novelty effect while preserving the original framework. The hand guards are slimmer, and the look is a little more toned down. But the strength of the Africa Twin, then as now, is its sense of adventure. This is a big trail, not a trail-GT.
But...where are the anchor points for suitcases? And the passenger grips? And where's the mounting plate? What's all this mess?
Clearly, Honda has prioritized style over practicality. The rear end is lightened, tauter, almost livelier; forgetting the old predisposition for loading, whether for crew or ammunition. A desire for deprivation? Not really; you'll see.

many praised theAfrica Twin's simplicity, with a measured dose of electronics, far removed from the overkill found on premium maxi-trails. The Honda has let itself be carried away by the current. The rider will immediately notice this when he discovers the new color TFT display. A beautiful, information-packed 6.5-inch touchscreen with Apple CarPlay, Bluetooth, a clean, clear layout and customization options.
That was the hors d'oeuvre. The suite is a veritable buffet. The turn signals, for example, are auto-off, and also feature a quick-release function in the event of hard braking. The AT 1100 gains cruise control, cornering ABS and a 6-axis inertial unit. It also boasts enhanced torque control, with 4 power levels and 3 engine braking levels. There are still 7 traction control settings available, enhanced by IMU data.
There's 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 keep the front wheel on the ground whatever the throttle's agitation.
Finally, the electronics are supervised by 6 Driving Modes, two of which are customizable. Between "Tour", "Urban", "Gravel" and "Off-road", the ECUs know how to bend to most uses. The "User" modes will satisfy more exclusive uses. More details below for the more curious *.

Add to this the DCT gearbox, cornering lights and pilot-controlled suspension available on the Adventure Sports model, and the Africa Twin 1100 has become a technological monster. Too much, perhaps?

Bursting at the seams with assists, La Honda des raids nevertheless offers a nod to the backpacker's essentials. Beneath the 16.5 cm high-tech screen, a mini-dashboard provides the essentials, including speed, gear and trip mileage. The best thing would be to have the top screen removable to replace it with a scrolling road book.

driving mode details:

- TOUR: for busy 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: 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. They can choose their 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).

Largely silicon-enhanced, the 1100 Africa Twin does not forget to upgrade its chassis. By perfecting what has already been achieved, one might say. The overall design is identical, except that the frame has been reworked for greater rigidity around the steering column and thinner, more direct main tubes. As a result, one of the front tubes has been removed, saving 1.8 kilos in the process. a further 500 grams have been lost from the swingarm, despite its greater rigidity. Damping settings have been modified, as have part of the rear suspension kinematics.
Brakes and wheels are identical: the 21" and 18" spoked wheels are fitted with 90/90 - 21 and 150/70 - 18 mixed rubber. Their hubs are fitted with a pair of 310 mm discs at the front and a 256 mm disc at the rear. 4-piston radial calipers get the job done. The result is 226 kilos ready to roll, 10 more with the robotized gearbox.

When the CRF 1000 L marked the return of theAfrica Twin in 2016, the operation went from strength to strength. The 1100 is here to confirm, with 7 more horses and 5 fewer kilos. The desires remain, the physique certifies it, and technology fans will delight in the plethora of riding aids that the trail now embeds. It's not a universal pleasure, as many have preferred this machine to others because it didn't care about the arms race. This is no longer the case... The range has grown, as has power, and so has the price. It starts at around 14,000 euros with the classic gearbox; add another 1,000 for the DCT.
With the Adventure Sports DCT plus pilot-operated suspension, the price rises to over 19,000. That's a lot. But it's become almost a segment standard.

M.B - Manufacturer's photos