Road test of HondaCRF 1100 L Africa Twin Adventure Sports 2020 An essay from the end of the world

a few dewdrops run lasciviously down the sides of the bike. The coolness of this early hour transforms the exhaust note into wisps of steam. The 1100 AfricaTwin is eager, as am I, to introduce my makeshift companions to the joys of my homeland. Alpine shows, sibling trips and rocky incursions will escort us to Barcelonette for the opening of the Alpes aventures MotoFestival.
Just above Montagnole, a group of CRF 1100s, both standard and Adventure Sports, set off towards the Maurienne and the Italian border. The sun beams down on the lighthouse; it's time to go.

with the usual restraint inherent in discovering a new bike. Having recently spent some time on a compact, responsive Z 900, finding yourself on a big trail bike takes a little getting used to. The Adventure Sports is a good-sized machine. Its broad shoulders, paunchy tank (but not too wide at the knees), chest height and presence make it a front-end machine. What a contrast with the bow, which seems designed and engineered to dig furrows in every difficulty. Not to worry, though: Honda has taken care to equip most of our mounts with a beefier hoof, wrap-around crash-bars and TKC 80 all-terrain tires. With our souls inflated by the idea that nothing can stop us, that all roads are open, we saw the end of the world. Here we go!

getting to grips with the machine is both confusing and familiar. Confusing, because you don't expect it to be so easy with such a beast in your hands. Once you've got over the saddle (at 850 mm), the Africa Twin can be ridden with Honda's typical homogeneity. Every limb finds its place naturally, except for fingers that get lost in the controls (more on that later). One point needs to be put into perspective in the first few kilometers: the feel of the tires. Between the freshness of dawn and the Continental's crabby profile, a certain impression of heaviness is felt at low speeds. As if the tire were 'chewing' the asphalt before obeying the rider's instructions. after 10 kilometers, it's already a thing of the past.

bruno takes us into the recesses of Apremont, where we greet Mont Granier. On its edge, I imagine my house just one corner away from our rear-view mirrors. But there's no time for a visit or a coffee, the Maurienne awaits us, the antechamber to Mont Cenis where we'll take our first salvo of mirific places.
We pass by the home of Pépé Jean-Pierre (an unusual motorcycle collector), a few miles from the stronghold of the Bayard knight (Pontcharra-sur-Bréda), and head for La Chavanne, where the roads will allow us to discover what the Africa Twin has promised us.

here, winding through the hairpins, twists and turns of the Grésivaudan, every acceleration is a chance to appreciate the big twin. Supple and available early on, it revs up from 2000 rpm with a pleasant, gravelly sound. At certain revs, it sounds like a cross-country machine. On acceleration, its breath of fresh air blends with a less polished character than usual (with Honda) to drive the millstone without hesitation or placidity. You get the best out of it, riding evenly, briskly but without brutality, with total peace of mind thanks to its personality - a mix of gruff mountain guide and Russian gymnast.

after a few dozen kilometers, I realize that the organizers have worked out the route really well. Having some knowledge of the region, I notice that we avoid all the laconic roads to venture into the interstices between vineyards, woods, walnut and chestnut hillsides. Intersections then put my thumb in recurring doubt. Where's the blinker? It's hard to find it instinctively, blindly, such is its peculiar layout. Or rather, lost in the left-hand commodo. With the on-board electronics, Honda had to fit quite a few buttons to control a myriad of functions. Between the headlights, menu controls, cruise control, DCT automatic gearbox, function selection and all the rest, there are no less than 24 control buttons within reach... of your fingers. It's best to take 5 minutes to familiarize yourself with all this. the touch screen makes things a little easier. You can then navigate through a host of sub-menus. Everyone will be more or less baffled at first; then a logic gradually emerges, navigation becomes more intuitive and, finally, the system can be tamed. Until the Apple CarPlay chapter comes along to sectorize the debate. On paper, it's not bad. By pairing an iPhone with the Africa Twin, you get its display on the main screen, along with functions and a GPS navigator. It's always handy to have a map in front of you when you need it, but... I've got an Android smartphone! What do I do? Well, you do a lot less. Music playlist control mainly, and phone calls.

anyone venturing into the Alps has to pass through Mont Cenis. First swallow Montmélian, Modane, Termignon and take a starboard turn when a Ronce is pointed out. Then follow a smooth, rhythmic ascent through a Milka landscape, and the reward of a superb lake of shimmering colors, crowned by a sea of rocks and névés. Then it's time for a lunch of diots and polenta. Not to be missed. It's also time to ask David Frétigné for some advice. As off-road driving of a 250-kilo machine is far removed from my daily routine, the recommendations of a multiple enduro and rally-raid champion will be invaluable. In the afternoon, we set off on a beautiful route over the Col des Fenêtres, the Col de l'Assietta and the Col du Basset.

the 'Colle Delle Finestre' was the most revealing. Other travellers, riding multiple trails of different makes, will unknowingly serve as comparators. There are so many of them, they seem serene... but the enthusiasm of many finds its limits in those of their machines. The road has turned into a track, where the Africa is showing off one of its major cards: its appetite and ability for pavements where bitumen has no place. At the halfway point, I realize that all we've done is overtake. Enthusiasm lifts us up to the cloud tops - and from there, there's no denying it. The big CRF has enjoyed the climb. Apart from GSs and a few escaped trails from the 80s, no other machine with a hint of the adventurous has ventured this far.

then comes the moment when life takes on a different dimension. Another road presents itself, a much more playful one. A Land Rover would be worth its weight in gold at moderate speed.... except that up ahead, my companions keep up a valiant pace. This is also how the Africa Twin feels best. The more generous you are with the throttle and the more regular you are with it, the easier it is to fly over the difficulties. Not without emotion: it moves, it doesn't stay in place; the wheels always feel like you're on a surfboard smashing through walls of dust; the pebbles hit you hard in the hoof; it jiggles, it pushes, it slides and it gets back in line... Impressive how this 250-kilo bike manages to get out of this situation. A stout enduro, but an enduro nonetheless. Even the fog had to make up its mind. It only managed to dampen speed, not ardor.

the Africa Twin 1100, standard or Adventure, is available with a conventional gearbox or a robotized dual-clutch transmission. Baptised DCT, it was a revelation and a co-pilot of choice on every ride through dirt and cross-country. Thanks to DCT, you can concentrate on steering, while your left foot and hand are freed from any constraints. A real asset for novices and those with a certain amount of experience. With the right riding mode, engine behavior allows you to ride with more or less punch. The Gravel plays on the clutch for greater traction and limits power, perfect for off-road beginners. With a little more XP, the Off-Road mode will be more appropriate, as it distributes more watts. We select S 3 mode for the gearbox, trust it, and a more assertive face emerges for the machine.
As you approach a bend, you remain fluid, your gaze settles, your hips swivel in sync with your shoulders, you press down on the footrest while giving the throttle without hesitation but with suppleness, the 21-inch front wheel engages with a wiggle, the rear follows, you help it a little (or a lot ;-) with the throttle and the big gazelle takes off again, waddling with confidence.just enough time to daydream and we're on our way to Sestriere, where we'll be taking a little rest. My leg will appreciate it. Although the AT 1100's suspension is both efficient and smooth, the seat has limits of a different kind. After 3 hours in the saddle, your buttocks are getting a bit stiff.

before night falls, we park our bikes with a minimum of elegance. With the beautiful alignment follows a movement that only Dual Clutch gearbox owners know: the handbrake. To activate it on the Africa, a lever is fitted (far) in front of the left-hand grip, locking the rear caliper. Not necessarily intuitive or well placed.

despite being excellent in many respects, especially its road/off-road versatility, our off-roader can't escape certain setbacks. Some are minor, such as the latency when you want to change driving mode for the first time - it dawdles, almost without reason. Or the bubble, which you can't adjust while driving. In its defense, it does a good job of protecting the torso and doesn't cause any noise or turbulence. The shoulders don't get much attention.
And its weight can't totally disappear. When you're on the move, you forget about it. On the other hand, maneuvering the wheel requires effort, and a fair amount of delicacy if you stay in the saddle and on tiptoe (in my case). During our naughty escapades among the trees, marmots and pebbles, each climb was negotiated with the right balance between the part-cycle and the twin. On the way down, a dose of caution was added, as the weight inevitably took its toll on the crew.

tomorrow, some beautiful roads await us.
Nestled in panoramas designed by fate, the Africa Twin meanders along without ever running out of breath. So much so that, after a while, we don't know whether it's the driving or the rocky, coniferous landscape that grips us most. Briançon soon arrives, greeting us with its fortifications designed by Vauban. An intimidation of yesteryear, still spectacular today.
To the right, it's the fastest road. But to the left is the Col de l'Izoard. Well, no hesitation there. It's the kind of climb you'd enjoy for hours. A break at the Napoleon hut allows us to get some sustenance and discover a few trails along the granite ramps. With this CRF, the feeling that you can go anywhere after having been far away slowly but surely invades your mind and your desires.

it was at the Col de Parpaillon that it all came together. Here, absorbed in immensity, nature seems to have married the moon with forest skirmishes. Another story was born between me and the AT. The apprehension linked to its size has disappeared, its reactions accompany me and complicity is established. So I select a User mode where I dose the right power, lower the torque control to the minimum, set the engine brake at the intermediate level and set off in pursuit of the mountain. A few bends, a dose of optimism without recklessness, then targets galore to please myself. An interior, a few drifts, flying rocks and a chassis that takes it all in its stride. The fork literally gobbles up difficulties, laughs at bumps and absorbs holes without coming apart. This plasticity leads to a setback on the road, a significant dive under braking.
Back to the track. It's a slap in the face, with gravel on every hairpin exit. The Africa Twin faces us, tracks us, and we become a threat. As I climb back onto David, I see a long road winding up to the summit. Smiling broadly as I swallow the difficulties; the symbiosis operating, I sail like a sand oar. The confidence is there, I'm playing with the Africa and enjoying it a little more with every turn.

every nook and cranny, the slightest perspective, in every direction, my eyes sparkle at every moment offered by the infinite horizon of the Alps. And yet, we sometimes take the time to consult the beautiful 6.5" TFT screen. It only shared my gaze on the road phases. Would I discover another side of him on the off-road? Not much, but certainly. On the Adventure Sports, it's topped by a cap, handy for avoiding sun glare, but in the typical upright off-road driving position, it covers a good part of the display. The eye then falls back on the small secondary digital speedometer for basic information (speed, gear engaged, trip odometer).
In a more on-the-road atmosphere, the color screen is very pleasant to look at. The graphics vary according to the driving mode selected, to change the atmosphere. The French translation of these modes made many of us smile, especially this one: 'Tour' turns into 'Cyclot. Oh, frankly, it couldn't have been better.... As for Off-road, which becomes HRS RTE...
Keep it simple, guys; Road, City, Gravel, Off-Road - but that's just me.

jausiers, near Barcelonnette, welcomes our valiant group for an evening of stories and surprises. Between the circuit RSV4 in the middle of the restaurant, the 40 cm diameter pizzas, Axel seeing doors walking around and the superb Château des Magnants calling out to us, the laughter and puns are going well. A good omen for tomorrow.

it's shaping up to be a busy day. A visit to the Alpes Aventure MotoFestival, which you can read about in this news item ->, and a ride with Jean-Michel Bayle and David Frétigné. You have to admit, as Marshalls go, it's pretty high-end. This excursion with some fifteen Africa Twin enthusiasts (750, 1000 and 1100) promises to be lively, varied and high quality.
For the occasion, I won't be riding the Adventure Sports, but rather the standard version. Lighter and a tad easier to handle, it significantly improves on the qualities of the bike I've been riding for the past two days. I'll be able to track quickly through the forests, make the most of the upright posture that the Africa Twin naturally encourages, approach the Lac des Sagnes and ride down a few new trails, sniffing the dust.
A ribbon of CRFs crawls along at a good pace. A few jumps punctuate the swerves, provoking a delicious thrill when the wheels no longer touch the ground. The bike lands smoothly and manfully, adapting to the level of each rider.
A nod to Emilie and Aurélien on their '94 750 AT - this trio was impressive to watch in motion, the rider rolling along at full speed while the passenger held the seat of a spirited horse. The whims of the earth seemed at their feet.

the fact remains that the 1100 Africa Twin is capable of so much more, of soaring like a commercial clip, essential to the spirit of bivouacs at the end of the world, and of crabbing through more than a few tricky nooks and crannies.... as long as you've got the skill and the technique. For the average adventurer, quite a few things are achievable, provided certain limits are respected, including those of weight. I repeat, a real trail, but a BIG trail.

time didn 't allow me to make the most of my stay. Another morning was to take me back to Chambéry. 230 km to be swallowed without batting an eyelid, a formality for the Africa Twin, which never slackened its pace.
Riding alone, against the current of all motorcyclists in the 150 km perimeter, I take a few liberties to judge the DCT gearbox. Forget mode D, which is unbearably sluggish. Sport, with its 3 sub-modes, appears to be the most suitable for most conditions. A flick of the gear triggers allows you to force the gears as required. But Honda's algorithm is getting better and better, and in some cases even more impressive. When overtaking a vehicle, a sharp turn results in a moment's reflection, then the DTC drops 1, 2 or 3 gears as required to regain all the necessary gniak. The analysis time may seem longer than that of a human being, but when judged objectively, the gearbox downshifts from 6 to 3 in less than 2 seconds (clutch and clutch disengagement included). I'm not sure you'd do any better with a conventional foot shifter.
It's perhaps in this return that the engine seemed a little lacking to me. 105 usable horsepower is more than enough, on all the roads we travelled. The 1100 doesn't disappoint, responding valiantly and demonstrating great flexibility. But then, why just? Because my experience with the Joe BAR Team demanded more wattage in the big corners. The kind I remember from my RR Factory SP Revenge Full. As you can see, we're no longer in the Africa register.