Motorcycle specifications HondaCRF 1100 L Africa Twin Adventure Sports 2020 Biometric passports

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 'well-traveled' version is distinguished, today as yesterday, by its thicker physique. It's not a question of ego or exaggerated presence, but the 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, 1.4 less than the previous version. No big deal, though: Honda still claims 500 km of cruising at a leisurely pace.
Unlike the standard Africa Twin, which has been stripped of certain practical aspects, the Adventure Sports has retained some very practical travel accessories. Anchorages for suitcases, a good-height windscreen (adjustable to 5 positions), and a redesigned plate combining passenger handgrips and luggage rack are all still there. Serious efforts have also been made to improve on-board access. The seat height has been lowered by 50 mm to the same height as the std model. The seat height is now 850 or 870 mm. Combined with a 40 mm narrower saddle, it will be much easier to get on this machine and put your feet down at every stop.

A tubular metal cage is retained, as are heated grips, a large motor shoe and a 12V socket. However, with the two extra pupils under its bevelled gaze, one suspects that many 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.

that's for the front end. At the back, it's more robust. The new dashboard returns the old 'tablet' to a Playskool section. The leap in technology is undeniable, with a dual personality. At the bottom, a small enduro-style block groups together the speed, gear engaged, battery of indicator lights and basta. Nothing superfluous. Above that, we move into 2020. 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. But first, let's take a look at what's inside.

its 1100 on the sides and in the crankcases increases its potential... and its durability. With Euro5, it was time to rethink the mechanics. The twin-cylinder retains its 270° timing and 92 mm bore, increases piston stroke from 75.1 mm to 81.5 mm, increases displacement to 1084 cm3, loses 2.5 kilos and gains 7 hp. A little more torque too, at 10.7 mkg at 6250 rpm. The Africa Twin Adventure Sports significantly improves its power-to-weight ratio, with 102 hp for 238 kg. Figures vary according to technology: with the DCT gearbox, it's 10 kilos more. Add 2 more with EERA suspension.
Let's be brief about the engine evolution, and move on to the definitions of each joint and nut. The changes concern the cylinder head (totally revised), injection housings, higher valve lift, an exhaust valve, new sensors in place of the Lambda probe, more precise gears and a smaller clutch that's smoother on the lever.

As for the chassis, Honda has followed the same layout as on the 1000, but has taken care to make substantial changes. The frame's strength and rigidity have already been optimized. New main tubes have made it possible to remove one of the cross-tubes, saving even more weight. There's more rigidity in the steering column; the rear end has changed from steel to aluminum, and is no longer welded but bolted to the frame; the swingarm is also new, lighter and stiffer; there are still 21" and 18" spoked wheels, now tubeless; the brakes retain their 310 mm petal discs with 4-piston radial calipers. For the front. At the rear, a single-piston caliper bites a 256 mm disc.
Suspension is little changed. Except for a reduction in travel of 22 mm at the front and 20 mm at the rear. The bike thus loses just as much ground clearance, with 250 mm separating the belly from the ground. The 45 mm Showa inverted fork is adjustable for rebound and compression. The rear shock, from the same manufacturer, benefits from more possibilities, adding preload to the other two parameters.
Few changes ?!? That's not quite true... There's a big change, as an option. Do you remember the acronym EERA used earlier?

it stands for 'Electronically Equipped Ride Adjustment'. In less barbaric terms, it means electronically managed elements. Available only on this Adventure Sports model and not on the CRF 1100 L std, this electronically controlled damping system reacts in 5 modes, one of which is freely adjustable by the user. You choose one, then the electric 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.
Thus equipped, the bike gains 2 kilos. But you can go even further with high value-added options.

By choosing the DCT gearbox version. 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 give you a better feel for traction.
Of course, the DTC option comes at a price. More like two, in fact: 10 kilos and 1000 roros.

by becoming an 1100, the Africa Twin Adventure Sports has evolved far more than it appears. It's cleaner, more powerful, lighter, much better equipped, and with the options it can become a trail-GT like any other. This is perhaps the trickiest card in the Honda deck. With its emphasis on simplicity at the start of its 1000 adventure, it has progressively been fitted with more and more electronic equipment. And once it's loaded up with technological paraphernalia, it can become copiously overpriced. Enthusiasts will welcome the fact that it's approaching the level of the competition, with BM and Katoche in their sights. Adventurers will regret this increasingly assisted orientation, and would have preferred suitcases and a screwdriver rather than processors intervening between rider and bike. Leaving the opinions of both parties aside, we'll see that with this major optimization, the Africa Twin Adventure Sports has reached the current level of antipodean reality. You go camping when you've got a mobile home, a TV and air conditioning.

M.B. - Manufacturer's photos

driving modes in detail:

- TOUR: for heavy-duty use, with passenger and luggage; maximum power level (1), engine braking at level 2 and anti-lock braking on curves.
- 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).