Motorcycle description sheet HondaCRF 1100 L Africa Twin 2024 Strengthen your links

Africa Twin models are everywhere. Honda can be proud of its big trail, which perpetuates an image forged in the great era of rally-raids. 2024 is the right time for a minor redesign. Slightly cosmetic, a little more pronounced technically.

Fans can rest assured that the AT 1100 retains the design that is its identity and strength. Only the face has been finely retouched. We're particularly interested in the larger bubble, a guarantee of greater protection for this adventurer at heart. The rider has 5 possible settings.

The engine's airflow has been optimized. Cubic capacity remains at 1084 cm3, but with an increased compression ratio, larger intake ducts, repositioned throttle bodies and new settings in the ECU, the twin gains 7% torque to reach a total of 11.4 mkg, obtained 750 rpm earlier. The result is greater consistency at low and medium revs. Power has not thought of budging, its 102 hp proving more than sufficient in all situations.

The most important development in this evocation is certainly the arrival of Showa EERA semi-active suspensions. Hitherto reserved for the Adventure Sports version, this system enables the rider to benefit from damping that automatically reacts to the speed at which the suspension is depressed. Various sensors inform the electronic control unit, which then sends adjustment instructions to the 45 mm inverted fork and Pro-Link shock absorber. The servo motors take just 15 milliseconds to react - 10 times faster than the blink of an eyelid.

5 suspension modes are available:
- MID offers versatile settings for most situations. This mode is automatically active in URBAN driving mode.
- HARD exploits the hardest damping force over the whole range to meet the demands of duo driving with luggage. This mode is automatically activated in TOUR mode.
- SOFT features the lowest damping force for comfortable, reassuring reactions. This mode is automatically activated in GRAVEL mode.
- OFF-ROAD gradually increases damping force as the front fork is depressed, while using the hardest settings at the rear. This mode is automatically active in OFF-ROAD mode.
- As for the "USER" option, it enables customized adjustment of damping force according to riding style. There are 24 levels of spring preload, front and rear.

The driver assistance electronics also benefit from a little fine-tuning, especially in the area of traction control (torque control for Honda). As for DCT, the dual-clutch robotized gearbox, further improvements have been made to make take-off and first gears more natural in their actions.

The Africa Twin 1100 also features tubeless rims, a more compact and lightweight Li-Ion battery, and the blue-white-red alpine color scheme is only available on the version with electronic suspension. The latter also comes with heated grips and a 12V socket.

But let's go back to the standard version, which already handles a lot of electronics. When it became the 1100, the Africa Twin was carried away by the current of omnipresent assistances. The rider is immediately aware of this when he discovers the color TFT panel. A handsome, 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. For example, the turn signals have an automatic stop function, as well as a rapid stop function for sudden braking. The AT 1100 is equipped with cruise control, cornering ABS and a 6-axis inertial unit. This enables it to enrich its torque control with 4 power levels and 3 engine brake settings. There are 7 traction control settings, 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 and pilot-controlled suspension, and the Africa Twin 1100 has become a technological monster. Too much, perhaps? Overwhelmed by a host of assistance systems, 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 heavy use, with passenger and luggage; maximum power level (1), engine brake at level 2 and anti-lock braking on curves activated;
- URBAN: for most situations; intermediate power level (2), engine brake at level 2 and anti-lock braking on curves activated.
- 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. 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).

It's almost surprising, and paradoxically reassuring, to see steel as the backbone of the 1100 CRF. But it's the most appropriate frame for its intended use. Its 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. 231 kilos ready to roll, 13 more with robotized gearbox and ES-EERA suspension.

Honda continues to improve its flagship trail bike in small steps. The desires remain, the physique confirms it, and technology fans will delight in the plethora of driving aids that the trail embeds. All this comes at a price, starting at around 15,000 euros with the classic gearbox; you'll need to reckon with between 1,500 and 2,000 more for the ES-DCT. Certainly not enough to dampen its success. A number of packs are available, with different themes to suit different tastes. Rally" includes a shifter, wider footrests, engine guards and a radiator grill. The "Adventure" is aimed at raids, with high crashbars, a pair of additional headlights, a 4.5-liter tank bag and side stickers to protect the tank. The "Travel" model, as its name suggests, is designed for travel: aluminum or plastic cases hold 70 liters with specific bags, accompanied by "comfort" footrests. Finally, the "Urban" pack is aimed at the city, with a center stand and a top-case - either 42-liter aluminum or 58-liter plastic with passenger backrest.