Long-term test drive of the 2021 Honda CRF1100L Africa Twin Adventure Sports ES. Part one: blind dating.

Power 160 hp? Forget about it! ABS on corners? Forget it! Semi-active suspensions? Forget it! The Japanese focus on simplicity. After all, a motorcycle that is short and not loaded with electronics is easier to repair far from civilization. Let's see if the Honda Africa Twin Adventure Sports has returned to its roots.

Honda Africa Twin

Do you love long drives, driving with passion and staying off the beaten path? It seems that there are more such psychos in the world than you think. Even the conservative Japanese from Honda noticed this. At first glance, you may not believe it, because the Adventure Sports version is not anything revolutionary. The rocker steel frame still houses an inline twin with the cranks offset at 270o, making it perform similar to a V-twin with the cylinders flared at 90o.

According to Honda, six engine mounting points strengthen the frame. This and the corresponding geometry eliminate the need for a steering damper. The engine still has excellent manners and performance that is not very impressive compared to the competition. Power 95 l. With. and the torque of 99 Nm does not throw you into your lap. A new damper shaft drives the water and oil pumps, and the 2.3kg lighter battery pack sits directly behind the cylinders, minimizing the size of the engine and lowering the bike's center of gravity. Honda engineers claim that this power supply has the same duration as their “500”(!).

Adventure Sports still use tires, but the enduro wheel spokes (21 inches front, 18 inches rear) are now made of stainless steel. Off-road genes, in addition to the picturesque appearance associated with the Africa Twin XRV 650 model, are emphasized by the factory light bar and a powerful plate under the engine.

Armored motorcycle - in the field you will appreciate the durable plate under the engine. And best of all, you get it at an affordable price.

Africa – new deal

The Honda Africa Twin is starting to push elbows two years after its long-awaited comeback. To notice the difference, just throw your leg over the Adventure Sports seat. I associate a larger fuel tank with the Tiger 1200, and it does not interfere at all when driving while standing. Now you fill it up with 24.2 liters, and the folks at Honda say that's enough to last... over 500 kilometres. Wow! But in reality, this is difficult to achieve, because you have to take into account combustion within 7 l/100 km.

The controls have been repositioned, with the handlebars raised and pushed back and the seat height raised to 920mm. I'm 190cm tall so this position suited me, but shorter people will complain. Fortunately, while waiting and without the use of any tools, the seat can be lowered by 20mm, and a narrow “waist” (like in the regular Africa) makes up to 2cm a significant difference.

The new version of the dashboard looks better, has new functions and improved readability. Ideal? Not yet. Especially in bright sunlight.

It is impossible not to note the new tidy, but if you were expecting (like competitors) a color TFT display with a diagonal of at least 5 inches, you will be disappointed. The screen isn't broken and looks a little better, but the styling is reminiscent of its predecessor. Both functionality (finally, a refill range) and readability have been improved. However, especially in bright sunlight, you need more screen contrast.

The throttle cable no longer covers the dashboard, because it simply doesn’t exist: Honda set it to ride-by-wire. Best of all, the electronic throttle didn't detract from throttle feel or response. And this is just the beginning of changes in electronics. You now have pre-programmed driving modes (Tour, Urban, Gravel) as well as a Custom mode.

All modes can be freely customized in terms of settings for maximum power, engine braking strength (both on a 1-3 scale), and traction control sensitivity (it now has 6 instead of 3 degrees, and you can turn it off completely). They have intuitive controls (3 buttons on the left side of the steering wheel) and the ability to change each of the mentioned parameters while driving. At the same time, 1 is the maximum power, the greatest engine braking force and very weak traction control - to this extent it comes into effect very late.

Honda Africa Twin

Modifications

In parallel with the main basic version, a sports modification of the model is produced.

New for 2021 is the Honda CRF1000L Adventure Sports . Despite the different name, this is a modification of Africa. It is distinguished by longer suspension travel, a fuel tank increased to 24 liters , and an extended windshield. For a separate surcharge, you can get safety bars (with a record of their presence in the vehicle title, which, of course, will upset the traffic police inspectors).

and competitors

• Introduced in 2014 , Honda became a competitor to the Yamaha XTZ1200 Super Tenere, which entered the market in 2010 . However, the engineers of the latter considered that one competitor was not enough, releasing another Yamaha Tenere 700 2017 .
• In the same 2017, Suzuki also had a child. In addition to the V-Strom 1000 , the DL1000 V-Strom XT .
• Kawasaki introduced the Versys 1000.

Influence of genes

The Japanese have talked a lot about enhancing off-road genes. And these were not words thrown into the wind, as evidenced by the completely new, fully adjustable Showa suspension. True, they do not have electronic adjustment (everything is attached in the classic way - with screws), but they have more than 20 mm of jumps than the regular Africa Twin (224 mm in the front and 240 mm in the rear). And at the same time, Honda engineers deserved applause for installing the hinges. You can easily notice the high driving precision, comfort and stability on the asphalt, both when driving fast on narrow paths and on highways at a speed of about 150-160 km/h (there is simply no way to go faster). Then we are not talking about instability or nervousness even when riding on tubeless tires (tested on Continentals TKC 80).

To open this buffer, you must use a hex key and remove two screws.

The glass is 80 mm higher than in the regular version. But it has no height adjustment for complete happiness.

On the other hand, descending into not too difficult terrain means that the suspension picks up even deep bumps very smoothly, despite the more than 100kg rider on board. Another reason for praise is the bike's balance - it's hidden very effectively in a bike that weighs more than 10 kg more than the standard Africą Twin. The Adventure Sports weighs 243 kg with fluids, which is 5 kg more than the KTM 1290 Super Adventure C.

Nice job compared to the previous seemingly minor changes to the Africa Twin: slightly wider footpeg width, slightly longer exhaust covers which are lighter and still sound good) and redesigned passenger footpeg kits. Thanks to this, you can easily fit a larger foot on off-road trips.

The mega-elastic engine also performs well, and it accelerates smoothly from low revs without the slightest protest. The throttle response is predictable, and at the same time instant and decisive. Added to this is a slightly actionable clutch lever and a precise gearbox. To turn off ABS (a separate button in the dashboard), you need to stop. It should be remembered that the ability to disable ABS applies only to the rear wheel.

Specifications

From 2021, the model is being updated to the second generation, the main difference of which is the increased engine capacity.

The first thing that catches your eye when looking at the new motorcycle is that the Japanese abandoned the V-shaped form factor that the 750 cc .

The new engine receives an in-line arrangement of pistons . Apart from the overall forward lean of 22.5°, this is a new redesigned 2-cylinder, 4-stroke engine. You don’t even need to mention 270° camber angle

Transmission and clutch

There are also differences in the chassis. The user is offered a choice between a standard 6-speed manual transmission or a robot . The latter also has 6 stages, but its most interesting feature is the presence of 2 (two!!!) clutches .

At the same time, the mechanics have a clutch assist system ( ASC - decoding below). Both options use slip elements.

Despite such a rich filling, the main drive is standard - chain .

Adjustable monoshock absorber.

Chain drive.

Front brakes.

Rear brakes.

Brakes

The changes also affected the brake system. The number of disks is the same as before - 2 disks in the front, 1 in the rear. But the front rotors received a diameter of 310 mm , the rear - 256 mm . The support has also become different - on the front wheel there is a 4-piston Nissin caliper with radial pistons, on the rear wheel there is a 2-piston caliper (from the same company).

ABS is factory installed. A curious detail is a button on the steering wheel that allows you to reconfigure the system with one click depending on what happens to be under the wheels of the motorcycle - the autobahn or a broken rural dirt road .

Off-road driving

I don't like off-roading, but I'm getting more and more screwed. Before enabling the DCT version, you need to do a few things. First of all, use the G button on the dashboard. It activates a program that detects whether the motorcycle is moving forward or not, and thanks to this, the motorcycle selects the appropriate gears. In addition, you must select the gearbox operating mode (D, S, manual).

If you are lazy by nature, you will appreciate the D mode in the city and on the route (which will ensure minimal fuel consumption). It won't endear you in any other way, and it's evil on the field - it's quick to block higher passes, sometimes quite unexpectedly. So I quickly turned on S mode immediately at the highest third level. That helped. Before turning, you should force the car to slow down (the button under the left thumb). Overall it works well, but the DCT has one major drawback: it increases the weight of the bike by up to 253 kg.

Honda Africa Twin The DCT version can be intimidating due to the number of buttons on the steering wheel. In fact, almost everything is logically arranged and thought out (the turn signals and horn are not confused). On the right you select the gearbox operating mode, on the left you manually control the gears, change the traction control settings and control the readings on the dashboard. Heated grips are standard.

Honda says that of the 51,000 Africa Twins sold worldwide in 2021, up to 45% will be DCT versions. The Japanese boast about the high failure rate of this system. Importers claim that since the beginning of sales of motorcycles with automatic transmissions, there has not been a single gearbox malfunction. However, I would choose a traditional box, and spend the few thousand rubles saved on fuel.

2021 Africa Twin Adventure Sports

2021 Honda CRF1100L Africa Twin: Let there be battle!

In 2015, the world first saw the reincarnation of the legendary Honda XRV750 Africa Twin motorcycle. The new generation has significantly improved both in technology and driving performance. And now, on the threshold of 2021, it becomes known about the natural update of the sensational model.

But let's go back to basics. What was the Honda Africa Twin originally?

The first version of this motorcycle appeared back in 1990 and almost immediately won universal love and respect. Then the Africa was equipped with the famous V-Twin engine, which Honda installed on everything from cruisers to more or less evil nakeds. And it must be admitted that such symbioses have always been quite good motorcycles, many of which are still in great demand to this day.

However, time passed and fashion changed. But Honda was in no hurry to release updates one after another. Thus, having been on the market for 10 years, Africa changed only once in 1993, and in 1999 its place in the market was given to a new player - the Honda XL1000V Varadero. The new motorcycle turned out to be a good tourist, but a bad SUV. After remaining on the market for almost 13 years, it also gave way to the young VFR1200X Crosstourer. But it was still the same road builder, with small suspension travel, plump dimensions and a clear bias towards, albeit distant, but still well-paved roads. In parallel, the Honda Transalp overcame its life's journey, but being relatively small-sized and rather weakly equipped with power, it occupied its own niche of road motorcycles, somewhat suitable for tourism.

Thus, the world yearned for the former enthusiasm and opportunities that opened up behind the wheel of the Honda Africa Twin. The market clearly lacked another heavy touring enduro that would stimulate such a promising niche. So, in 2015, the first generation of the completely new Honda CRF1000l Africa Twin saw the light, which was radically different from its military ancestor, but honored the traditions of its class.

The new model, in addition to the already underwhelming ABS and the long-awaited HSTC (Honda Selectable Torque Control - engine traction control system), received an innovative (for heavy touring-enduro) DCT transmission, which is essentially a robotic mechanics with two clutches. And it's the automatic transmission that has made this motorcycle a very serious player in the off-road touring market, as evidenced by global sales statistics reporting that more than 87,000 CRF1000l have been sold worldwide since 2021.

However, the time has come to take the next step in the development of the model, and for this purpose Honda has announced an updated version - the 2021 CRF1100l. And let's figure out what will delight us this time?

Well, firstly, the first difference catches your eye when you read the model name. Of course, this is an increased engine capacity, which has grown by 86 cubic meters compared to the previous generation. The cylinder diameter remained unchanged, but the piston stroke and compression ratio increased.

The next important part is the bolt-on aluminum subframe. This solution, firstly, makes the motorcycle lighter, and secondly, it makes it possible to replace a part if it is damaged as a result of a fall or an unsuccessful wheelie.

And speaking of wheelie. If you are not impressed by the technical changes of the Africa Twin 2021, then the electronics will definitely not leave you indifferent. In addition to the previously introduced Throttle by Wire (electronic throttle) and HSTC systems, the so-called “6-axis inertial measurement unit IMU” is installed in the upcoming model. It is much easier to describe this system in the following words: a motorcycle position sensor in space. It is this technological sophistication that is designed to improve the operation of the traction control system, as well as significantly improve the behavior of the DCT, which we can’t wait to test in practice. But putting my hand on my heart, I haven’t heard of any complaints about the operation of this machine on other motorcycles, which is a pity... it would have been something to clear up. However, do not forget that it does not have a separate oil reservoir, so the engine and gearbox are cooked in the old fashioned way using common oil. In this regard, it is strictly not recommended to neglect the service interval.

In addition, the Wheelie Control function has become available, which also works in conjunction with the IMU unit and does not allow situations to arise after which the “new bolt-on aluminum subframe” will still have to be replaced. There is also a reverse system - Rear Lift Control, which prevents the replacement of your wrist joints as a result of a sudden stoppie. And as usual, there is a choice of driving modes. There are four basic ones: TOUR, URBAN, GRAVEL, OFF-ROAD; and two configurable ones: USER1 and USER2. All settings have from 3 to 7 intervention levels and, if necessary, all electronic assistants can be turned off. Additionally, the IMU contributed to the introduction of the Cornering ABS system, which regulates the operation of the anti-lock braking system when cornering.

In addition, Honda representatives place special emphasis on the “new” swingarm, which was transferred to the Africa Twin from the CRF450R motocross model. It is 500 grams lighter than before, but we will see whether this will affect the fault tolerance of the unit after the motorcycle goes on sale. However, there were no complaints about the old model, and there is no reason to panic. Really, BMW?

Special attention should be paid to the new 6.5-inch TFT instrument panel with support for Apple CarPlay and Bluetooth. Of course, it is still a long way from an IPS matrix, but is it really necessary? After all, compared to the old LCD screen that was here from the re-release of the model, the new version is just heaven and earth. Through it, the motorcycle is configured and controlled, and Apple users will be glad that there is no need to install endless holders and frames on the steering wheel. But as for Android, Honda does not yet plan to make motorcycle multimedia compatible with this type of device.

Also, do not forget about the “adventure” version of this motorcycle – Honda Africa Twin Adventure Sports. It will receive a number of innovations that are aimed at increasing the comfort of travelers. The main feature of the Adventure Sports is the SHOWA ERRA (adjustable electronic suspension) option with four operating modes: SOFT, MID, HARD and OFF-ROAD, as well as a USER mode for the most demanding riders. But if you look at it in general, this version has more developed wind protection, a fuel tank increased by 6 liters and a number of additional little things that in one way or another expand the functionality of the motorcycle and increase the level of driver comfort.

And now about the main thing: cost.

So, at the moment, the only Avtopol dealer in St. Petersburg has announced the following preliminary prices:

CRF1100 L1 – standard version with manual transmission: 1,050,000 rubles;

CRF1100 L1 DCT – standard version with automatic transmission: 1,150,000 rubles;

CRF1100 L2 – Adventure Sports version with manual transmission: 1,200,000 rubles;

CRF1100 L2 DCT – Adventure Sports version with automatic transmission: 1,250,000 rubles;

CRF1100 L4 – Adventure Sports version with manual transmission and SHOWA ERRA: 1,350,000 rubles;

CRF1100 L4 DCT – Adventure Sports version with automatic transmission and SHOWA ERRA: 1,400,000 rubles.

The basic package for both versions includes (in addition to systems working with IMU): cruise control, LED optics, lever protection.

Separately, for the Adventure Sports version, heated grips and a 12V socket were added to the basic package.

At the end of November - beginning of December, the motorcycle should appear at the dealer, where the presentation will take place. All information can be found on MotoBro

#honda #africatwin #crf1000 #crf1100 #hondaafricatwin #africatwin2020 #autopolemoto

Sum of all benefits

It seems that the Japanese went a little with the flow. Until now they have rather tuned road bikes to suit off-road requirements, in which case they have adapted a bike with clear off-road genes for the touring bikes. You won't find cruise control, phone connectivity, hill descent assist or electronic suspension here, but here you have to answer a very important question: do you really need all this when traveling on a motorcycle?

The Honda Africa Twins Adventure Sports exudes performance, balance and capability. But, to be honest, I would like richer equipment and larger equipment, but I would not hesitate to go on a trip.

In terms of price, the Africe Twin Adventure Sports is certainly closer to the touring enduros above 1200cc, but its performance is closer to the BMW GS 850, KTM-1090 or Triumph Tiger 800.

The base model Honda Africa Twin has also been redesigned. Most important are the weight reduction (2kg - plus including smaller exhaust) and the new and improved electronics (this does not apply to either traction control or driving modes, however). A more readable instrument panel with new functions (identical to the Adventure Sports) is also important.

Travelers will continue to complain about the lack of a cigarette lighter, cruise control, heating controls and daybeds. The relatively low windshield is unfortunately not adjustable.

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Driving performance

The maximum speed indicated in the specification is 199 km/h . The windshield reliably protects the user of average and short height. For particularly tall motorcyclists, it may have to be increased. However, the developers have provided this possibility - the top edge of the glass is smooth.

Acceleration and dynamics

• Acceleration from zero to 100 km/h can “give a light” to other sports - in 3.8 seconds .
• Comfortable cruiser - 120 km/h .

Fuel consumption

Consumption, according to the manufacturer’s documentation, is 3.12 liters per 100 km on the road. It should be noted that these are Japanese indicators (no more than 60 km, number two). In the documents for European models it is 4.62 liters .

Provided that the standard tank is almost 19 liters, the average distance at one gas station is more than 400 km .

Back to the Future

Alas, in some places the Japanese turned out to be too conservative: there are less electronics in the motorcycle than necessary: ​​of all the assistants, only ABS with an off-road mode, traction control with the ability to select intervention and... Curtain. No cruise controls, quick shifters, servos, heating or other massages for the pensioner’s prostate; the version with a robotic gearbox doesn’t count. Get in and drive, stop drooling over the electronic throttle!

The dashboard is also there - a monochrome monitor, divided into 4 cells, every now and then showing the reflection of the steering wheel, overloaded with information. Excellently readable indicator lamps help, but in comparison with competitors, the tidy looks boring. However, the modesty of the interior decoration is more than compensated by the high quality and attention to assembly - the keys are perfectly adjusted, the tactile sensations are excellent.

It’s comfortable in the saddle, even though it’s positioned high, the narrowness of the device’s waist allows you to not notice this, and it’s also comfortable to lean on while standing, although tall people will probably want to raise the handlebars. However, unlike the saddle, the height of which can be easily adjusted from 850 to 870 mm, for the steering wheel you will have to look for and order spacers.

On the asphalt, even taking into account the off-road dimensions of the wheels and suspension travel, the motorcycle is not bad - the chassis is sufficiently rigid, there are no hints of rocking. And if they suddenly appear, it won’t take long to adjust the suspensions to suit you, albeit with tools, not “wires”: the front inverter and the rear monoshock absorber, operating through powerful progression levers, have a full range of adjustments. By the standards of touring enduros, the Africa Twin feels light and docile, and can be ridden quite dynamically, adjusted for the ABS that activates too early.

Wind protection is a B minus, it doesn’t blow into your hands, but the fly swatter is too modest, and there is no way to lift it. Yes, and your feet are practically not protected from wind and water from the front wheel, but in the heat, thanks to two radiators located on the sides of the front pipe of the frame, you won’t be able to freeze! The engine is peppy, there is enough torque in the lower and middle speed ranges, the power increases linearly and predictably, and most importantly, the 270-degree spread of the flashes provides the pulsation that is so necessary on soft ground like sand. It is there that the device with the 21-inch wheel reveals itself to its full potential - you can throw all your money at it.