New Honda Africa Twin CRF1100L

Forged Through Adventure

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Description of GoodsRepresentative APRRepayments
CRF1100A + £1,000 Deposit Contribution5.8%£167.02Explore
CRF1100D + £1,000 Deposit Contribution5.8%£180.76Explore
CRF1100D PLUS + £1,000 Deposit Contribution5.8%£199.34Explore
CRF1100A PLUS + £1,000 Deposit Contribution5.8%£197.19Explore

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Overview


The 2020 CRF1100L Africa Twin has a sharply-renewed focus on off-road core ability, that brings with it the look – and feel – of a true rally machine. Smaller, slimmer and 5kg lighter, it offers even more athletic performance, thanks also to changes to the engine, which now produces 7% more peak power, 6% more peak torque and is much stronger everywhere in the rev-range. It’s also EURO5 compliant.

The frame has been completely revised and now features a bolt-on aluminium subframe. The swingarm, too, is aluminium and based on that of the CRF450R moto-crosser. And at the centre of the Africa Twin, the addition of a six-axis Inertial Measurement Unit (IMU) controls not only the 7-level HSTC but also (new for 2020) 3-level Wheelie Control, Cornering ABS (with off-road setting), Rear Lift Control and DCT cornering detection. An OFF-ROAD setting also joins the URBAN, TOUR and GRAVEL default riding modes.

Tailored for complete control, the riding position features a slimmer-section seat and higher-set handlebars. A full colour Multi Information Display (MID) 6.5-inch TFT touch screen offers immersive engagement with the machine’s systems, plus Apple CarPlay® and Bluetooth connectivity. Dual LED Daytime Running Lights (DRL) are highly visible, improving safety, and cruise control is standard-fit.

The SOHC 8-valve parallel-twin engine’s essential architecture remains unchanged for 2020 but has a larger displacement of 1,084cc, up from 998cc. And as a result peak power goes from 70kW to 75kW @ 7,500rpm with peak torque going from 99Nm to 105Nm @ 6,250rpm. Significantly, the obvious increase in both power and torque makes itself felt from 2,500rpm all the way through to the redline.

To create the larger capacity, bore remains 92mm but stroke is longer at 81.5mm (from 75.1mm) with compression ratio of 10.1:1. The cylinder sleeves are also now aluminium. Along with other detailed weight savings in the transmission and elsewhere, the manual transmission engine is now 2.5kg lighter (at 66.4kg) than the previous design, the DCT version 2.2kg lighter at 74.9kg.

As before, the 270° phased crankshaft and uneven firing interval create the engine’s distinctive throb and feel for rear wheel traction. The cylinder head however is completely revised, as is the larger diameter 46mm throttle body; the bore and cylinder pitches are also now aligned to create a smooth air intake profile. The ECU setting is new and the injector angle has been modified to deliver a more direct spray into re-shaped twin-spark combustion chambers.

Honda’s SOHC Unicam valve train is a feature of the MX competition-specification CRF450R and the low-set position of the cast camshaft contributes to the compact nature of the cylinder head. For 2020 the valve timing has been optimised and inlet and exhaust valve lift increased to 10.1mm inlet and 9.3mm exhaust (from 9.2/8.6mm).

To match and deal with the uprated intake efficiency and higher output (thus gas flow) the exhaust end-can now features a variable Exhaust Control Valve (ECV) very similar to the unit fitted to the CBR1000RR Fireblade. It enhances both engine performance and efficiency as it opens at higher rpm and gives a pleasing exhaust note ‘pulse’ at lower rpm.

The crankcases are split vertically; the water pump is housed efficiently within the clutch casing with a thermostat integrated into the cylinder head. Manual and DCT versions of the engine share common crankcases with only minor external differences; the water and oil pumps are both driven by the engine’s balancer shafts.

It’s a semi-dry sump design with in-tank lower crankcase oil storage. This allows a lower pan depth, keeping overall engine height low. As the pressure-fed pump is located within the tank where it delivers its oil from, there is no need for a pressure-feed passage. Secondary vibrations are neutralised by the mutually reciprocating motion of the pistons, while primary inertial and coupling vibrations are cancelled by the use of biaxial balance shafts.

For 2020 precision of the front and rear balance gears has been improved, allowing removal of their scissor gears; the addition of a crank pulsar ring adds misfire detection, important for OBD2/EURO5 compliance. In addition for EURO5 the 02 lambda exhaust sensors have been replaced with Linear Air Fuel (LAF) sensors in the downpipes to allow for much more accurate measurement of the air/fuel mixture ratio.

The aluminium clutch centre and pressure plate use ‘assist’ cams to ease upshifts and ‘slipper’ cams for deceleration and downshifting; the clutch diameter is now smaller and features reduced spring tension for lighter lever feel. The gears are also re-shaped and constructed from stronger material. A quickshifter remains available as an optional extra.

Honda has sold over 100,000 DCT-equipped motorcycles across Europe since the system first appeared as an option on the VFR1200F a decade ago in 2009. Testament to its acceptance in the marketplace, during the last financial year, DCT accounted for 48% of European sales on models where DCT was an option.

The unique DCT system delivers consistent, super-fast seamless gear changes, and very quickly becomes second nature in use. It uses two clutches: one for start-up and 1st, 3rd and 5th gears: the other for 2nd, 4th and 6th, with the mainshaft for each clutch located inside the other for compact packaging.

Each clutch is independently controlled by its own electro-hydraulic circuit. When a gear change occurs, the system pre-selects the target gear using the clutch not currently in use. The first clutch is then electronically disengaged as, simultaneously, the second clutch engages.

The result is a consistent, fast and seamless gear change. Furthermore, as the twin clutches transfer drive from one gear to the next with minimal interruption of the drive to the rear wheel, any gear change shock and pitching of the machine is minimised, making the change feel direct as well as smooth.

The extra benefits of durability (as the gears cannot be damaged by missing a gear) impossibility of stalling, low stress urban riding and reduced rider fatigue add to DCT’s appeal.

Three modes of operation are available. MT mode gives full manual control, allowing the rider to shift with the handlebar trigger control buttons. Automatic D mode is ideal for city and highway riding, and achieves optimum fuel efficiency. Automatic S mode offers three levels of sportier riding, as the ECU lets the engine rev a little higher before shifting up, and shifts down sooner when decelerating for extra engine braking.

In either D or S mode, DCT offers immediate manual intervention if required – the rider simply selects the required gear using the up and down shift triggers on the left handlebar. At an appropriate time, DCT seamlessly reverts back to automatic mode, depending on throttle angle, vehicle speed and gear position.

DCT for the Africa Twin is also fully equipped to operate in an adventure environment, with off-road functionality enhanced by the G switch accessed via the TFT touch screen display. Activating the G switch in any riding mode improves the feel for available traction and machine control by reducing the amount of clutch slip during gear changes.

Further functionality for the DCT system comes in the form of incline detection, by means of which the gear shift pattern is adapted depending on the grade of an incline to provide optimum control. A new feature for the CRF1100L Africa Twin’s DCT system is cornering detection. When the IMU recognises the bike is cornering, the system subtly adjusts the shifting programme for the most natural gear changes.

Aggressive and compact. Two words that sum up the Africa Twin’s taut new rally-style bodywork. And it’s for a reason – to work better off-road. The fixed screen is much shorter than before, to allow for easy scanning of the trail ahead and, while seat height remains 850-870mm, the handlebars now mount 22.5mm higher, giving a more upright riding position and comfortable control, whether standing or seated.

The tail section is slimmer and the seat itself is 40mm narrower, for easier ground reach; its shape has also been carefully contoured to allow easier back and forth movement. Low 825-845mm and high, 875-895mm seat options are also available as accessories.

New dual LED headlights are set higher, deliver a penetrating beam and also feature Daytime Running Lights (DRL) that automatically adjust to ambient light intensity, improving safety, no matter the conditions. Knuckle guards are standard.

The full colour Multi Information Display (MID) 6.5-inch TFT touch screen keeps the rider in control of all of the Africa Twin’s systems, with each of the riding modes­ selectable through the top left of the screen. The MID can also be customised to show various levels of information relative to the riding mode chosen and is easy to use even when wearing gloves.

It also incorporates Apple CarPlay®, allowing use of an Apple iPhone® through the touchscreen. Navigation apps can also be accessed and displayed and via a Bluetooth helmet headset calls can be made or received. The iPhone® itself plugs into a USB charging port on the right of the MID. Hands-free wireless Bluetooth connectivity is also an option for an iPhone® or Android device and all control inputs are made from the left-hand switchgear.

The front and rear indicators have an Emergency Stop Signal function. When braking suddenly over 50kph the hazard lights flash to warn other road users a hard stop is in process. They also auto-cancel; rather than using a simple timer, the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the situation.

For 2020 cruise control is now fitted as standard, to ease long-distance highway travel.

At the very heart of the Africa Twin’s elevated on- and off-road performance is a Bosch MM7.10 six-axis Inertial Measurement Unit (IMU) tucked away at the centre of the machine, that measures – in real-time – roll angle/rate, pitch angle/rate and yaw angle/rate. It manages rear wheel traction via TBW and HSTC, front braking grip through Cornering ABS, front wheel lift through Wheelie Control and also adds Rear Lift Control.

In conjunction with the addition of IMU control for its 2020 evolution, the strength and rigidity balance of the steel semi-double cradle frame was completely re-examined by Honda’s development engineers to boost off-road ability – at the same time reinforcing its all-round on-road manners. Rigidity around the steering head has been optimised to enhance feel for front end grip; the main spars are also slimmer and straighter and do away with the front cross pipe. Frame weight is 1.8kg lighter than before.

A bolt-on aluminium subframe (finished in red) replaces the integral steel structure of the previous design and is 40mm slimmer at a width of 195mm – crucial for easier ground reach. The aluminium swingarm is all-new, 500g lighter and based on the same design used by the CRF450R. Its improved rigidity improves rear wheel traction and rider feel.

Ground clearance remains 250mm, with wheelbase of 1575mm and rake and trail of 27° 30’/113mm. Wet weight is 5kg lighter, at 226kg.

With stroke length of 230mm the 45mm Showa cartridge-type inverted front fork offers long-travel bump absorption and features revised internal settings to improve both on- and off-road performance. Rebound and compression damping are fully adjustable. A cast aluminium top yoke and forged bottom yoke – joined by hollow aluminium stem shaft – clamp the fork legs with two bolts each top and bottom.

Similarly revised to match the front suspension the Showa rear shock delivers 220mm axle travel and features a 46mm cylinder and remote reservoir for stable damping control under extreme off-road riding conditions. Spring preload can be adjusted via a dial on the shock body; rebound and compression damping are also fully adjustable.

The swingarm pivot points’ inner plates now use 600MPa high-strength steel and the upper cross tube that connects them acts as the rear shock upper mount (through a pillow-ball joint) improving feel for rear wheel traction.

The IMU takes in lean angle, deceleration (from front/rear wheel speed sensors) and incorporates the slip rate of the front and rear wheels to manage braking pressure through the ABS; likewise if it detects sudden rear wheel lift, it finely controls brake force to maintain stability. When stationary the rear ABS can be cancelled for off-road riding.

As beFore, compact two-piece radial-mount four-piston calipers work dual 310mm ‘wave’ floating discs through sintered pads. The rear 256mm ‘wave’ disc features hole punching and shaping. 21/18-inch front rear (stainless steel) spoked wheels wear 90/90-21 and 150/70-18 tyres. Block pattern tyres (Continental 90/90-21M/C 54S and 150/70B 18M/C 70Q, rated at 180km/h and 160km/h respectively) are approved for fitment.

The range of Honda Genuine Accessories for the Africa Twin has been expanded with luggage options that includes premium (42L) aluminium top box and panniers plus large (58L) plastic top box and panniers, two seat heights (a lower 825-845mm and taller 870-895mm option), touring screen, radiator guards, engine guards and side pipes, knuckle guard extensions, heated grips and an ACC charging socket.


Colour Options


Matt Ballistic Black Metallic

Matt Ballistic Black Metallic


Grand Prix Red

Grand Prix Red


Licence Requirement

To ride the Africa Twin CRF1100L, you will need an A licence.

With an A licence you can ride unrestricted motorcycles in size and power, with or without a sidecar, and motor tricycles with power output over 15 kW.

To take the direct access route, you must at least be 24 years old. If you decide the progressive access route, you must have held an A2 licence for a minimum of 2 years. The minimum age for this route is 21 or over.

Terms & Conditions 

All information on the licence required to ride the bikes are correct at time of publication but may be subject to change. We endeavour to maintain accurate information, however cannot guarantee the details to be accurate all the time due to legislation changes. Cox Motor Group and North West Honda accepts no liability for any misrepresentation and recommends that the individual dealer be contacted to confirm the licence required to ride the bike.



Specifications

Unfortunately there are no specifications for this bike.

Unfortunately there are no specifications for this bike.

Unfortunately there are no specifications for this bike.

Unfortunately there are no specifications for this bike.

Unfortunately there are no specifications for this bike.



Africa Twin CRF1100L brochure

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