Honda CRF1100L Africa Twin adventure/tourer (2022-) review

The modern Africa Twin’s evolution from its launch in 2016 may be muddled – debuting as a 94bhp 1000 with basic tech but true off-road ability before spawning a short-lived, big tanked Adventure Sport spin-off then growing to 1100cc with added tech and renewed off-road focus in 2020, but there’s no doubt about the brilliance of Honda’s design and execution. For 2022 it’s improved further with the DCT (semi-automatic gearbox version as tested here) refined further, extra spec and revised styling but overall it’s the refinement and effectiveness that shines through. This is a classic, truly off-road capable adventure bike that’s now brilliantly specced, truly versatile and so classy (and good looking) it’s almost beyond criticism. The only enfuriating thing is that it’s so good at being both an off-roader and street bike it occupies an almost overlooked, no man’s land between 150bhp+ adventures such as KTM’s 1290 Super Adventure or Ducati’s V4 Multistrada and lighter, smaller, easier off-roaders such as KTM’s 890 or Triumph’s 900 Tiger.

Another area where the Twin’s ‘dual purpose’-ness means that, although it’s decent as both an off-roader and road machine, but doesn’t excel at either. As standard, its saddle, due to the long travel, off-road suspension, is a whopping 870mm tall, making it a strain to get on board, even for six-footers. On the plus side though it is adjustable through two positions, the lowest being 850mm (although this is still tall), plus there’s also a ‘low seat option’ which takes it down to an almost manageable 825mm. Masochists/off-road experts can also specify and even higher 895mm option. Once on board, though, it’s not bad, being upright, impressively slim and manageable (although this slimness reduces comfort slightly) and with a tall-ish screen which, although not adjustable, does a decent job of keeping off the worst of the wind and weather. It’s not a BMW GS, though and some also complain that the high pegs cramp your knees a little, although I din’t find it a problem.

If it wasn’t quite so tall – and thus sometimes awkward – or with such wide bars (which limit ‘wiggle-ability’ through traffic), the Twin would be an excellent all-rounder – especially in this DCT trim. The 1100cc twin is flexible, smooth, refined and fast enough; there’s reasonable comfort for two, plenty of luggage options; a tank range approaching 200 miles; lots of electronics including cruise control; decent weather protection and the DCT makes it an effortless cruiser, with scooter ‘twist and go’-like properties. Trouble is, there are plenty of other adventure bikes that offer the same if not more in terms of performance and comfort and if that off-road ability is important to you, slightly smaller, more manageable ones, too, such as KTM’s 890 or Triumph’s latest 900 Tiger. If you’re a fan of Hondas and the DCT, however, you won’t be disappointed.

When launched, the original 1000cc Africa Twin’s 94bhp, while adequate, seemed a little lacking on the road. That was bumped up to 1100cc and 100bhp in 2020 but, in truth, it’s not a massive difference. The DCT option, as tested here, confuses things further. Although noticeably now more refined and very sophisticated it’s still an acquired taste that’s not ideal in every circumstance. The standard ‘D’ (for Drive) setting is dreary and unexciting but thankfully the now three different Sport settings (SI, SII and SIII, with the latter being the sharpest, most aggressive) are OK. For general use, SI seemed best and it’s a dimension no other adventure offers but it’s still utterly thrashed by bigger rivals from Ducati, KTM, Triumph and even BMW. Braking, via twin radially-mounted Nissins is adequate, but again unremarkable.

In isolation, the latest Twin’s manners both on and off-road are largely beyond criticism and the fact such a big adventure machine can do both so well is a further boon, that’s why it gets such high ratings here. But it’s not then end of the story and you really have to ask yourself what you want, particularly how much off-road ability you need, from a bike like this. As a road machine there are lower, more involving, sportier handling adventure bikes available – Ducati’s latest Mulstrada V2 immediately standing out. As an off-roader, smaller, shorter, lighter machines such as KTM’s 890 R are far less intimidating but it’s probably true no other does both so well.

Ultimately the latest Africa Twin is a £14K+ 1100cc machine so running costs will never be exactly cheap. That said, with ‘only’ 100bhp, it’s also far less hungry for fuel and other consumables than more performance-orientated adventure machines, it’s also a Honda with better residuals than many rivals and, although it doesn’t boast a BMW’s shaft drive, it’s a fairly straightforward twin so servicing and maintenance shouldn’t be extortionate, either.

Hondas historically have better reliability than most and the Africa Twin, since its introduction in 2016 has had no significant problems and has also benefitted from a succession of updates and refinements since so we’ve no reliability concerns.

Despite the changes elsewhere there’s no changes here: like most Hondas the latest Africa Twin comes with a standard two years/unlimited mileage, manufacturer-backed warranty covering all parts and labour, so you’ve little to be concerned about there. At the same time its service schedule is pretty typical for the breed as well, with the first service due at the usual 600 miles, a second, minor service due at 8000, with major services including valve adjustments etc, every 16,000 miles.

The original 1000cc Africa Twin wasn’t exactly lacking but since 2020 equipment levels have taken a major step up to the extent that this latest version almost has too much! Apart from the unique DCT gearbox (a standard, manual version is also available for around £600 less) there’s a slick, big TFT touchscreen with Bluetooth Smartphone connectivity and also a separate, LCD ‘mini-dash’ covering the basics when the TFT is devoted to the satnav. There’s also an adjustable seat, multiple riding modes, switchable traction control, engine braking etc, ABS and much, much more – so much in fact that the left-hand switchgear with its joystick and multiple functions is, certainly at first, too much, although we’re sure you’ll get used to it over time.

For such a versatile and genuinely dual purpose adventure bike, the latest Africa Twin is actually oddly quite niche. It’s not a heavyweight, 130bhp, lavishly comfortable (with adjustable screen, perhaps) ‘adventure tourer’, such as BMW’s hugely popular R1250GS and nor is it a lithe, manageable, unintimidating off-road-focussed ‘adventure’ such as KTM’s Adventure 890 R. Instead, it’s somewhere in-between. If that’s genuinely what you want, like Hondas and warm to its DCT system, you won’t be disappointed but if at all unsure there are plenty of excellent alternatives worthy of your consideration.