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Expert Review

Honda CRF1100L Africa Twin ES DCT (2024 - ) review

Latest update to Honda’s burly adventure hero updates the looks and adds a welcome burst of extra torque and response

Dan Trent

Words by: Dan Trent

Published on 28 May 2024 | 0 min read

The Auto Trader expert verdict:

4.6

Honda’s big adventure bike wasn’t wanting for much but a 2024 model year update brings some fresh styling updates plus engine tweaks for improved torque, response and sound for a more charismatic riding experience. The Sports Adventure model meanwhile goes to a 19-inch front wheel for a more road-oriented, touring friendly alternative to the more off-road focused signature model. Additional photography: Sim Mainey

Reasons to buy:

  • tickBuilt to go the distance on or off the road
  • tickPacked with tech
  • tickEngine feels and sounds stronger

At a glance:

Design

Honda has decided to help it get its voice heard over the crowd with a bit more torque for the engine
Given the range of engine configurations, power outputs, suspension options and wheel sizes you’re certainly not short of options in the adventure bike market. And while the Africa Twin has never struggled for presence Honda has given it a boost for the 2024 model year with a bit more torque for the engine, refinements to the already sophisticated electronics controlling the suspension and tweaks to the DCT gearbox option taken up by nearly half of Africa Twin buyers. A new fairing design, tubeless wheels and an adjustable screen are also among the updates while the Adventure Sports model goes to a 19-inch front wheel for a more road-oriented feel, all things relative. You can still buy your Africa Twin with a manual gearbox and passive suspension if you want, but the all-singing, all dancing one tested here with its 21-inch front wheel, electronic suspension and the DCT ‘box is the one geared to tech-hungry adventurists and clearest in its ambitions.
Expert rating: 5/5

Riding position

The upright riding position and confidence inspiring stature meaning a great view over all around you
Maybe Honda was listening when we moaned previously about the lack of adjustment for the screen, the new one now tweakable through five steps even if it’s not power operated. Beyond that the Twin is largely as before, off-road ground clearance and long-travel suspension meaning it feels pretty intimidating to paddle around even for your six-foot tester. True, the 850mm seat height in the lower setting is more accommodating than the likes of the Suzuki V-Strom 1050DE or KTM 1290 Super Adventure you may also be considering and there is an 825mm low seat option if you choose. But it’s still a lump at low speeds. It’s a more comfortable one once your feet are on the pegs, though, the upright riding position and confidence inspiring stature meaning a great view over all around you. Thanks to that tall front end it also feels very comfortable when riding standing up for off-road sections, though if you’re really serious about riding in the dirt you might want something smaller and lighter like its XL750 Transalp little brother or comparable mid-capacity rivals.
Expert rating: 4/5

Practicality

The trick suspension meanwhile means you can adjust the preload from a button on the handlebar controls
While the sheer size may limit your traffic splitting ambitions on the commute (we’ve not tried the Adventure Sports version yet but this will likely fair better here) the Africa Twin is otherwise ready to take you all the way, on or off the beaten track. Tubeless wheels are a welcome addition for this 2024 model and there’s a chunky aluminium rack already in place for strapping kit to or attaching panniers as required. A neat secondary speed and gear readout meanwhile means you can keep your phone in your pocket and pair it to the main screen to keep clutter on the handlebars to a minimum and still have all your navigation and other apps to hand. Once your passenger has managed overcome their vertigo and clamber onto the pillion seat the saddle is nice and big, if not full-on tourer plush. The trick suspension meanwhile means you can adjust the preload from a button on the handlebar controls from one of a range of pre-set configurations for riding two-up or with or without luggage. Neat!
Expert rating: 4/5

Performance & braking

Stats can only tell you so much and the 102 horsepower feels the rude side of healthy
By the numbers the Africa Twin seemingly sits in a no man’s land between middleweight adventure bikes and harder-hitting premium players like Multistradas, KTM Super Adventures and Triumph 1200 Tigers. It’s a fraction behind the comparable V-twin Suzuki V-Strom 1050DE on horsepower as well but, as ever, stats can only tell you so much and the 102 horsepower feels the rude side of healthy, complemented by improved breathing for extra low-end response and an increase in torque for the 2024 model from 105Nm to 112Nm. It also sounds better, the bassy throb indicative of its understressed but unexpectedly muscular power delivery. The DCT gearbox is an interesting option and, inevitably, comes with lots of modes. In standard D it short shifts at just 2,000rpm or so, meaning you’ll be cruising in sixth before you know it. It also holds those higher gears on approach to corners, sometimes only downshifting halfway into them, or while you’re on a roundabout. It doesn’t unsettle the bike but it’s not the way you’d ride if you were in control yourself. The three S settings are better, with a more assertive shift pattern that holds the revs and naturally timed downshifts where you want them. Or you can shift yourself, via switches on the left grip or, on our test bike, with an optional ‘fake’ foot shifter on the left peg. Chunky four-pot Nissins gripping funky wavy discs up front and with switchable ABS at the rear meanwhile seem up to the job of slowing what is a big lump of bike.
Expert rating: 4/5

Ride & handling

Via the two custom rider modes we set two configurations at the extremes of soft and hard to test the theory
While you can still buy an ‘analogue’ Africa Twin with passive suspension and a manual gearbox (a nonsense description really – it’s still got tons of electronics!) our test bike had the full set of electronic damping control and DCT gearbox. The Showa-supplied fork and linkage-driven shock give 230mm of travel up front with 220mm rear (210mm and 200mm for the Adventure Sports), all fully tweakable for preload, compression and rebound. No need for spanners or getting your hands dirty on deeply buried adjusters here, either. Just go into the settings and scroll left or right on the appropriate sliders in the menus, or pick from pre-configured ones according to load. Or you can leave the bike to figure it out, the IMU and other sensors able to actively adjust the damping to, say, stop the fork from diving under braking. Via the ‘User’ rider modes we set two configurations at the extremes of soft and hard to test the theory and, suffice to say, the range of adjustment is noticeable. In fully soft the bike felt super comfy, if a bit wallowy. Going the other way it was a lot more taut, bumps thumping through but with composure in the corners that makes what is an otherwise big, heavy bike feel smaller and more chuckable. Take your pick, and switch between the settings from the bars as mood and situation demands. Overall, with that big front wheel and upright riding position it’s fair to say the Africa Twin is never going to feel like a sports bike but, ridden with due deference to its size, it’s more fun on back roads where you can make the most of that commanding riding position to see over hedges and exploit the improved line of sight. And if you are going to spending more time here than in the dirt the Adventure Sports with the smaller front wheel should be even better in the twisties.
Expert rating: 5/5

Running costs

By the time you add the good stuff it looks a bit more expensive
Credit to Honda for keeping the ‘basic’ Africa Twin in the range, the manual gearbox/passive suspension version actually undercutting the V-Strom 1050DE by a fraction. By the time you add the good stuff it looks a bit more expensive, though it’s still on a par with the (still) less off-road oriented R 1250 GSA and a lot cheaper than performance adventures like the Multistrada. Running costs aren’t going to be cheap, given the weight and likely wear on consumable parts. But it’s still a Honda, and hopefully more manageable on this score than more powerful and exotic alternatives.
Expert rating: 4/5

Reliability

We’d take confidence in the fact this generation of Twin has been out for some time now
The Africa Twin sells on its combination of expedition toughness and Honda reliability, so you’d have to hope it lives up to both. We’d take confidence in the fact this generation of Twin has been out for some time now, and if there were any issues they’d have long since come to light and/or been sorted out. So, little to worry about here. The engine also seems relatively understressed, which should help long-term dependability.
Expert rating: 5/5

Warranty & servicing

Within that initial 600 miles (or 90 days) of ownership you have the option of a fixed-price plan covering that first check and the two subsequent services
Honda’s two-year warranty is pretty much the industry standard, likewise the service intervals of a 600-mile initial check then annually/every 8,000 miles according to usage. Within that first 600 miles (or 90 days) of ownership you have the option of a fixed-price plan covering that first check and the two subsequent services for extra peace of mind. These can be paid for as an annual package for weekend riders or on a more expensive scheduled basis if you cover bigger mileages – inevitably given the Twin’s size it’s in the most expensive of the three bands Honda offers.
Expert rating: 5/5

Equipment

The 6.5-inch touch-screen is, meanwhile, CarPlay and Android Auto compatible
Any Africa Twin is a solid foundation for whatever kind of adventure you have in mind, be that on- or off-road, over the hills and far away or closer to home. Underpinning it all is a formidable range of electronic support systems, comprising seven-stage Honda Selectable Torque Control, three-stage wheelie control, Urban/Tour/Gravel/Off-Road riding modes (plus two configurable ones), cruise control and, for Electronic Suspension models, heated grips. A lot to take in, and a great deal to fiddle with. So don’t expect to get your head round it in the first ride! The 6.5-inch touch-screen is, meanwhile, CarPlay and Android Auto compatible, meaning you can navigate off your phone on the screen. Beyond that lies a huge range of accessories, bundled into various self-explanatory Adventure, Rally, Tour and Urban packs with things like additional protection, luggage, a centre stand and more.
Expert rating: 5/5

Why buy?

It’s a fabulously capable and versatile motorcycle, and a more charismatic one than you might expect
Adventure bikes can be had in a bewildering range of flavours, ranging from high-tech, road-optimised fun machines through to high-riding tourers or proper expedition-ready machines. The Africa Twin’s trick is an ability to do any of the above, which might be bewildering were it not for its clear sense of identity and tradition. True, there are faster adventure machines out there, the Twin more honest to its off-road roots than many rivals. But even for that it’s a fabulously capable and versatile motorcycle, and a more charismatic one than you might expect as well.
Expert rating: 5/5

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