How about adventure DCT, electronically controlled suspension that everyone concerned about?
We will introduce the test ride review of the top-of-the-line CRF1100L model (CRF1100L Africa Twin Adventure Sports ES Dual Clutch Transmission) starting with the old Africa Twin, the so-called XRV750, the XL1000V, the CRF1000L, and the BMW F800GS series.
In conclusion, it was an all-rounder magical model with an electronically controlled suspension!
Review
■Size
Some non-adventure riders say it is too big or too huge, but it is thin, slim, and compact if you think of it in terms of local adventure models. The frame's neck height (clamp height) is also set low, unlike BMW and other foreign motorcycles. I'm 173cm tall, but it never felt big, and the handlebar risers are short and straight, so when I turned the handlebars fully off I was able to reach it and I could operate it without any problem.
This is the handlebar risers that bring the large model to the front at an angle, so when you turn the handlebars fully off, it is hard to reach with your hand. This is the part that reassures me that this is a Japanese adventure model.
■Maneuverability
What I feel when pushing and pulling the CRF1100L is its lightness. I've been exposed to various adventure models, but I feel that the CRF1100L has a low center of gravity and is easy to maneuver. It's an Adventure Sports DCT and ES (electronically controlled suspension model), so it weighs 250kg, but it's a strange thing that doesn't feel like it weighs much. But, of course, it's not "light", so be cautious! Pushing and pulling with your hips firmly in place is basic.
■Concern about foot grounding and suspension
▲The blue parts in the photo are proof of the electronically controlled suspension.
What I felt when straddling is the goodness of the foot grounding. With 21 inches in the front, I wanted more off-road foot length since it calls itself the Africa Twin, but the long suspension specification (S) was released as a made-to-order product in Japan! However, as I am 173cm tall, I felt that the CRF1100L height and this foot length was enough for me. If you don't go off-road very hard, the STD Japanese version was enough, as it is sufficient and has a low center of gravity and stability for on-road use.
What I've come to feel after riding the long-legged XRV750 and the near on-road XL1000V is that the longer suspension stroke can easily become a "negative" on-road. If you want to enjoy the on-road experience, the STD Japanese version of the motorcycle will be enough for you and you won't be disappointed.
For riders who want to ride off-road, it is alright if you will be accustomed to the long suspension to shift the center of gravity of the motorcycle. The S model is a good choice if you are not comfortable with the foot grounding.
I'm sure there are many riders who would prefer a full spec suspension if it is good, so if you're considering buying one, it is necessary to study according to the purpose of use. It's a matter of concern.
The seat height can be lowered by 20mm by changing the position of the seat. (This model is adjustable from 830mm to 810mm)
2 Webike staffs actually compared the foot grounding.
As I mentioned above, if the height is 173cm tall, you can easily support the heels floating at a seat height of 830 mm. One of our staff with 155cm tall lifted both legs, but by lowering the seat, she was able to support it on her toes even though I was standing behind.
■Engine characteristics
▲This test ride model was a DCT. The right side is distinctive.
The first thing I felt when I started the engine was a surprisingly strong vibration near idle. I don't remember the throbbing, or perhaps it wasn't as strong with the early CRF1000L. One feature of some Honda Adventure models, such as the XRV750 and XL1000V, was that they were V-twins, and this throbbing is keeping with those V-twins.
The power unit is still the latest design, but it's very controllable and blows up quickly enough to feel the power. However, since it is a 2-cylinder engine, it is different from the excitment thing that turns a 4-cylinder engine. It's like riding on solid torque.
The vibration also becomes finer as the engine speed increases, but it is a 2-cylinder engine after all. It doesn't feel like the vibration is gone. The rest of the vibration as a style is still there, which I liked.
■Lights
▲The lights also have a so-called "buddy mechanism" feel to them with their so-called "squidging".
Not only are the lights all LED, but they are also equipped with cornering lights that switch according to the angle of the cornering. I feel more secure traveling at night!
■Accessory sockets are also available.
Equipped with a cigarette and USB socket as standard equipment. You can use it to charge your phone and navigation system, which is reassuring on a long touring trip. If you have an iPhone, you can connect it to the motorcycle monitor with a USB cable.
However, this tricolor color is still very noticeable when riding through the city. The XRV750 was also riding in the tricolor color, but the CRF1100L with such a fearless look was well received by children, and there were occasions when I waved my hand several times.
About the engine and DCT
As I mentioned earlier, the engine has many configurable items such as power mode and engine brake settings. There are 4 basic engine settings: "TOUR", "URBAN", "GRAVEL", and "OFFROAD", as well as "USER" 1 and 2, which allows you to memorize any setting. I'm trying several modes this time, but I would like to tell you about the basic mode "TOUR", which is the most powerful.
Since the model I tested is DCT, there are 2 additional modes for shifting: "D mode" and "S mode" which shifts in the rev range where the engine has more power. Naturally, there is also an "MT" mode that allows shifting with a hand switch. As a result, it can be said that this motorcycle can be fully enjoyed even in D mode. For overtaking acceleration on highways, you can downshift with a hand switch in D mode for quicker overtaking, and you can also downshift when using the emblems for deceleration.
I don't have to use S-mode very often by using D-mode and matching any gear operation. However, there were cases when I would use S-mode when I wanted to keep the engine speed up on a winding road. On the other hand, the S mode was a bit difficult to use because it gets shaky in the city.
As for the DCT shifting, there is almost no shock and you don't feel any shifting loss, but you can "feel" the shifting shock enough to know that you are shifting. There is no retracting the accelerator, so the acceleration is very strong, and the motorcycle accelerates at once with the throttle open.
However, the DCT does feel jerky at very low speeds, such as in traffic jams, when driving at "constant speed". The pillion reviews will be discussed later, but it was even pointed out to us by the passenger behind us. It may take a bit of getting used to, if you're good at driving in the city.
■DCT's Advantage
It's a great way to free yourself from shifting gears and focus on other things. This is the kind of freedom you feel even when you're off-road, whether it's braking, maneuvering, checking your surroundings, or just standing still. The acceleration feeling is also worth mentioning. The sense of uninterrupted acceleration is addictive.
More than anything else, it increases the feeling of a casual ride. It is not quite a scooter, but the mechanism of this DCT is still able to reduce the threshold of the big bike. It feels like a special thing to lower. Naturally, the manual transmission model is an option in terms of the desire to manipulate it to your will, but I think you can consider it according to the environment such as what I have for the frequency of riding, usage, and a second bike.
■What to watch out for in DCT
Depending on the mode, the engine brake doesn't always match your intentions, so you need to use rear brakes well. The reason I mentioned this as a place to watch out for is because this is not, in other words, a "bad place" to be. You can shift down or up at your will, or you can leave it all up to you! For me, I had to use the rear brakes to adjust it well.
This is a bit like a scooter. It is similar to killing the drive power to make a small left turn or adjusting the speed on a winding road. The first thing to do is to use the DCT mode. Especially, when leaving it up to the DCT to shift the gears for intruding into a corner on a winding road, the mode you are choosing is for some, it's not a matter of using the engine brakes with a gun, so you can use the rear brakes to get the job done. It required a unique way of riding, such as holding back and using hand changes.
If you use the rear brake to make a U-turn, you can make a U-turn with no problem if you only lay down the motorcycle, but I thought that small body physique need to be careful because of the width of the handlebars.
Also, if you suddenly open the throttle, the motorcycle will suddenly accelerate, so be careful. In the case of a manual motorcycle, all you have to do is put it in neutral when stopping, but in the case of the DCT, if you don't put the motorcycle in N mode because of its ease, you will be surprised when the accelerator pedal is suddenly opened. N mode can be put in with just a button if you're stopped, so it might be safer to get into the habit of doing this too.
▲The DCT mode switch is concentrated on the switch to the right of the handlebar.
Body, handling and electronic suspension
The Adventure Sports has a very large fuel tank capacity of 24 liters, so it feels heavy, as you would expect with a full tank. You can feel the fuel "shift" a little bit when switching between left and right, but the center of gravity is low and this is something you can get used to.
▲The same low center of gravity engine as the previous model.
However, the fuel tank is large, but the standing is impressively easy to do, and it's almost like riding an off-road motorcycle. This is the main difference between this motorcycles and other big Adventure models. The rigidy is sufficiently, and after all, I feel that the ES we tested this time has a wide range of electronic suspension settings that are well absorbed by the suspension.
With suspensions that don't have an electronic adjustment mechanism, especially on a typical adventure model, the setting is always compromised at some point for gaps in the highway, cornering, and traction when you apply traction with the gas pedal on, and it's more of a soft. The ES is equipped with SHOWA's electronic suspension "EERA" which does not show such negative aspects.
The riding quality is very natural on the highway, city, and winding roads, but on the highway, the ride feels stiff, and when stopped at a traffic light, it gives a different impression with a single suspension to the contrary, as it strokes smoothly. I think that's exactly how it feels to be "adjusted".
The stiffness at high speed can be improved by changing the "mode" of the suspension, but I feel that being able to choose the characteristics that match the location is something that leads to "fun to ride" for the average user. This technology is an amazing thing that can make an adventure model a true all-around motorcycle for adventure, and if you're on the fence based on the price difference alone, I'd recommend the ES even if you have to get over it. It's not an over-specified thing, it's more of a piece of equipment that snuggles up to the rider.
The brakes are good enough for regular use and easy to control. However, as with all 21-inch pick-off models, the front tire is thin and has a low limit range, so don't overdo it when cornering.
▲Equipped with a 6-axis IMU and advanced ABS
It's a big step up from the previous generation CRF1000L with the addition of a 6-axis IMU and the evolution to cornering ABS, but the grip of the tires remains the same, so you may often find yourself at the front of the motorcycle when cornering downhill. I've had a few near misses on the XRV750 due to the thin front end.
The front ABS didn't kick this time, but I think it's a good idea to "focus on getting up and riding" on the windy roads and adjust to the front tires.
High-speed riding
The power of the engine and the stability is perfect and comfortable. The electronically controlled suspension model had a great sense of stability at high speeds with a choice of modes. It also comes with cruise control.
However, due to the compactness of the front cowl area, wind protection cannot be called perfect compared to HONDA's "big-face" models of the past, such as the XRV750 and XL1000V. The big face model is virtually windless above the fuel tank, and it's so stable that you can turn the pages of a touring maple by hand while riding. The CRF1100L also had very little wind in the area where the fuel tank and windscreen are effective, but I had an image of the wind just grazing my arms and shoulder. The OEM accessory "visor" that attaches to the front cowl is available for sale, and I believe this is exactly what is intended to further reduce the amount of wind hitting the arms and shoulders.
The windscreen is also tool-free and adjustable, and at its highest point, the wind goes completely over the helmet, although it is firmly in your line of sight. Even at its lowest point, you can adjust the windscreen to your height, as it provides enough wind relief on the highway.
Naturally, it's more comfortable than a naked, touring or sport bike, and it remains windproof. It is easy to travel long distance.
There was no handlebar shaking at high speeds, no strange winds, and this is where the latest wind tunnel design shines.
Each manufacturers's adventure models, you'll have to ride them to find out, but even the various models I've ridden in the past are surprisingly different in their wind protection. There have been times when it was hard to ride on the highways, even though it was an adventure model.
Pillion riding
I have done some pillion riding and there's plenty of room in the chassis. The electronically controlled suspension is noteworthy. Selecting the tandem mode adapts the body position for pillion use, thanks to the electric preload adjuster. As soon as I changed the mode, the motorcycle lifted up with the sound of the motor, which made me squeal in amazement along with the passenger. In this case, I should add that I had to be somewhat careful when stopping, as it would lie even deeper against the side stand.
▲Use the switches on the left side to change modes and make settings.
The pillion itself is comfortable, thanks to the electric preload adjuster, which still allows the suspension to be set in real time, so there are few attitude changes. I recall that the XRV750 was also a 21-inch front model with a soft undercarriage, which made it difficult to change posture when pillion riding. There's a big difference in the year of release, but I feel like I'm comparing the same "Africa Twin" ride to see how far it has evolved.
In passengers' view, the pillion seat is high and very difficult to get in and out of the motorcycle. The seat was hard and the impact of pushing is stronger in pillion riding mode.
However, the overall review was positive.
However, from the passenger's perspective, the protruding side cowls hit the calves and made it difficult to "knee-grip" the rider in front of me, which is a feature of the bike's off-road design. This depends on the passenger's physique, and it's difficult to decide where to fit them, considering the large physique of the passenger in Europe, for example.
▲Just around the graphic switching is a little sharp.
I also felt the jerkiness of constant speed riding with the DCT on the ride, and I rated the manual as still better than the proffessional manual. In my case, I don't feel much vibration when decelerating in a pillion riding because I put it in neutral early at a stop light, etc., but with the DCT, I felt a bit jerky when decelerating, including downshifting. This part is important to note if you have a DCT when pillion riding.
Off-road riding
Please note that when I say off-road riding, I mean a little bit of gravel, not a full-fledged forest road.
The slenderness and ease of stunting are still easy to control, and the traction control can be changed to suit the way you ride, so even if you turn the motorcycle sideways when the accelerator is on, it feels secure, as if it will come back to you with a swoosh. Especially, it is easy to operate since the CRF1100L is a DCT model.
The DCT may be easier to ride on flat dirt or a little off-road course, especially for riders without much off-road experience.
When I tried to test ride the previous model, the CRF1000L, at Motosport Land Shidoki, I was very impressed with the DCT. However, the manual transmission model may be suitable for riders who need to go over sections with a firm front up and so on. The other thing is that the manual transmission model is lighter, so if you're a rider who does quite a bit of off-roading and has a lot of forest roads to ride around, you're in the wrong place.
Overall Review
The CRF1100L is a must-buy motorcycle!
It's definitely the motorcycle you want if your war funds allows! The latest chassis design made a difference in the long touring, winding and city riding. However, considering my current lifestyle, which is mainly on-road, I was concerned about the 21-inch front.
The Africa Twin is just a "big off". It is also a model that shows its true value in an environment where road conditions change completely once you cross a border, such as in Europe. However, if you travel in Japan these days, you may have to go through many different road conditions. As the infrastructure has gotten older, even paved roads have become uneven, or after heavy rains in extreme weather, the road surface has become rough and scary more often than not. This is a motorcycle that has a suspension and chassis configuration that can be used in those situations, so you'll have no trouble getting going.
The ES electronic suspension is also a very interesting piece of equipment for the new era, and I found it useful for long-stroke adventure models with varying surfaces. With the arrival of the CRF1100L, the CRF1000L will be more accessible and affordable. There is no doubt that its predecessor is also a very well-built motorcycle.
Whether you're interested in the adventure category or you're already a rider, this Africa Twin series is a great choice.
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See Accessories for HONDA CRF1100L Africa Twin Adventure Sports