2022 Honda CRF1100L Africa Twin unveiled

For 2022 the CRF1100L Africa Twin and its continent- crossing sibling, the CRF1100L Africa Twin Adventure Sports, both feature new practical upgrades, refined Dual Clutch Transmission (DCT) settings and striking new looks.

For 2022 both the Africa Twin and Africa Twin Adventure Sports receive updates to further increase their daily practicality. The CRF1100L Africa Twin now features an aluminum rear carrier as standard, and the CRF1100L Africa Twin Adventure Sports benefits from a new 110mm lower 5-stage adjustable screen that improves visibility and doesn’t compromise on weather protection.

Both DCT versions of the Africa Twin and Africa Twin Adventure Sports are updated for 2022, with new refined settings to deliver even smoother handling in the first two gears from a standing start and at low speeds. Honda have sold over 200,000 DCT equipped motorcycles across Europe since the system was first introduced on the VFR1200F in 2009, a testament to its broad appeal and acceptance in the marketplace.

To complete the 2022 upgrades, both models receive striking new colour and graphic updates. The CRF1100L Africa Twin Adventure Sports features new ‘Cracked Terrain’ graphics.

The CRF1100L Africa Twin now features a new ‘Big Logo’ design with revised colour schemes that feature all-new black aluminum side covers and a bold red rear subframe.

For 22YM, the CRF1100L Africa Twin Adventure Sport now features refined Dual Clutch Transmission (DCT) settings for even smoother handling in 1^st and 2^nd gears, a new shorter adjustable screen, and striking new ‘Cracked Terrain’ graphics.

The CRF1100L Africa Twin ‘Adventure Sports’ will be available in the following colours:

• Pearl Glare White Tricolour
• Matte Ballistic Black Metallic

New for 2022 is the new ‘Cracked Terrain’ design and revised colour schemes which now feature new all-black aluminium side covers and aluminium rear carrier.

The SOHC 8-valve parallel-twin engine’s essential architecture remained unchanged for the 20YM update, but displacement increased to 1,084cc, up from 998cc. As a result, peak power increased from 70kW to 75kW @ 7,500rpm and peak torque from 99Nm to 105Nm @ 6,250rpm. Significantly, the obvious increase in both power and torque made itself felt from 2,500rpm all the way through to the redline.

To create the larger capacity, bore remained at 92 mm but stroke was lengthened to 81.5 mm (from 75.1 mm) with a compression ratio of 10.1:1. Aluminium cylinder sleeves saved weight. Thanks to other detailed weight savings in the transmission and elsewhere, the manual transmission version of the 1084cc engine shaved 2.5kg from the previous 998cc power unit, and the DCT version 2.2kg. The cylinder head was also completely revised, and new 46mm throttle bodies introduced. The bore and cylinder pitches were aligned to create a smooth air intake profile, the ECU setting updated and injector angle modified to deliver a more direct spray into re-shaped twin-spark combustion chambers.