Tag Archives: CRF1000L

Honda Africa Twin CRF1100L unveiled

The worst-kept secret in motorcycling has been confirmed with Honda unveiling the full tech specs for the bigger, narrower and higher-tech Africa Twin CRF1100L at the AIMExpo motorcycle show in Ohio, USA.

Of course, the biggest news is that the engine has gone from 998cc to a longer-stroke 1084cc with power up from 70kW to 75kW. All details that had already been tipped.

Yet weight has dropped from 243kg to 226kg and 236kg for the ducal-clutch transmission (DCT) model.2020 Honda CRF1100L Africa Twin

It’s largely thanks to a lighter engine and gearbox and a slimmer and lighter frame, subframe and swingarm inspired by the CRF450.

With the extra tech and power, we expect a price rise, but there is no word yet on pricing or availability.

They currently cost about $A17,499 for the standard and $A19,999 for the DCT (plus on-road costs).

Bigger engine2020 Honda CRF1100L Africa Twin

The bigger Euro5-compliant engine will now make it more competitive with the BMW, Ducati, KTM and Triumph adventurers.

It not only has 6% more power, but also 7% more torque at 105Nm.

Stroke has been lengthened from 75.1mm to 81.5mm but the bore remains the same at 92mm.2020 Honda CRF1100L Africa Twin

Honda has made the CRF1100L 2.5 lighter (2.2kg in the DCT version) with aluminium cylinder sleeves and redesigned engine casings.

It features a larger 43mm throttle body, smoother air intake profile, new ECU and more direct fuel injection to improve efficiency.

Exhaust gas flow is controlled in a similar way to the CBR1000RR for a better note.

Better tech2020 Honda CRF1100L Africa Twin

To compete with the current crop of big adventurers, Honda has added a raft of electronic rider aids to the CRF1100L.

It’s all thanks to a six-axis inertial measurement unit-managed.

Rider aids include optimised off-road “torque control” (basically traction control that manages power and engine braking), three-level wheelie control, two customised riding modes and now four default riding modes.

The new mode is “off-road”.

2020 Honda CRF1100L Africa Twin

It also has an LED headlight, automatic indicator cancel and a USB port.

The new touchscreen instrument panel has Bluetooth audio and Apple Carplay which only works when your phone is plugged in, not via Bluetooth.2020 Honda CRF1100L Africa Twin

That means the screen will show your phone’s satnav and call details as well as some apps such as Spotify.

Cosmetics are slightly changed, but the suspension and wheels are the same.

Honda CRF1100L Africa Twin specs2020 Honda CRF1100L Africa Twin

Type SOHC liquid-cooled 4-stroke 8-valve parallel twin with 270° crank and Uni-cam
Displacement 1084cc
Bore & Stroke 92mm x 81.5mm
Compression Ratio 10.1:1
Max. Power Output 75kW at 7,500rpm
Max. Torque 105Nm at 6,250rpm
Noise Level 73dB
Oil Capacity 4.8/4.3 (5.2/4.7 DCT)
Carburation PGM-FI
Fuel Tank Capacity 18.8L
CO2 Emissions 112g/km MT

110g/km DCT

Fuel Consumption 4.9L/100km (20.4km/L) MT

4.8L/100km (20.8km/L) DCT

Starter Electric
Battery Capacity 12V-6Ah Li-ion battery (20hr)
ACG Output  0.49 kW/5,000rpm
Clutch Type Wet, multiplate with coil springs, aluminium cam assist and slipper clutch

DCT – 2 wet multiplate clutches with coil springs

Transmission Type 6 speed manual (6 speed DCT)
Type Semi double cradle
Dimensions (L´W´H) 2330mm x 960mm x 1395mm
Wheelbase 1575mm
Caster Angle 27.5°
Trail 113mm
Seat Height 850/870mm (low seat option 825mm, high seat option 895mm)
Ground Clearance 250mm
Kerb Weight 226kg (DCT 236kg)
Type Front Showa 45mm cartridge-type inverted telescopic fork with dial-style preload adjuster and DF adjustments, 230mm stroke
Type Rear Monoblock aluminium swing arm with Pro-Link with Showa gas-charged damper, hydraulic dial-style preload adjuster and rebound damping adjustments, 220 mm rear wheel travel
Type Front 21M/C x 2.15 wire spoke with aluminium rim
Type Rear 18M/C x 4.00 wire spoke with aluminium rim
Rim Size Front 21″
Rim Size Rear 18″
Tyres Front 90/90-21M/C 54H (tube type)

(Bridgestone Battlax Adventurecross Tourer/

AX41T Metzler Karoo Street)

Tyres Rear 150/70R18M/C 70H (tube type)

(Bridgestone Battlax Adventurecross Tourer/

AX41T Metzler Karoo Street)

ABS System Type 2 channel with IMU
Selectable ABS MODE with on-road and off-road setting
Type Front 310mm dual wave floating hydraulic disc with aluminium hub and radial fit 4-piston calipers and sintered metal pads
Type Rear 256mm wave hydraulic disc with single piston caliper and sintered metal pads. 2-channel with rear ABS OFF mode.
Instruments LCD Meter, TFT 6.5inch touch panel multi information display
Security System Immobiliser, security alarm (optional)
Headlight LED
Taillight LED
Electrics Daytime running lights, Bluetooth audio and Apple Carplay, USB socket, auto turn signal cancel, cruise control, emergency stop signal, IMU, HSTC, wheelie control

2020 Honda CRF1100L Africa Twin

Source: MotorbikeWriter.com

Honda teases new CRF1100L Africa Twin

Honda has released a teaser video that shows a rapid dust trail across the desert and the words “True Adventure” which could be the tipped CRF1100L Africa Twin.


It is expected the 998cc engine from the CRF1000L will be upgraded to a longer-stroke 1084cc unit in the CRF11009L.

The bigger engine capacity will make it more competitive with the BMW, Ducati, KTM and Triumph adventurers.

Performance is expected to increase slightly from 70kW to 75kW, but weight may also be up from 243kg to about 250kg.

It is expected the new engine will meet the coming tough Euro5 emissions regulations and be 3dB quieter.

It is also suggested the standard tank may be increased from 18.9 litres to 24.2 litres like the Adventure Sports model.

2018 Honda Africa Twin CRF1100L
2018 Adventure Sport and standard model

Last year, Australia’s Safari Tanks introduced a $1140 34-litre tank for the Honda Africa Twin to allay touring concerns and provide up to 500km of range. 

There could also be some styling tweaks, although the video shows nothing of the bike.

Many expect the 2020 CRF1100L Africa Twin to go on show at the 2019 Tokyo Motor Show (24 October – 4 November 2019).

Source: MotorbikeWriter.com

What We Love About The Honda Africa Twin CRF1000L And What We Hope To See Next

At Motorcyclist, we’ve been huge fans of the Honda Africa Twin since it first came out in 2016. And with rumors of an upcoming, larger-displacement AT swirling around the Internet, we’ve been thinking about what could make it even better.

For the last several months, I’ve been borrowing my buddy’s 2016 model and it’s been a great all-weather companion thanks to its utility, character, and build quality. Best of all, it’s kept me riding while my fancy Italian sportbikes—divas that they are—have been holding out for Tuscan-esque sunshine.

RELATED: Honda Africa Twin Redondo Beach Police Motorcycle Ride-Along

There’s a lot to love about the AT, but I can’t help but consider what I hope Honda brings out for the new model—always a fun exercise when you get wind of something new in the moto world.

What We Love

The AT feels like a wrecking ball.

The first time I rode the Africa Twin, I felt like I could run through a brick wall. Between the tall in the saddle stance and the thumper-esque engine note, it gives the impression of being a big dirt bike. And since handling is super stable, the rider feels a bit unconquerable on the thing.

The motor is one of the recent greats from Honda.

The Africa Twin is kind of gnarly for a Honda, kind of unrefined. But in a good way. The parallel-twin engine has honest-to-goodness character, and the exhaust note snaps and burbles under deceleration, encouraging gratuitous revving at stoplights. More importantly, the power delivery is great off road and is exceptionally usable on the street. With 65 pound-feet of torque available at 5,500 rpm—and not too much less than that delivered at the bottom-end of the rev range—it’s easy to slide the rear end around on the loose stuff. And mated with a peak output of 82.4 hp that hits at 7,500 rpm it’s easy to use every last bit of it all the time.

It’s utilitarian and hard wearing.

The red, black, and white paint looks best splattered in mud and road spray. What’s great about the AT—and ADV bikes in general—is that they’re meant to be ridden hard. They aren’t pretty or fussy and they don’t mind getting their feet wet. As a cold-weather companion, the AT has been a stalwart for me. It fires right up on frigid days, its nuts and bolts haven’t started looking fuzzy after blasting through salt-caked roads, and it’s made me feel secure and in control on sketchy road surfaces.

After coming indoors from a satisfying 30-degree ride and wrapping my hands around a hot cup of coffee, it seems a natural posture from which to ruminate on what I love about the bike that just delivered me safely home. And at the same time, I wonder what Honda’s got up its sleeve next. Here’s what I’ve come up with and what I’m hoping for myself—in case, you know, I get to borrow the new one for a while too.

Changes That Could Broaden The AT’s Appeal

Improved road handling.

Off-road, the AT comes into its own. But on the road, the 21-inch front feels vague—not unexpected, but it’s not all down to the 21-inch front/knobby double whammy. There are other bikes with that combo that are easy to scrape the pegs on all day. And even running OEM rubber, the AT’s front end doesn’t communicate what it’s doing on pavement.

Multiple specs.

I’m cool with Honda pursuing the more off-road crowd, but when it built the Adventure Sports and delved deeper into the off-road realm, it ignored the fact that the base model was already pretty off-road biased. What’s made bikes like BMW’s GS models so successful is that they can be whatever the rider wants them to be. The point of a big ADV—for many riders, anyway—is that it can go off road but it’s first and foremost a great road bike.

To satisfy a broader range of customers, maybe Honda could take a page from the Euro manufacturers and build multiple specs. Keep the Adventure Sports as the more off-road-focused model, and then massage the base AT so it’s better on the road. Giving it a 19-inch front wheel would be a start. As it is, Honda doesn’t offer a bike that really competes with a Ducati Multistrada 950, Kawasaki Versys 1000, or the slew of larger-displacement road warrior ADVs, like the BMW R1200GS or KTM 1290 Super Adventure. The Africa Twin should be the Honda to do it. But it isn’t.

A new TFT dash.

With a base price of $13,599, the Africa Twin should have a TFT dash. It’s 2019.

Updated electronics package.

For 2018, Honda gave the Africa Twin a revised electronics suite with a ride-by-wire throttle and seven-level traction control, but we’d like to see more changes. We’d expect cornering ABS to be included on the new model. Also, standard heated grips across the model range would be very welcome. And a heated seat.

Up/down quickshifter.

Even though DCT, Honda’s automatic transmission, works well, I’d rather save the additional weight and have a sweet-working quickshifter. And at the price point, a good quickshifter should be a no-brainer.

More power.

The Africa Twin’s motor is a gem and a very usable package on the street. It has great torque throughout the rev range, and since it only revs to around 8,000 rpm, you can take it into the red all the time. It’s good fun and very addicting. So why not capitalize on its best feature? More is almost always better.

A centerstand that’s easier to use.

It’s not as though the Africa Twin is unusually heavy for the breed, so it shouldn’t be so hard to put up on the centerstand. It’s like Honda mounted it in the wrong spot or something. It takes more muscle than my tethered-to-a-screen dad bod can reliably muster, and I’m not afraid to admit it. It’s the motorcycle’s deficiency, not mine (I’d like to think).

Are you an Africa Twin owner? What would you like to see on the next-generation model? Comment below.

Source: MotorCyclistOnline.com

Redondo Beach Police Chief Keith Kauffman On a New Kind Of Motorcycle Cop

Lately, we’ve been spending time with the Redondo Beach Police Department, logging some hours in the saddle of a Honda Africa Twin alongside motor officer Bill Turner and speaking with Keith Kauffman, Redondo Beach chief of police.

Kauffman has championed a change of approach to policing by motorcycle, especially as regards the equipment issued to officers. More effective motorcycles, better training, and safer gear are self-evident essentials Kauffman wants to provide to the riders under his direction. This conviction has led him to scrap the typical Harley-Davidsons or BMWs seen in many agencies in favor of the CRF1000L.

“I’ve been riding adventure bikes for a long time,” Kauffman explains. “I had a KTM 990 Adventure S. I had that for 10 years almost. In fact, I just sold it. I’d always thought, ‘What are we doing as policemen riding these huge, touring bikes, when there’s these other platforms that are lighter, that have suspension?’ Everything just seems to be better for the application that we actually use it for, especially in a municipality.

“We’re in and out of traffic. I’ve always seen in my entire career, guys on motorcycles getting in between cars in tight spaces while they’re trying to solve a crime or a crime in progress, going up and down curves. That’s the benefit of the motorcycle. That’s why they’re still used. But the platform I’ve always thought has been wrong.”

But a stock model off the showroom floor won’t cut it. There are police-specific accessories, crash protection, lighting assets that had to be developed. Honda proved willing to take on the challenge.

“We have great friends and supporters at Honda,” Kauffman continues. “We have a Redondo Beach Police Foundation. Honda had donated some of the side-by-side Pioneers to that foundation. So I called them. I made the pitch and I said, ‘Listen. We want to design a new police motorcycle and we think the Africa twin could be the one.’ They believed in us. Said, ‘How many you want?’ They gave us two.

“From there we had to fabricate the whole bike. Nobody had lighting for it. Nobody had the right crash bars and siren mounts and gun mounts, all the things police would need. So Jeff (Weiner, American Honda) said, ‘I know a fabricator.’ Then he ends up calling Roland Sands. Of all people, we get Roland Sands, right? So we took the bike down there and said, ‘What do you think about doing an adventure bike?’ He goes, ‘You know what? We’ve been wanting to build one. We haven’t built one yet.’ We basically said, ‘We want to build the baddest-ass police motorcycle in America.’ He’s like, ‘Yeah. I’m in. We can do that.’ ”

Yet having a few motorcycles built by a world-renowned custom designer isn’t an end point, it’s just the start. The two active CRF1000Ls are more of a proof of concept to show other agencies the Africa Twin is a highly effective asset for a police force. The next step would be to develop police-ready versions that are decked and ready for purchase, which is exactly what Kauffman is working on now.

“We’re going to start duplicating,” Kauffman says, “and having a dealership that currently builds out ST1300s start building out Africa Twins. It’s one thing to bring the concept to market. That was a big deal. It took us a long time. There was a lot of trial and error, and we came up with a fabulous product. But it’s another thing to now get other people on board. The reality is it’s got to be turnkey.

“So that’s what’s happening right now. Huntington Honda is actually working on the templates for a new Africa Twin police motorcycle that will be turnkey. Anyone can buy it. It’s great. The bikes are inexpensive. Once we get the outfitting down, it’s going to be way cheaper than buying an ST. It’s going to be half the price of a BMW.”

But even having models outfitted for duty might not be enough, at first. Kauffman’s conviction that a change in motorcycle policing didn’t just come about out of thin air, but after years of experience seeing poor training processes, inappropriate machinery or gear, and stubborn resistance to change.

One instance that Kauffman cites is a recent trip to the Police Unity Tour in Washington, D.C. for Police Week. He and his colleagues stood by watching proceedings, a large group of cyclists converging on the capital after a 300-mile ride and escorted by police motorcycles.

“I’m sitting there talking with a fellow rider—this guy named John Bruce, one of our sergeants,” Kauffman relates. “I’m looking at all these Harley’s come in. We’re looking at the way that officers across America are dressed, wearing the cavalry boots. Even some of them bloused, wool pants, open-face helmets, leather ears. I’m just shaking my head going, ‘This is stupid. Our job is dangerous enough, yet look what’s going on.’ I think the main thing that I’ve seen in my career, kind of the quote, is that I think law enforcement is blinded by tradition. You can’t see the forest through the trees. Everything is progressing around us, yet to make change in our industry is difficult.”

That discussion with Bruce prompted the initial look into adventure bikes as a viable platform for police units. But even as one new idea arises and takes shape, a whole host of other issues come to the fore.

“We’re questioning everything. The uniforms, the helmets, everything. I’ve had the horrible experience of burying three cops, all due to motorcycle accidents on duty. If you do that enough… I’m to the point in my career where obviously now I’ve been fortunate enough to make it to a spot where I have influence and I can effect change. If I don’t do it, who’s going to do it? So I’m trying to go out swinging here, and it’s hard to do. It’s hard to convince people.

“So many people get hurt on police motorcycles. We’re either going to stop using them, or we’re going to use the right product with the right safety gear, and then we could have a whole other conversation about the level of training that we get because it’s too antiquated. Blinded by tradition.”

However, the conversation about training has already started as well, at least for Kauffman. He recently took an Africa Twin to the motor school and was met with resistance.

“I went through motor school on the Africa Twin,” Kauffman says, “and I did it on an automatic, the DCT. When we brought that bike to the motor academy, they said right away, ‘Well, you’re not going to be able to do it because it doesn’t have a clutch.’

“I said, ‘Okay. What won’t I be able to do?’ ‘You won’t be able to do the cone patterns because you don’t have clutch/throttle control. We don’t allow you to use the rear brake.’ I thought, ‘Okay. Let me practice then. No rear brake on a DCT and see if I can get these cone patterns down.’

“I’m not an expert rider. I don’t have time in the saddle like you or like Bill Turner. But the reality is, on that bike, I could beat the vast majority of the field even without a rear brake because the bike is so superior. It’s lighter. It’s balanced better. It has a better turning radius. Seating position is better. Everything was better. So I was able to navigate those cone patterns without using a rear brake at very, very slow speeds. But what even struck me as more odd is if I could do those cones better using a rear brake, why wouldn’t the school let you do it? It’s again, blinded by tradition.”

And the training for Kauffman didn’t stop there. As many with backgrounds in bikes know, getting expert-level coaching at a track can pay huge dividends on the road. So the Africa Twin went to the track, and Jason Pridmore gave his input.

“The first day I brought that bike out to the track, Pridmore was there and he watched me ride it and then he gave me some tips. I went back out and I started turning the bike with my legs. My seating position was different. I started to understand the concepts of trail-braking. Everything he taught me was opposite of what I was taught in a school.

“He would ask me, ‘Why do you do that?’ I’m like, ‘Well, that’s what they taught me.’ He goes, ‘But, okay, that would be for maybe a Harley-Davidson motorcycle or the old Kawasakis, but you’re talking about a 2018 Africa Twin with dual Brembo front disc brakes. You only need one or two fingers on the brake.’ It was crazy.

“My riding got way better in one day. But I was also sick to my stomach because I’m like, ‘Here I am running a police organization and the next kid who wants to ride a motorcycle, our tradition says we’re going to stick him on an ST. We’re going to throw him into this motor school and he’s going to be taught an antiquated method, probably from the ’80s.’ Why are we doing that? The whole system has to change. That’s what we’re working on, all of it. The bike, the training, the equipment. None of it makes sense to me.”

Unfortunately, the effect of subpar education and equipment is already taking its toll. Many departments around the country are opting to discontinue motorcycle police units all together, rather than seek to make motorcycle policing safer for the officers on two wheels.

“They’re removing their programs,” Kauffman continues. “Motor cops. Getting rid of them. They’ll put parameters on them. ‘Well, we don’t want you riding during the peak traffic in the evenings when it’s dark because it’s too dangerous.’ Well, I don’t know. How about let’s get on the right bike with the right equipment and do the right training and do the right enforcement and save more lives in the outcome. It’s just harder to do. Those are kind of the struggles that I deal with and the things that I see.”

Kauffman and those in his court are facing the challenge of changing minds head on though. Last year they rode a few Africa Twins in the same Unity Tour that first prompted the thought to make the switch to adventure bikes. With a full suit of appropriate gear too.

“So now imagine all these motorcyclists from across America coming through the National Law Enforcement Memorial, and here are two guys on Roland Sands-designed, badass Africa Twins, wearing Alpinestars gear, full-face helmets. Literally we were the laughing stock, which is awesome.

“Then any of those motor cops that would come over and look at that bike, I would say, ‘Here’s the waiver. Get on it.’ ‘Well, I don’t think it will do this or that, or it doesn’t have a clutch so you can’t…’ I’m like, ‘Here’s the waiver. Stop talking and get on the bike.’ You know what? No one would do it because they know it’s better.”

The resistance to troubleshoot isn’t just a matter of motorcycles either, in Kauffman’s estimation. Training practices throughout the process of becoming an officer need reworking.

“We’ll send someone to a police academy with a gun,” Kauffman says, “like a hand-me-down because they’re in the police academy. They might fail. I’m not saying we do this now, but I’m saying law enforcement in general.

“Let me give you the scenario. So Adam’s going to go to the police academy and we send you with some piece-of-crap, old gun. You’re going to go and you’re going to fire 5,000 rounds through that gun during training. You’re going to come back to us and you’re going to be a police officer.

“Then we’re going to take that from you and we’re going to hand you a different one and go, ‘Here you go.’ Stupid. Why would we do that? Why wouldn’t we give you and let you train with the tool you were going to use? Same thing happens in motor school. ‘Oh, he’s going to go to motor school? Yeah, he’s probably going to drop that bike a lot because of whatever.’ So here’s a piece-of-crap, old bike, not the type or even one you’re going to ride. You go through the school and you come back and we put you on something else. Some agencies put guys on completely different models. Why would you do that?”

Thankfully for officers entering the Redondo Beach PD, that will no longer be the case. The current fleet of two RSD Africa Twin bikes and a single, stock CRF1000L (used as a training bike) will be joined by more soon. There will be more DCTs on the fleet, but clutch versions as well. Kauffman’s approach is to have a motorcycle that’s appropriate.

“What I care about is I want the bike to fit the rider. So if I’ve got a Bill Turner and he wants to ride the clutch version of the Africa Twin instead of the DCT, so be it. I don’t care. Here’s where I care: If I’ve got a brand-new kid who’s never ridden a motorcycle before, who’s not getting clutch-throttle control, why are we going to do all of this when the DCT is superior?”

You can also believe that Kauffman and his crew will be back in full force for the next Unity Tour, championing the Africa Twin as best as they can to colleagues from around the country. Because change is what is key, opening minds to the possibility that things can be better, not only for a department’s bottom line, but for the riders who already risk enough putting themselves in the line of duty.

“Maintaining the status quo of anything, it can be challenging to even do that,” Kauffman tells us. “In any organization, any agency, it doesn’t matter. Any culture. Maintaining status quo sometimes can even have a challenge. But it’s much easier than effecting change. I think the only thing I want to leave law enforcement with when I’m all done, when I’m off surfing and I hang up the guard belt, I want people to say, ‘That guy, he was a horrible cop but he would go after change. He wasn’t afraid of that.’ If that’s what I leave with, then I’m happy.

“So many things that we do in our industry just don’t make sense. When you push, people get scared. They get nervous. But if you provide good support and you have good leadership from the bottom up, not someone at the top pushing the message down, when that happens, then change will occur.”

Source: MotorCyclistOnline.com

2019 Africa Twin Adventure Sports now in dealers

2019 Honda CRF1000L Africa Twin Adventure Sports

Available in Digital Silver Metallic for 2019

With pricing for Honda’s Africa Twin and Adventure-Sports versions released back in May, year’s end sees the 2019 editions of the Adventure-Sports arriving, with pricing remaining the same and a brand new colour – Digital Silver Metallic – available from Australian dealers just in time for  your Christmas adventures.

AfricaTwin Adventure Sports Digital Silver Metallic
2019 Africa Twin Adventure-Sports in Digital Silver Metallic

The Africa Twin Adventure-Sports stands out as the harder edged off-road option, being taller, with more upright seating position, flatter seat (920mm height), and extended wind protection, as well as a standard sump guard and side pipe. A larger fuel tank with 5.4L extra capacity is also featured, as is longer travel suspension. Read on below for full details.

AfricaTwin Adventure Sports Digital Silver Metallic
Honda’s 2019 Africa Twin Adventure-Sports arrives in Digital Silver Metallic for $19.499 for the ABS/Manual and $19,999 for the ABS/DCT version

Africa Twin pricing

  • MLP – CRF1000L ABS/Manual $17,499
  • MLP – CRF1000L Adventure-Sports ABS/Manual $19,499
  • MLP – CRF1000L Adventure-Sports ABS/DCT $19,999

Honda’s massively successful Africa Twin has only been on the market a couple of years but the impact it has made in the adventure-touring market has been huge.

2018 Honda CRF1000L Africa Twin Adventure Sports
2018 Honda CRF1000L Africa Twin Adventure Sports

Combining an excellent price point compared to many rivals in the sector, along with rugged looks, a charismatic parallel twin and genuine go pretty much anywhere ability it relaunched Honda into the adventure-touring category and immediate success.

For 2018 Honda has updated both the base model CRF1000L Africa Twin but also added a new Africa Twin Adventure Sports model, aiming to extend the platform even further into long-range off-road ready territory, with 2019 models remaining unchanged.

The base model arrives standard with ABS now in the Australian line-up. The three model Africa Twin range now starts with a manual/ABS model at $17,499 then steps up to the new Adventure Sports model at $19,499 for the manual/ABS variant before topping out at $19,999 for the Adventure Sports with DCT. Thus the base model can no longer be ordered with the DCT transmission and ABS is standard across the range.

Honda Africa Twin Adventure Sports
Honda Africa Twin Adventure Sports

Africa Twin Adventure Sports Changes Summary

  • 5.4 litre bigger fuel tank – 24.2 litres
  • Fly-By-Wire Throttle
  • Three Riding Modes
  • 50mm taller seat height, flatter seat
  • Longer travel suspension
  • Lithium-Ion battery saves 2.3kg
  • Modified Air-box & Exhaust
  • Stronger mid-range response
  • Lighter Balancer Shaft
  • Off-Road pegs
  • Stainless Spokes
  • Heated Grips
  • AC Charging Socket
2018 Honda CRF1000L Africa Twin Adventure Sports
2018 Honda CRF1000L Africa Twin Adventure Sports

Africa Twin v Africa Twin Adventure Sports comparison

Side-by-side with its sibling, the CRF1000L Africa Twin Adventure Sports is obviously taller, with a flatter seat profile and more upright riding position. The fairing and screen offer more wind protection and a large sump guard and side pipe fully protect the machine. An extra 5.4L fuel capacity extends range beyond 500km, while heated grips and an AC charging socket add comfort and convenience.

The 2018 CRF1000L Africa Twin Adventure Sports will be available in one 30th anniversary Tricolore paint scheme to celebrate the XRV650’s launch in 1988.

2018 Honda CRF1000L Africa Twin Adventure Sports
2018 Honda CRF1000L Africa Twin Adventure Sports

Mr K. Morita, Large Project Leader (LPL)

“Our CRF1000L Africa Twin has proven itself a worthy successor to the original and very much the ‘Go Anywhere’ machine that we set out to make. Over the last two years it’s a motorcycle that’s covered millions of kilometres, and we have received plentiful feedback from owners. For 2018, with the Africa Twin Adventure Sports we have used the revised CRF1000L as a starting point and added everything the long-distance rider needs to get the very most out of any adventure.”

2018 Honda CRF1000L Africa Twin Adventure Sports
2018 Honda CRF1000L Africa Twin Adventure Sports

2018-2019 Honda Africa Twin Model Overview

The four-valve 998cc parallel twin Unicam unit’s tractable and usable all-day performance belies its extremely compact dimensions. They are the result of clever packaging touches such as housing the water pump within the clutch casing, and using the engine’s balancer shafts to also drive water and oil pumps. As a result, longitudinally, it is the same length as Honda’s popular 500cc engine, and its short height contributes to the Africa Twin Adventure Sport’s 270mm of ground clearance.

For 2018, a modified airbox improves the power unit’s mid-range response, as does a lighter balancer shaft weight. A revised exhaust serves up an even more evocative howl as revs rise and also contributes to the improved performance.

A significant addition to the Africa Twin platform for 2018 is its new Throttle By Wire (TBW) system, which brings with it 3 riding modes to adjust engine character and output to suit riding conditions. Also new is an extended range of Honda Selectable Torque Control (HSTC) input.

2018 Honda CRF1000L Africa Twin Adventure Sports
2018 Honda CRF1000L Africa Twin Adventure Sports

The unique DCT (Dual Clutch Transmission) version features the standard manual mode – allowing the rider to operate gearshifts through triggers on the left handlebar – and two automatic modes. D mode offers the best balance of fuel economy and comfort cruising whilst S mode gives three different, sportier shift patterns to choose from. The DCT is also fully equipped to operate in an off-road environment and off-road functionality is enhanced by the G button. Pushing the G button in any riding mode modifies the control of the clutch system to give a more direct drive.

The semi-double cradle steel frame provides the ideal balance of high-speed stability matched to genuine off-road ability by combining sheer strength with flexibility. The engine is mounted on 6 engine hangers, which keeps vibration to a minimum, avoiding the need for steering dampers. The new lithium-ion battery saves 2.3kg on the 2017 Africa Twin’s lead unit, and the Adventure Sports version shares several detail changes made to improve the platform’s off-road ability and durability.

2018 Honda CRF1000L Africa Twin Adventure Sports
2018 Honda CRF1000L Africa Twin Adventure Sports

Fully adjustable 45mm Showa inverted forks, fully-adjustable rear shock, dual radial-mount Nissin four-piston brake calipers and 310mm ‘wave’ style floating discs are unchanged for 2018. The 21-inch front and 18-inch rear spoked wheels are constructed from stainless steel. In addition to the standard dual-purpose 90 front/150 rear rubber, block tyres are also approved for fitment.

2018 Honda CRF1000L Africa Twin Adventure Sports
2018 Honda CRF1000L Africa Twin Adventure Sports

Dual LED headlights maintain the original Africa Twin’s presence and the seat height adjusts 20mm from the 900mm to 920mm (both respectively 50mm higher than the standard model). The 24.2L fuel tank – and the engine’s fuel efficiency of 21.8km/l (WMTC in DCT mode) – provides a range of over 500km.

Source: MCNews.com.au