The all new Shoei Glamster joins the J.O and EX-ZERO in Shoei’s range of neo-classic models and offers genuine vintage style in an extremely compact and lightweight helmet.
Shoei Glamster
The Glamster provides all the features you would expect from a genuine Shoei without sacrificing Shoei’s renowned comfort and safety!
The solid colour helmets are available this month while the Glamster’s with graphics will not arrive until June.
This darn coronavirus is just mucking everything up. Virtual unveilings and press releases just don’t have quite the same impact as dramatically pulling a sleek black sheet off a new model, bright lights and flashbulbs popping off the paint, at an international auto or motorcycle show. Honda had originally planned to unveil its CB-F Concept, a CB1000R-based homage to “Fast” Freddie Spencer’s ’80s superbike, at the 36th Osaka Motorcycle Show and 47th Tokyo Motorcycle Show, both of which have been canceled.
Don’t fret, Honda, we still think this is a gorgeous machine, and we hope it becomes more than just a concept bike. Continuing the CB’s 60th anniversary theme, the CB-F Concept hearkens back to the classic air-cooled inline four CB900F and CB750F (famously raced by Freddie Spencer), complete with a cool white, silver and blue livery that should look familiar to anyone who remembers Freddie’s Daytona race bike.
Honda CB-F Concept. Images courtesy Honda.
Of course, this isn’t an old-fashioned tubular steel-framed, carbureted, air-cooled machine; it’s based around the potent CB1000R, with its 998cc DOHC, 4-valve-per-cylinder inline-four, high-tensile steel mono-backbone frame, single-sided aluminum swingarm and inverted fork.
What do you think? Should Honda turn this CB-F Concept into a production bike? Let us know in the comments below.
2021 BMW R 18 First Edition. Images courtesy BMW Motorrad.
It’s here, and for the most part it looks exactly how we hoped it would: like a classic BMW. The 2021 BMW R 18 “Big Boxer” cruiser has finally been unveiled in complete production form, with a look reminiscent of the R 5 model of the 1930s.
Powered by a massive 1,802cc OHV air/oil-cooled 4-valve opposed twin, the largest “boxer” engine BMW has ever produced for a motorcycle, that generates a claimed 91 horsepower at 4,750 rpm and 116 lb-ft of torque at 3,000, the new R 18 certainly seems to talk the talk, ready to go toe to toe with the established cruiser brands. It sports modern rider aids like partially integrated braking (the hand lever activates both front and rear brakes, the foot pedal only the rear) with ABS, a six-speed transmission with anti-hop (slipper) dry clutch, standard ASC (stability control) and MSR (engine drag torque control), and three ride modes: Rain, Roll (for regular riding) and Rock (for sportier riding). Hill Hold Control and Reverse Assist are optional.
The 2021 R 18 with its styling inspiration, the classic R 5.
The R 18’s classic lines come courtesy of a double loop tubular steel frame with easily removable rear subframe for easy customization, a double-sided swingarm with exposed driveshaft on the right side, a telescopic 49mm fork with 4.7 inches of travel and a hidden, preload-adjustable cantilever rear shock with 3.5 inches of travel for a hardtail look. Three brake discs, two up front and one in the rear, are 300mm in diameter and are squeezed by 4-piston calipers.
Spoked wheels are 19 inches up front, 16 at the rear, and appear to be tube-type, although that is not specified in the information we’ve received. Lighting is all-LED, and the R 18 can be fitted with an optional Adaptive Headlight (lean-angle sensitive cornering lights). Keyless Ride is standard.
The 2021 R 18 will be available worldwide in a special First Edition model, which includes the signature black paint with white pin striping, chrome details, “First Edition” badging and more. A base model will also be available in the U.S. and other select markets. Pricing starts at $17,495 for the base model and $19,870 for the First Edition.
This is, after all, a cruiser, and so BMW will also be offering two customization packages from Roland Sands Design, the “Machined” and the “Two-Tone Black.” BMW will also offer an extensive list of customization parts and accessories so buyers can make their R 18 uniquely their own.
Keep scrolling for more photos….
Exposed driveshaft on the right side of the double-sided swingarm.Mid-mount controls are behind the huge cylinders. We’re not sure how forward controls would work on this design, but we do know that floorboards are a BMW option.Classic round display includes a gear indicator. “Berlin built” refers to the fact that this model is built in BMW’s Berlin-Spandau factory.2021 BMW R 18 First Edition.2021 BMW R 18 First Edition.LED headlight includes an optional Adaptive Headlight (cornering lights).2021 BMW R 18 base model.2021 BMW R 18 First Edition.
2021 Honda ADV150. Images courtesy Honda North America.
This is not an April Fools joke…. American Honda has announced that the ADV150 “adventure scooter” will be coming to the U.S. market as early as June 2020, as a 2021 model year machine. The unique scooter has a rugged look, with Showa suspension, aggressive tires, an adjustable windscreen, under-seat storage and a Smart-Key system with built-in theft deterrents. U.S. retail pricing is $4,299.
To quote Chris Cox, American Honda’s Manager of Experiential Marketing/Public Relations, “What do you get when you combine an Africa Twin and a PCX150? We weren’t sure, but we knew it sounded like fun!”
We agree, Chris. We could use a little fun right now, and we can’t wait to get a ride on one.
The original Rocket III made quite a splash with its gargantuan 2.3-litre triple back in 2004. Starting out as something of a naked roadster, with a difference, before developing a touring style bent with more comfort, wind protection and other travel related accoutrements in the Rocket III Touring. The model line has been fairly popular in Australia with more than 2200 Rocket III machines hitting Australian roads.
Triumph Rocket III History – Click to enlarge in new window
For 2020 the Rocket III has now changed its moniker to Rocket 3 and has had its biggest ever revamp. It is essentially all-new, and most definitely a major leap forward in every respect while packing a much bigger punch than before. It is now offered in two models, Rocket 3 R and Rocket 3 GT. Their respective catchcrys are ‘ultimate muscle roadster’ for the R, while the GT is given the tag line ‘built to go further, in more comfort’.
2020 Triumph Rocket 3 R and Rocket 3 GT – The GT is seen here with passenger back-rest
Triumph Australia have priced the new arrivals at $27,990 for the R, and $28,990 for the GT. For that you’re getting some pretty epic bang for the buck. I should also highlight just how much cheaper the Rockets are to buy here than in the UK. Brits have to fork out 20,000 pounds for these machines which works out to almost 40k in our money.
Triumph Rocket 3 R is a handsome beast but misses out on the milled face rims that adorn the GT
And bang, jaysus there is some bang. Let’s start with the engine, it is all about the engine. I mean just look at the thing, it is all engine!
What brought home to me just how bloody strong and effortless the low down pull from the Rocket 3 is was jumping back on the long term KTM 1290 Super Adventure S after two days on the Triumph. Less than an hour after getting off the big triple I headed home on the KTM and as I wound the throttle on to pull away it felt like twisting the throttle of a Royal Enfield…
Triumph Rocket 3 GT front of shot with accessory bags, luggage rack and pillion back-rest
Seriously, the KTM LC8 engine is one of the most epic in motorcycling, and truly hedonistic once the revs rise, but I had never before had the feeling that the rush of torque on the KTM had any sort of real delay, but now all of a sudden it really did feel like I was waiting for the grunt to arrive… This is an engine with 108 Nm of torque at 2500 rpm, now all of a sudden it felt pretty lifeless until the tacho swept past 6000 rpm on the way to its peak twist of 140 Nm at 6750 rpm. The last of the big twin Ducati sports-bikes, the 1299 Panigale R Final Edition makes about the same torque as the KTM but at a much higher 9000 rpm, so it would feel even more breathless down low than the Austrian when compared to the Brit.
Rocket 3 does not naturally lift the front on its own due to the rear suspension linkage lay-out and takes some coaxing to lift rather than spin
By 2500 rpm the Rocket 3 is already making 200 Nm on its way to a 221 Nm peak at 4000 rpm. That 2500 rpm figure understates why all of a sudden it felt as though I was waiting for the kick from the KTM. Just off idle the Triumph is already generating way more meaningful thrust than any sporting motorcycle musters anywhere in their RPM range.
I guess a lot of people interested in the Rocket 3 would be instead measuring it against the latest and greatest from Harley-Davidson. Now I don’t think anyone has ever described a Harley as powerful, but they do grunt pretty well off the bottom. The latest Milwaukee-Eight engines make 160Nm of torque at a relatively early 3500 rpm but compared to the prodigious pull of the Triumph the H-D still feels very poorly endowed. Just off idle the Rocket 3 is already making more torque than the Harley makes at its peak, and then rockets through to a power peak that is almost double that of the American bike…
Triumph Rocket 3 R steers quite well considering that fat 240/50-16 rear hoop
Really though, it is not until you jump off the Triumph and on to something else you thought was grunty, before you realise just how much bigger the Brits balls are. The smooth power delivery of the Rocket 3 serves to understate just how strong it actually is. You know it has plenty of stick, but you just don’t realise just how big that stick is until you compare it to something else back to back. Simply put, the fact of the matter is that nothing can hold a candle to the Rocket 3 when it comes to effortless shove.
And you can use all of that grunt, all of it, all of the time.
The front hoop is of a somewhat more regular size than the fat rear and measures 150/80-17
The beauty of all that twist being so low in the rev range means you get to enjoy it from every stop sign or traffic light. Your not sailing past the national speed limit before you get to feel that mighty torque shove. Sure, in top gear the Rocket 3 is only turning 2000 rpm at 100 km/h, but you do get to spin it up to peak torque a few times on the way there without the threat of having your motorcycle confiscated by the fun police for a month in the process.
For such a massive engine the gearbox and clutch is surprisingly slick and really does make a mockery of the archaic shift mechanisms we suffer through on the big twin cruisers. The shaft drive system negates the need for chain or belt maintenance and overall the whole drivetrain feels very polished indeed.
Triumph Rocket 3 GT with accessory bags, pillion back-rest and luggage rack
The shaft-drive is new for 2020 as is the more precisely engineered helical cut gearbox and torque-assist hydraulic clutch. Pretty much everything inside the crank-cases has also changed, as have the crank-cases themselves.
Despite the significant increase in capacity Triumph have shaved 18 kilograms off the engine and a total of 32 kg from the drivetrain as a whole. They are some pretty massive numbers and indicate that Triumph has really put everything they have learned in recent years into the new generation Rocket 3.
Above 4000 rpm, incidentally by which time you are doing over 170 km/h and still 3000 rpm from red-line, a few vibes can be felt, but below that it is a very smooth experience.
Triumph Rocket 3 R handles pretty well
The only other mild criticism I can level against the drivetrain is that the Rocket 3 could bring a little more theatre to the riding experience. This could be easily remedied by a set of aftermarket pipes adding dramaturgy to the histrionics.
On the pipe score however, top marks must go the stylists for getting the look of the headers just right. They are the styling master-stroke of the whole machine and punch your optic nerve right every time. I just wish the auditory nerve was hit as hard. There is a bit of crackle and pop on over-run that adds to the experience but it would be nice to hear it exhale fully under power.
2020 Triumph Rocket 3 R hydroformed headers are beautiful
Surely it can’t be long until someone hangs a turbo off those headers? I mean they are out in the breeze just begging to blow through a snail and at only 10.8:1 compression the stock engine could probably handle a bit of boost.
2020 Triumph Rocket 3 airbox is fed via the front of the frame
Plumbing that compressed air back around the other side to the air-box and triumvirate of throttle bodies might be a little harder though, and your right leg might get a bit warm… Still, I am sure some glorious bastard has a turbo system in development right now, and all power to those up for such a task, may the force be with you…
Trev made a little too much smoke by going up a few gears so had to roll out of this one as nobody could see the bike…
The new chassis seems largely up to the job. The new aluminium frame is stronger but 50 per cent lighter than before. All up the new generation Rocket 3 is 40 kg lighter than its predecessor. It even turns reasonably well considering it wears a fat 240/50-16 Avon Cobra rear hoop. If you get up to the sort of lark pictured here you will be glad to know that rear wheel removal is a simple five nuts and off it comes affair, with nothing else to remove in order to get the rear wheel out.
Triumph Rocket 3 R smoking it up at the Rob Roy HillClimb Circuit
The forks cope with big hits fairly well but the same can’t be said of the rear shock. Rear suspension design is always a compromise on machines such as these and while the lay-down shock appears to be a high-specification Showa unit that is fully-adjustable and sports a piggyback reservoir, it only has 107 mm of rear wheel travel to play with and that is always going to be a big ask on our shitty roads. Preload adjustment is by hand-wheel which makes dialling in some more spring support an easy task but still, big hits make their way through to the rider. The hits come harder on the GT due to its more upright riding position.
Triumph Rocket 3 piggyback shock and hydraulic pre-load adjuster
Don’t get me wrong, the Rocket 3 handles like brilliantly compared to anything cruiser based. There is no wallow or twist, just don’t expect the cornering prowess afforded by a sports-touring bike or adventure machine.
Triumph Rocket 3 handles well enough and is well ahead of anything cruiser based. Ground clearance is pretty good
On smoother tarmac the package works well enough but if carrying a pillion you would want to hope they were light. On the passenger score, the way the pillion pegs fold out when needed, yet disappear into the flanks of the machine when not is a particularly brilliant piece of design that I am sure will be copied by manufacturers the world over.
The pillion pegs fold away so neatly that you don’t even know they are there
It isn’t the easiest of bikes to master in regards to tight parking manoeuvres as despite the throttle being wonderfully smooth once opened, the initial pick-up from closed reminds you that a whole lot of engine is spinning underneath you. I am sure a more deft touch could be developed by the rider if on one all the time though.
Triumph Rocket 3 has pretty good ground clearance
Through sweeping bends it holds a line well and is agile enough to inputs despite its long wheelbase and relaxed rake.
On the comfort scale the Rocket 3 fares pretty well also. The seat is well designed and offers great support in all the right places. The GT gets a more comfort oriented seat but both options give little to complain about. The seat on the R is 773 mm from terra firma while the GT rider sits almost a full inch lower at 750 mm.
2020 Triumph Rocket 3 GT gets a nice milled finish on the rims
The GT also gets a slightly larger but still fairly minimalist windscreen while the rims score a milled face that stands out a little more from the all-black finish the R has on its rims.
Triumph Rocket 3 R rims miss out on the milled finish seen on the GT rims
I expected to hate the forward foot controls on the GT but they actually grew on me. The relatively generous ground clearance is not compromised, nor is shift quality or brake operation. That must have took a lot of work to get right and kudos to Triumph for not cutting corners and doing things half-arsed. The pegs can also be moved through three settings that tailor the reach by 25 mm each way.
2020 Triumph Rocket 3 GT
The mid controls of the R are adjustable through 15mm in the vertical axis and while they feel the most natural at first, I am actually a little torn between which lay-out I preferred. Kits are available from Triumph to put the forward controls from the GT on to the R, and vice-versa.
2020 Triumph Rocket 3 R and Rocket 3 GT have different riding positions but both are quite amenable
The reach to the bars also presents a stark difference between the two models with the GT bars more upswept and a much easier reach than the R, which has its grips 125 mm further forward. The stretch to the bars on the R felt a little long at first, but I soon became accustomed to it and didn’t find them uncomfortable at any point during our two days on the bikes. Neither lay-out is particularly extreme and thus both prove quite agreeable. Again, home work has been done well and there are further nice touches like the wiring being ran internally through the bars to clean up the look of the cockpit. Nice.
2020 Triumph Rocket 3 R cockpit is nicely finished
High-end Brembo Stylema radial mount calipers are pukka sports-bike level stoppers and do the business well. The fronts are aided by a generously sized 300 mm rear which is also a radial mount four-piston Brembo thanks to the ingenious way it mounts to the single side swing-arm. Both ends are powerful and progressive.
2020 Triumph Rocket 3 scores top shelf Brembo Stylema stopper rather than the more budget Brembo offerings
The nicely sculpted and finished fuel tank holds 18-litres of go juice which is handy as the big donk doesn’t mind a sip. Our riding was not exactly done with economy in mind, we burned around eight litres per 100 kilometres but if ridden normally I am sure that would drop to under seven or better, making a 250 kilometre touring range feasible.
2020 Triumph Rocket 3 R fuel tank is 18 litres, and it doesn’t mind a sip…
Full-colour TFT instrumentation is comprehensive, works well and is angle adjustable to suit riders of differing heights. Keyless ignition is standard, and the electronically operated steering lock is activated at the touch of a button. The GT also scores heated grips as standard while they are a $329 plus fitting option on the R.
2020 Triumph Rocket 3 R
Triumph’s long awaited bluetooth functionality has finally arrived and delivers turn-by-turn navigation instructions via the display. The system is driven via a paired phone running the ‘My Triumph’ app and is an optional ($295 + fitting) extra via a connectivity module. This also facilitates integrated phone and music controls via the left bar when a bluetooth equipped helmet is paired to the system. Your GoPro camera can also be paired to the system and controlled via the bars.
Switchgear works well enough
Cruise control is standard across both models along with four riding modes and top shelf Continental IMU driven lean-angle sensitive ABS and traction control systems. Hill hold control is also standard as is an under-seat USB power source.
Triumph Rocket 3 R and some slghtly older automotive art
The LED headlights look striking with their eyebrow daytime running lights and the LED theme continues throughout from front to back in all the lighting systems. Tyre-pressure monitoring ($389) and a quick-shifter ($499) are also available on the options list.
2020 Triumph Rocket 3 GT
Strapping luggage to the Rocket looks as though it would be problematic but Triumph have a smart range of integrated options that add useful amenity to the bike for commuting or touring duties.
Both bikes tip the scales just over 290kg dry but you never really feel that heft as the bike hides its mass well.
Triumph Rocket 3 armoury
You really have to give the Triumph guys kudos. The bean counters have allowed the engineers the freedom to deliver all those very smart touches that make the Rocket 3 that little bit special.
Compare the engineering smarts of the big triple to American iron and it really does make the Yanks look more than a bit silly. I sincerely hope Triumph give us a more dressed bagger model formed from the sturdy and well engineered back bone of the Rocket 3.
2020 Triumph Rocket 3 R and GT
Triumph’s new generation Rocket 3 is strikingly handsome and has the balls to back up its machismo looks, all the while displaying a polish and poise that makes the whole package exude a certain level of quality. I think these traits will engender pride of ownership and satisfaction in anyone that hands over their hard earned to take one home for good.
1977 Yamaha DT125 MX. Owner: Don Carver, Creston, California.
The Japanese were selling a lot of “street-scramblers” in the late 1960s, but these were merely street bikes with upswept pipes. Yamaha, in particular, was advertising three twin-cylinder “scramblers” in 1968, the same year it brought out the DT-1 Enduro 250 single, soon followed by the AT-1 Enduro 125. That enduro nomenclature made a bike a little more serious about bad roads, but still, it was a compromise, doing neither street nor dirt extremely well.
Despite its imperfections, the 125 changed the world for a lot of Americans. With a gallon of gas in the small 1.8-gallon tank this little charmer weighed in at about 220 pounds, light enough that just about anybody could pick it up. When buyers scooped up all the AT units that first year Yamaha understood it was on to something profitable.
Move along to 1974, minor improvements were made, and model codes were changed. The bike was redesignated the DT125 — the DT now denoting all of the enduros, from 125 to 400. The 125 chassis was quite conventional, with a cradle-style tubular-steel frame, dual shocks at the rear and a pair of 18-inch wheels.
For 1977 a new version of the DT125 appeared known as the DT125 MX, instantly recognizable as it came with a single shock rear end, just like the Yamaha’s YZ Monocross racers. As they liked to say those many years ago, “That looks really cool!” Image has always been important in the motorcycle world, and this had great image. Like the racers it used a cantilever-style swingarm, with a long DeCarbon hydraulic shock running all the way to the steering head, under the gas tank. The lengthy damper proved to be excellent for shock absorption, allowing the rear wheel to follow the bumps and dips rather than bounce over them. A dose of nitrogen gas made sure the shock would not bottom out.
Wheels were a 21-incher on the front with a 2.75 Yokohama trials tire, and an 18-incher at the back, with a 3.50 tire. The Takasago wheels each had a rim lock, a hint as to the expectation of a goodly amount of abuse. The five-inch drum brakes on both wheels were adequate in the dirt but rather weak when used on the pavement. The tubular frame cradled the engine/transmission, with a large backbone concealing the shock absorber. The subframe elevated the saddle to some 32 inches above the ground, the suspension allowing for 10 inches of ground clearance. The center-axle 31mm fork had 30 degrees of rake, five inches of trail, providing some seven inches of travel. Almost 53 inches ran between the axles.
The engine was semi-new, still with an oversquare 56 x 50mm bore and stroke totaling 123cc, but now with radial fins on the cylinder head for better cooling. A 24mm Mikuni slide carburetor using reed-valve technology fed gas and air into the crankcase, while Yamaha’s Autolube sent oil to where it should go. An aluminum sleeve fit into the cylinder, utilizing a five-port induction system, with a compression ratio of 7.2 to 1. Power was on the discreet side, with some 10 horses at 7,000 rpm, but that might have enhanced sales, as it was not enough to get into serious trouble.
The Autolube oil container, holding a little more than a quart, was discreetly concealed behind the left-side panel, and once the panel was removed the reservoir could be swung out and refilled. A little light went on in the instrument cluster when the oil got low. The oil-injection system did vary the amount going into the engine depending on throttle load, which served to reduce oil usage as well as prevent fouling the plug.
To get rid of that troublesome need to occasionally set timing, as well as check points, the DT125 was blessed with a magnetically triggered capacitor-discharge ignition system, better known by its abbreviation, CDI. This benefited the engine by offering a quicker spark, reducing the possibility that any of that oil and gas mixture in the combustion chamber would foul the plug. The magneto also served to keep the small six-volt battery charged.
The exhaust system was well designed. Enduro bikes tend to fall over on occasion, and the idea is that the rider disentangles him- or herself, gets up, lifts the bike, pulls in the clutch, gives a kick and away they go. Presuming no damage to the header pipe or muffler. The DT125 header went up and back under the right side of the tank, and then crossed over to the muffler and spark arrestor on the left side, tucked away behind frame members. Very protected, very efficient.
Getting power to the rear wheel was done via helical gears running the ponies back to a five-plate wet clutch and a very good six-speed transmission, where the top two gears were actually overdrive. A minimalist chain guard covered the chain, with sprockets having 15 and 49 teeth allowing for a solo rider to exceed the 55 mph national speed limit. The relatively comfy saddle was capable of seating two friendly riders. High fenders kept mud-collection problems away, and turn signals kept the feds happy, along with a speedo and tach, indicator lights and a horn.
And to ride? Fun! Within reason. Turn the petcock, pull the choke knob if cold, turn the key and kick to start. The little engine did best, of course, when a rider weighed less than 200 pounds, but it was happy scrabbling in the dirt. With a few minor changes this model lasted through 1981, after which two-stroke street bikes became illegal in the U.S.
The 2020 KTM 890 Duke R will be available in dealerships this spring.
We needed some good news, and KTM North America has delivered, announcing the early availability of the brand new 890 Duke R, unveiled in Milan last November and originally intended to launch in late 2020 as a MY2021 machine. Instead, KTM will be bringing in a “very limited number” of 890 Duke R models this spring as 2020 models.
Basically a more powerful and aggressive version of the impressive-in-its-own-right 790 Duke, the 2020 890 Duke R features a new 890cc parallel twin with an increased bore and stroke, higher compression ratio and redline, larger valves, a new piston design with new connecting rods and a new crankshaft, new individual mapping adjustment on each cylinder, a knock sensor and new engine cases. The new mill churns out more horsepower and torque, and KTM also says it provides better rideability due to increased rotating mass.
Brakes are by Brembo, with larger discs and Bosch ABS that includes a Supermoto setting, suspension is fully-adjustable WP Apex front and rear, and electronic rider aids include new-generation traction control and ride modes with optional Track mode and Quickshifter+, all aided by a new 6D lean angle sensor.
Befitting its “super scalpel” mission, the 890 Duke R has a lower, flatter handlebar and footpegs that are higher and more rear-set for a sportier riding position and greater lean angle. It makes no pretensions at being anything other than a twisty-munching or track-attacking machine, with a solo seat and no pillion footpegs. It’s you and Mr. Duke, that’s it.
Pricing has yet to be announced, but barring any supply chain disruptions we should see the bike in dealerships sometime this spring.
Husqvarna’s entry into the LAMS segment in Australia was heralded by two stylish and unique offerings – the Svartpilen 401 and Vitpilen 401. Original pricing for these exotic machines was over $11k on the road when they were first launched into the Australian market.
Now you can pick up one of these machines for as low as $7,495 Ride-Away thanks to a drastic pricing update from Husqvarna, so let’s take another look at the Svartpilen 401. Moto Hub in Sydney were kind enough to lend me the Svartpilen so I figured I’d see how it stacked up in the LAMS segment.
Of the two 401 options, the Svartpilen boasts dual-sport style tyres alongside the dark colour scheme. The Vitpilen rolls on road tyres and is available in white bodywork with a more aggressive seating and ‘bar position in comparison.
The Svartpilen 401 shares some familiarity with the KTM 390s
Looking over the Svartpilen 401 I couldn’t help but admire the styling. It won’t be for everyone, but it reminds me of the European or more specifically German custom scene, with a certain brutal artistic quality. These machines stand out from the LAMS crowd, and a deeper look reveals a very rare attention to detail.
The Chromium-Molybdenum steel trellis frame
The bike is a bit raw around the engine where the wiring loom and piping has been hidden between that powerplant, trellis frame and exhaust collector, but that’s what you get on a nakedbike. The essentially one-piece tank to tail bodywork is what draws the eye.
Somewhat surprisingly for such an aggressively styled machine the Svartpilen includes pillion pegs and a flat pillion perch. The riders seat is sculpted and situated 835 mm from terra-firma. With an upright seating position and raised handlebars you’re offered a commanding view of the road ahead along with a relaxed seating position and plenty of leverage via wide ‘bars.
An 835mm seat height and minimalist seat height contribute to a compact look
That level of nice detail continues through to the triple-clamps, those stunning wheels and even across a host of details like the radiator shrouds, blacked out levers and fuel cap, along with an aftermarket style exhaust and much more.
You really have to check this bike out in person yourself to fully appreciate what’s on offer as images just don’t do it justice. Have a look at the RC 390 and compare that to the Husqvarna, there’s a big jump in finish, which is why the Svartpilen originally demanded that premium price and the component quality is a step up from similarly priced models.
Compared to the Harley Street 500, which is priced similarly to the 401’s original RRP and which looks clean with blacked out engine and components – from arms reach – the Svartpilen is a major step up. A closer look at the Street 500 reveals a basic build quality, with many components looking quite cheap. The Svartpilen 401 on the other hand backs up its attitude with top notch quality and componentry everywhere you look. It’s a harsh comparison for the Street 500, especially in light of the Husqvarna’s price drop, for those who may consider something a bit more roadster than cruiser.
The level of detail on the Svartpilen 401 is without equal in the LAMS category
Riding the Svartpilen 401
Setting off from Castle Hill a few points immediately strike me, the first being familiarity with the KTM 390s in how the bike feels, and secondly just how good that RbW throttle is, especially cutting through the remnants of early morning peak hour traffic.
I’m heading for Galston Gorge, a tremendous little section of road, especially for a small capacity machine – if you can get a clear run, and manage to avoid the many drivers incapable of sticking to their side of the road.
The ‘bars on the Svartpilen feel super-wide, while vision through the mirrors is exceptional. The dash is a simple and clear digital affair, so there’s everything I need at a glance, while ticking the street fighter theme of the bike.
The Svartpilen 401 offers wide ‘bars and an upright seating position, and feels compact but not small
A light clutch is operated via cable and there’s a slipper function as befits this sporty little offering. Blasting through traffic I’m reminded how good this single-cylinder powerplant is, with a torquey and responsive character – it’s the best fuelled LAMS machine I’ve ridden.
The engine easily matches the performance of Kawasaki’s 400, particularly around town. The twin-cylinder Japanese bike perhaps feeling a little more relaxed at highway speeds while the single-cylinder Austrian donk is always eager.
Being quite enthusiastic on the throttle did mean taking advantage of the brakes coming up to roundabouts and traffic lights, which also quickly showed off just how powerful that four-piston Bybre caliper is. The light Svartpilen has class leading bite and stopping power.
A powerful four-piston Bybre caliper is class leading
Knock open that throttle when the light goes green and you’re off with plentiful acceleration via a grin inducing surge of single-cylinder torque. Only a very keen cage driver in a performance vehicle will keep up. You can short-shift through the gearbox and enjoy that spectacular low to mid-range, or hold those gears and wait for the shift indicator to light up.
You can still lug the engine if you insist on upshifting early high or let the speed drop without really noticing, but keep the powerplant on the boil and you’ll be rewarded with plenty of urge.
For cutting through suburban traffic and hooning around town the Svartpilen is a gem.
The powerplant in the Svartpilen 401 is a gem, and the application of RbW flawless
Galston Gorge gave the Svartpilen 401 a real opportunity to shine. This tight and windy section of road with endless tight hairpin corners is a great hunting ground for small nimble motorcycles. The Svartpilen 401 rails through the bends with razor sharp handling that actually surprised me a little at times.
Even the Ninja 400, which makes my own Daytona 675R feel heavy, isn’t as responsive and fast turning as the Svartpilen 401. The meaty single-cylinder engine and Bybre brake set-up is ideal for blasting between corners before washing off speed in the hurry, only to blast back out towards the next, rinse and repeat. Aggressively knocking down through the gearbox onto the slipper clutch is also an option for washing off speed, but even for my lazy riding style the Svartpilen demands rider engagement and rewards it in spades.
Pirelli Scorpion Rally STR tyres on the spoked wheels are an interesting styling choice
The Pirelli Scorpion Rally STR tyres also look the business, but through the tight low speed corners in the Gorge I could feel the blocks on the tyres start to move around when really pushed. Dedicated road riders might choose some more sporting road rubber after wearing the original tyres out.
The gorge also gave the opportunity to test out the Svartpilen’s strudy looking WP Suspension. 43mm forks and a mono-shock bolted straight to the swing-arm via the brand’s well-known PDS set-up. I’ll admit I was a little surprised that there wasn’t adjustability on the forks considering the initial asking price, but it’s not a normal expectation in this segment.
WP suspension does an exceptional job and is a sporty setup, but does not offer adjustability
The ride itself on the WP springers was sporty, leaning towards the hard-nosed café racer theme that the bike portrays externally. Not having time to play around with the rear preload, at 70 kg the overall setup was still exceptional, with good feel from the front and plentiful support – that’s important with that big stopper up front. The rear could be a little better controlled when it cops the big hits, but still responds better than most of the competition in this segment of the market.
The Svartpilen 401 is really like nothing else out there, apart from the Vitpilen 401…
The Svartpilen is in many ways a no compromise option in a segment that revolves around compromises for everyday life, commuting while still having fun. I could easily commute around Sydney on a Svartpilen on a daily basis.
At the end of the day that amazing powerplant, WP suspension and Bybre braking package are a great match for the out-there styling. Paying over $11k for one of these machines would be a hard sell to me, however at $7,495 out the door for an MY18 Svartpilen 401 or Vitpilen 401 that seems like a steal.
With a pretty massive drop in pricing on these machines, it’s definitely time to take a look if you’re looking for a LAMS machine and something special
With that said, you’ve got to know what you’re after in a motorcycle, particularly a first motorcycle. If you’re just after a run-around and something a bit softer, slower and more forgiving, this may not be for you. There’s nothing wrong with that either. Different strokes for different folks and all that….
2020 Honda CRF1100L Africa Twin Adventure Sports Review
When Honda first released the Africa Twin in 2016 it dropped into the market at an absolute bargain price point and, save for the optional DCT system, the CRF1000L was one of the simpler and more low-tech options in what is an increasingly crowded adventure bike market-place.
The relatively basic but very affordable $15,499 package was an instant hit and globally Honda have shifted almost 100,000 Africa Twins since the model was introduced.
Honda staged the launch of the much anticipated new Africa Twin with an adventure through the NT in conjunction with Daryl Beattie Tours.
More recently a higher-spec Adventure Sports model was added, with a bigger tank along with a few more bells and whistles, and now for 2020 we have an all-new second generation Africa Twin range.
Lighter, nimbler, more powerful and with an extensive suite of top shelf electronic smarts to go with its boost from 998cc to 1084cc, the latest Africa Twin certainly pushes Honda’s adventure option to a higher level of sophistication.
The range topping CRF1100L Adventure Sports ES with DCT and electronic suspension retails for $26,499 +ORC
The price has also risen with the entry point now starting at $19,999. The larger Adventure Sports model retails at $23,499 with DCT adding another $1000. The range topping Adventure Sports ES, complete with excellent Showa electronic suspension, wears a $26,499 sticker price.
Honda Australia launched the much anticipated new Africa Twin with a major adventure ride through the Northern Territory staged by Daryl Beattie Adventure Tours.
First night set-up near Uluru – Accommodation was not five star but instead five million stars as we swagged it after Daryl’s truck driver / head chef / Scooter prepped dinner out of the truck which saw us feast on steak along with potato bake and mushroom sauce.
I chose the top of the range machine complete with DCT, just as I did during the New Zealand launch of the first model a few short years ago. On that launch of the original I also chose to ride a bike on the standard tyres complete with luggage, despite the vast majority of the riding being off-road. I wanted the worse case scenario, so to speak.
Trev rode the original Africa Twin around the South Island of New Zealand when the model was first launched in 2016 – Link to original review
My Adventure Sports mount for the vast majority of this 2020 dalliance in the desert rode on the new Showa EERA electronic suspension. With the amount of sand work we were in for, the standard rubber had been replaced by more serious Michelin Anakee Wild. I ended up sticking to this machine for 95 per cent of the trip, only switching to the manual base model machine on the final afternoon. I also repeated the testing approach I used on the original bike, that is, let the bike’s electronics do their magic, while I just ride the thing.
The new 2020 CRF1100L Adventure Sports model alongside the base machine (red)
Through soft sand to mud and rock strewn floodways, I just let the DCT shift when it wanted and the other electronic smarts to do what they were designed to do. You can’t test this stuff by turning it all off once you hit the tough stuff! I put my trust in the bike and was handsomely rewarded.
Trust and confidence is never more needed than when faced with negotiating sand on a large motorcycle. Keeping the throttle on and speeds up, while atop a writhing beast pretty much wandering where it wants, is some real teeth/butt clenching stuff when you are not accustomed to riding sand all that often. Button off and you are in the shit. It really is a case of gripping the bike with your knees, leaning back and trying to sail across the sand, keeping the front light and the rear wheel driving, and the poo inside your bottom.
Sand is always a challenge on a big adventure bike when you don’t ride on it all the time
I am not one to make sort of blanket statements without rigorous back-to-back comparison testing, but in this case I am going to make an exception. The Africa Twin is simply the most confidence inspiring big adventure bike on the market. It’s stability and ability to keep tracking true, even when the rider had started to lose his composure, simply amazed me time and time again.
That big 21-inch front combined with some fairly lazy geometry sees the Africa Twin pull you safely out the other side of some seriously shitty situations. On more than a few occasions I was almost resigned to an inevitable upcoming face-plant, only for the bike to carry me through. I didn’t come out the other side of these scrapes with fist pumping jubilance, just a sigh of relief that I had made it. Time and time again that was thanks to the unflappable stability of the bike.
Some of the easier open dirt roads also kept you on your toes as they constantly changed with softer sections and bull-dust – Click for a short onboard video
I remained steadfastly committed throughout the, at times very challenging, almost 2000 kilometre test route to evaluating the bikes smarts. The DCT was left to make the shifting decisions itself, the traction control and ABS in their most minimal intervention off-road settings, the electronic suspension set to off-road mode with no extra tweaking of the parameters, using all of Honda’s latest systems to their fullest and coming out the other side very bloody impressed.
Honda Africa Twin
For sure, all these challenges could have been overcome on other options in the marketplace, but I feel 100 per cent confident in stating that this latest Africa Twin is the easiest to ride big adventure bike there is on sale today. If your off-road skills and confidence are not up to scratch, but you want the comforts and luggage capacity afforded by a large adventure machine, while still getting out and amongst serious terrain that will challenge your mettle, then you won’t do it easier on anything else.
A bit of a rest and re-group while trying to find some shade in the 40-degree days. Most tourists don’t head up this way until May in cooler temps
It is fair to say that Honda have, in recent times, been more than a little behind the pace of electronic smarts seen on European machinery. No more.
The new Fireblade is now at the absolute extreme upper echelon of current motorcycle electrickery, and the Africa Twin now shares almost all the smarts that are seen on the $49,999 CBR1000RR-R SP. Including the top shelf Bosch six-axis IMU that equips the electronic systems with all the sensory inputs required in order to deliver one of motorcycling’s most sophisticated suite of rider aids.
A horde of Hondas
Even the DCT shift response now takes some of its cues from the angles the bike is transitioning through, which has helped to raise the self-shifter experience further. There are up-down paddles on the left bar, and you can even option up a conventional foot shifter if you must, but I never felt that need and instead let the ECU pick the gears throughout the whole adventure.
If trying a DCT out for yourself be sure to select one of the more sporting shift programs. If left in D for dumb then the machine shifts really early on the up-shifts, and is very slow to down-shift. Tweak the response up to Sport, which has three further sub-levels of aggression, of which I preferred the middle setting, and the down-shifts are much more urgent, the more brake pressure you use the quicker the system will shuffle down the gears. Most riders on the launch were from more of a dirt background, and thus generally use less front brake than I, and it was these guys that preferred to manually down-shift the bike when setting up for some corners as without those front brake inputs the automatic system is not quite as responsive.
Camping at Devils Marbles for the night – Honda CRF1100L Adventure Sports ES / DCT
Once you have tuned your own ECU, read brain, to how the system works, then it never catches you out by doing anything unexpected. It generally knows when you want to be feathering the throttle through a corner, and will then hold that gear until you return to a more upright and less aggressive stance on the bike, where it will then up-shift and resume normal operation.
The DCT pretty much does what it says on the box and does it very well. Around 25 per cent of the previous model in Australia were optioned with DCT and Honda have sold more than 100,000 DCT motorcycles globally. The technology is well proven and in this latest generation is excellent. The G mode for a more direct throttle feel via a quicker lock-up on the clutch packs is retained from the previous model and holds the lower gears much longer again.
The sunsets were pretty epic in the desert
Despite the significant ten-kilogram weight penalty, you can probably tell I am a bit of a fan of the DCT, so is Daryl Beattie. Daryl has used previous generations of the DCT Africa Twin exclusively for many desert crossings in sand that most of us would struggle to ride a proper dirt-bike in, and he and his crew are now converts to the DCT bikes. More than once both himself and his Daryl Beattie Adventure Tours lead rider, Peter ‘Budda’ Luczkowski, have forgot to pull in the clutch when rolling to a stop on a conventional bike and almost gone down at walking pace as they spend so much time on the DCT bikes.
Daryl Beattie
“I’m really happy on both the Manual and DCT. The gearbox on the manual CRF1100 is really nice and a quick-shifter would compliment that even more. But if it’s down to a final decision then I really enjoy the DCT for all round commuting and adventure riding on weekends… make sure you select the correct DCT mode that best compliments the scenario you are in.”
The Africa Twin has now also gained the excellent Apple CarPlay integration first introduced with the latest Gold Wing model (link). I have used this system on the Gold Wing and for general road touring found it absolutely brilliant.
Apple Car Play is standard across all models on the 2020 Honda CRF1100L – Click for Honda video that showcases the screen functionality
Unfortunately though, in order for the CarPlay functionality to be activated, a bluetooth headset must be paired to the system. I had no bluetooth system fitted to my Shoei adventure helmet so never got to use the CarPlay system during my time with the Africa Twin. Even when using a bluetooth equipped helmet, should your batteries in the bluetooth unit go flat, you then lose all the CarPlay functionality, including navigation. This shitted me no end on the Gold Wing, and frustrated me that I was not able to use the CarPlay system on the Africa Twin. Somebody come up with a hack for this stupid nanny state induced stumbling block please. Thanks.
The 6.5-inch touch screen display though is brilliant, and its functionality closely resembles that of the 5-inch screen seen on the latest Fireblade SP, just on a slightly bigger scale.
2020 Honda CRF1100L Dash offers a wide variety of lay-outs – Click for video that walks you through the basics of customisation
There are a myriad of screen lay-outs on offer and engine response (four levels), engine braking (three levels), shift programs, traction control (seven levels plus off), ABS (with on and off-road modes but only the rear can be switched off) and three-level wheelie control are all able to be separately tailored. It is the most comprehensive and customisable system of controls I have sampled and is navigated via a large switch-block on the left bar.
Customisable user modes offer a massive amount of individual tailoring
If anything it is perhaps a little too complex, but you can still just use the variety of pre-set modes if you don’t want to bother with delving too deep into the individual functions. It is simple enough if you want it to be.
There is a narrow greyscale LCD below the main screen that provides the most basic of information. While that quickly dusts up, the main colour screen is seemingly impervious to dust due to some sorcery in its chemical composition that somehow repels airborne particles. While the big screen can take a few seconds to get its shit together on start-up, the small screen is instantaneously awake and ready for action. I guess the small screen might stay functional too in the case of a big off where you smash the big unit.
2020 Honda Africa Twin instrumentation is comprehensive – All models get the trick new dash with Apple CarPlay functionality and the second smaller LCD
A well protected USB port is provided on both models with the Adventure Sports also scoring a merit style cigarette power adaptor on the opposite side.
The electronic suspension system does not automatically sense load and adjust pre-load to suit, but instead gives the rider the freedom to choose how much pre-load they want set on the rear suspension via the touch-screen menu and the bike then takes care of it. The electronic suspension adds two-kilograms to the weight of the bike in comparison to the also quite high-spec’ fully-adjustable conventional Showa kit.
Takes a little while to master the switchgear and unfortunately it is not back-lit
There are four default modes for the suspension damping response, Soft, Mid, Hard and Off-Road. These settings are for both ends of the bike and are further customisable through 24-steps in each mode. As we were predominantly off-road throughout the 1750 kilometre adventure I left the system in the off-road setting at medium, but after eating too many pies I did set the pre-load to rider and luggage to allow for said pie weight.
This graphic shows the additional configurable suspension options on an EERA equipped machine on right
The damping response is controlled on the fly every 15 milliseconds (0.015s) on information derived from suspension stroke sensors along with vehicle speed and a myriad of other information such as throttle position and brake pressure etc. It even detects when a jump is being made and firms up both ends ready for the landing. I didn’t do any jumps as I fear that no system can cope with landings as ungraceful as mine, this white boy can’t jump and all that.
I have a fair bit of experience with most electronic suspension systems on the market and have ridden on pretty much all the progressive generations of Sachs and Marzocchi ESA systems used across BMW models, and also the WP systems used by KTM and Triumph. I reckon that while the Showa set-up on the Africa Twin feels stiffer in response than most, it also perhaps feels the most natural and linear in its damping response.
The Africa Twin boasts a huge 250 mm of ground clearance and the suspension strokes through a generous 204mm at the front and 220 mm at the rear. They’re pukka off-road specs.
A lunch stop served from the support truck and Chef Scooter
A major benefit with all electronic suspenders is the aforementioned ease of tuning that really comes into its own when touring. As you take luggage on and off the bike or leave your pillion at the motel room while you head off for a fang your preferred set-up is only a couple of button presses away. The manually suspended bikes do offer a hand-wheel for rear pre-load though that does add a little user friendliness to the conventional suspension experience.
I must quantify my experience here though by saying that I am yet to ride the Africa Twin in anger on tarmac. I will arrange to remedy this in the near future by getting my hands on an EERA equipped CRF1100L shod with decent road rubber to see how it performs under duress along the rigours of something like the tortuous series of turns that make up the fabled Eildon-Jamieson Road. I will report back after I have, but I think this is where perhaps the electronic suspension will really earn its $2000 price premium and prove worthwhile for those that really like to have a decent crack on the black-top.
The Iytwelepenty / Davenport Ranges National Park is a wonderfully remote visitor experience for adventurous four-wheel drivers wanting to see the real Territory. A great place for swimming is Old Police Station Waterhole where we stopped for lunch on the second day of your Daryl Beattie Adventure Tour
It will also be interesting to see how much agility Honda have traded to gain the amazing levels of stability that the bike enjoys off-road. I did play around with some tight low-speed manoeuvres with the steering on full lock, in which the machine did well, but am keen to see how well the machine holds a line on the tarmac. The frame is completely new and the chassis design is much more off-road focussed than before, right down to a swing-arm that is modelled from Honda’s CRF450R motocross machine.
2020 Honda CRF1100L Africa Twin
Likewise, while the braking performance and response was great off-road, I am yet to see how the stoppers cope with a full load of luggage heading into downhill tarmac bends. Its pretty safe to say though that Honda has that base well covered with radial four-piston Nissin calipers clamping 310 mm disc rotors.
Radial mount Nissin four-piston calipers
What some people might see as a distinct disadvantage for long-distance touring is the lack of shaft-drive. It must be said though, that riding the Africa Twin reminded me of how much nicer chain-driven bikes ride corrugations and rough terrain.
Good chains have long service lives these days and after initial break-in are very unlikely to require adjustments between rear tyre replacements. There is also no need to clean and lubricate modern chains all the time with most research suggesting that leaving them be, within reason, returns better results than covering them in lube that just picks up more dirt.
We ran on Michelin Anakee Wild rubber. You can tell this machine is a DCT bike as it has an extra caliper under the swingarm for the parking brake
The Adventure Sports model rides on tubeless tyres while the more minimalist model has tubes. Most adventure bikes tread the middle ground and ride on a 19-inch front to retain their sporting potential on sealed surfaces but with all Africa Twin models riding on a 21-inch front, and similarly off-road specific 18-inch rear, it is clear as to where the design priorities of the engineering teams were focussed, they’ve got dirty minds…
When the going gets really rough that 21″ front is a god-send
This is also no doubt why Honda has not endowed the bike with the massive power numbers boasted by the European opposition. Those figures are definitely up in the new model though, with power increased by seven per cent and torque up six per cent. Combined with a four-kilogram weight saving over the previous model, that adds up to an overall ten per cent better power-to-weight ratio.
CRF1000L versus CRF1100L
The boost from 998 cc to 1084 cc is achieved via a lengthened stroke from 75.1 mm out to 81.5 mm. Claimed power is an even 100 horses in the old scale with 105 Nm of torque peaking at 6250 rpm. The new engine is Euro5 certified and has been comprehensively redesigned while the larger 46 mm throttle bodies are actually much more compact than before and deliver their mix through larger valves that are lifted higher.
2020 Honda Africa Twin Adventure Sports with DCT and Showa EERA
The difference is appreciated throughout the rpm range and the response from a closed throttle to pick-up is markedly improved. This is particularly noticeable on a DCT bike where you can’t ride a clutch against the rear brake for feet-up full-lock turns, in these scenarios the new model is far easier to control.
While the bike sounds great as you ride by onlookers, unfortunately that aural pleasure is never really appreciated from the cockpit. That’s a bit of a pity as it would certainly add a little more to the riding enjoyment if you could hear that really nice exhaust note while you ride.
The Africa Twin purrs along at around 3300 rpm when cruising at 100 km/h and the NT speed limit of 130 km/h sees the parallel twin turning over at 4200 rpm. The bike gets to 200 km/h quick enough.
I forgot I had the bike in its lowest power setting when doing this for the camera but it still got it up easily enough for a few gears
Despite being generally somewhat of a horsepower fiend (what me…), I never once wanted for more power during this particular adventure. That’s obviously because it was predominantly off-road and all three days were fairly taxing, thus energy conservation was key. I am generally a poor adherent to the needs for hydration but with temperatures nudging 40-degrees even I was needing to replenish my drained camelbak halfway through the day.
We were out in the desert good and proper with no phone reception, no shops and no real creature comforts. It was a swag come night time which coincided with the shift change as the flys handed over their duties to the mosquitoes who pulled the night-shift.
The fly on my swag certainly lived up to its name on this trip
I lost count of how many flies I either swallowed or inhaled through my nostrils. Along with the whole Coronavirus thing going around I thought for sure we had also walked into some biblical pestilence that signalled pending armageddon.
The most comfortable place to be was actually astride the Africa Twin. I did have some reservations at first as the thinned down seat started to bite a little when halfway into the opening 920 kilometre day.
2020 Honda CRF1100L adventure in the NT
It never got any worse though and in fact I was so busy trying not to die on the following two days that it was not butt comfort that was front of mind, but instead more the integrity of my pooper valve, less I shit myself from yet another challenging rock and gravel strewn floodway interspersed with sandy drops in and out of said floodways. The area had recently recorded record unseasonal rains and some of the tracks were in pretty unusual shapes after big movements of subsoil and detritus.
Was a very early start on day one of the adventure
Getting on and off the bike is also much easier than before, something that is particularly welcome in the Adventure Sports. Honda spent a lot of time trimming where they could to make climbing aboard the bike a less dramatic experience for most folk.
Our lead rider Budda is only 164cm, that’s five-feet four-inches in the old scale, and struggled to get on and off the previous model but can now mount the new model much more comfortably. At 850 mm the seat of the Adventure Sports is a massive 50 mm lower than before, while retaining that huge 250 mm of ground clearance and generous suspension travel. The seat is also 40 mm narrower and that adds to yet more amenity that can be appreciated by all.
Getting on and off the bike is so much easier than before – A great boon for 5’4″ lead rider Budda
The standard seat can also be set in the 870 mm position for those a little more generously endowed of leg, while an optional high seat pushes the perch further up to 895 mm. An optional low-seat pushes the perch down to only 825 mm, without losing any of that ground clearance or suspension travel.
Overall the cockpit is a pleasant place to spend time. That gorgeous colour display is standard across all models and while the Adventure Sports scores a much taller five-stage adjustable windscreen, opinion was split as to whether that was actually an advantage. I spent 95 per cent of my time on the Adventure Sports and only the last 100 km or so on the smaller bike thus don’t feel qualified to make a convincing call either way.
Opinion was divided over whether the larger screen was the go over the smaller item
If in your mind light is always right then the more minimalist base model with its slimmer 18.8-litre fuel cell has a 14-kilogram advantage over the Adventure Sports ES. In Australia the base bike can only be had with conventional suspension.
The base model CRF1100L can’t be had with DCT or electronic suspension in Australia
The Adventure Sports boasts a 24.8-litre fuel cell that promises realistic touring ranges in excess of 400 kilometres, even if up it for the rent. It also has more expansive body-work that provides better protection from the elements along with integrated pannier mounts in the rear sub-frame.
I can’t stress enough how important that last feature is for those that like running hard luggage such as the optional aluminium panniers. The difference that having the luggage mounted in tight towards the centre-line can’t be overstated when it comes to the overall dynamics of a machine when fully loaded.
The Adventure Sports comes with pannier mounts tightly integrated into the sub-frame
If opting for base model I would consider soft luggage rather than having pannier racks moving all that weight so far out from the bike which, in my experience, turns many bikes into turgid turds. You can fit the integrated mount system from the Adventure Sports though, with the optional rear carrier accessory kit (08L88-MKS-E00) to get the same luggage amenity that is standard on the Adventure Sports.
2020 Honda Africa Twin
Cruise control is standard on all models but only the Adventure Sports scores factory heated grips and three-stage cornering lights. Tyre pressure monitoring is not available on either model, even as an option, which is a bit of a drawback compared to what is otherwise an impeccable specification list.
2020 Honda Africa Twin Adventure Sports
Both bikes have hand-guards as standard with the Adventure Sports guards much larger and offering more wind protection. Neither though are particularly strong and off-road oriented guys would be better off replacing them with proper alloy-bar backed Barkbusters.
The Africa Twin feels very well built and engineered. The bikes never got hot, nothing flapped about or worked loose and I never heard any rattles or squeaks at any point in time. Thus it does exude a certain sense of quality that can be appreciated, and despite the price rises the Africa Twin still offers great value for money and seems pretty damn bullet-proof.
The Africa Twin still makes a convincing argument on the basis of value despite the price rise
When jumping on the base model manual bike for the last stretch into Alice Springs it definitely felt more lively thanks to its more compact size and reduced weight. That the base bike also has good quality conventional Showa suspension and that brilliant screen, complete with Apple CarPlay as standard, makes its $19,999 price point really look attractive. In Australia this variant of the Africa Twin is not available with the DCT transmission.
The new 2020 CRF1100L Adventure Sports model alongside the base machine (red)
As good as the base bike is, for me I reckon it would be the burger with the lot Adventure Sports that would get my money, if I could stretch the budget that far. The DCT really is a great thing, and is going to make even more sense for open road touring or city commuting. I figure you might as well have the electronic suspenders too while you are at it.
In summary, the 2020 Africa Twin is the most dirt-capable large capacity adventure bike you can buy. Both expert off-road riders or relative novices will really appreciate the off-road chops of the new model, which is now more dirt ready than it ever was, and sets a new standard in regards to off-road performance in this 1000cc+ segment.
2020 Zero SR/S review by Adam Child ‘Chad’ – Images by Milagro
Californian electric motorcycle manufacturer Zero have largely led the way in the electric motorcycle space since they launched their first fully electric production motorcycle back in 2010. Now on the back of the successful SR/F they’ve launched the sporty SR/S.
Zero does not currently have a presence in Australia but our UK based contributor recently sampled the new SR/S and we thought you might be interested in his thoughts.
Zero have just launched the SR/S sportsbike, based on the SR/F
The £19,500 base model features new suspension and sleek bolt-free bodywork, helping improve range by up to 13 per cent compared to its naked counterpart, which the new model is heavily based upon. [Converted into Australian dollars,that translates into around 40k AUD, if you could buy it here…]
Yes, there’s virtually no noise, just the slight wine of the carbon belt drive on rapid acceleration, and the odd scrape from my knee slider as it touches the warm coastal road. I have no gears and no clutch to worry about, instant torque and multiple rider aids backing that up though does add some level of security.
The Zero SR/S retails for £19,500 in the UK, but aren’t available in Australia at this time
Would I swap for a conventional petrol bike? You know, I’m unsure, which might just be a first. There is no hiding the fact the ‘top-spec’ Zero SR/S is expensive at £19,590 for the base model or £21,590 for the premium model, which includes a six-kW rapid charger, heated grips, and aluminium bar ends.
But there are some long term monetary savings on purchasing an electric bike. This is the part where I wish I’d done A-level maths, not A-level drama.
There is virtually no maintenance as there aren’t any liquids aside from the brake fluid, [Zero do list a minor service-style check every six months, or 6500 km for SR models]. Even the carbon belt drive will only need an initial adjustment after the first few hundred kilometres, then it shouldn’t need looking at for another 32,000 kiloemtres. No conventional combustion engine means no filters or spark plugs. A petrol bike service can be between $300 and $800 per year, even more if you are talking exotics.
Minimal moving parts on an electrical bike promise low servicing costs
Obviously, the biggest saving will be fuel. This is where I attempt some very rough, estimated costs. To fully charge the 14.4KW battery at home, will cost approximately $6 AUD depending on state power costs. And for argument’s sake, let’s say a full charge will last 160 kilometres, so that’s around $4 per 100 kilometres.
The SR/S should also offer considerably cheaper running costs than a fuel powered counter-part
If you can charge for free at work it’s virtually free commuting. The only thing you’ll have to pay for is insurance and an occasional small service. The Zero SR/S could save a long range commuter quite a few bucks, but a small-mid capacity scooter would still probably work out just as cheap. But for the price of the Zero you could have that scooter, and perhaps a sportsbike and a dirtbike for the same money!
Range
Range is the big question. Interestingly, Zero are happy with their claimed range and have discovered through market research that the average rider will ride around 100 miles for a recreational ride, while the average commute is considerably less at around 20 miles.
Zero claims the new sculpted bodywork gives a 13 per cent increase in range, but this is only when prone or tucked in. So, yes, on the motorway, stay tucked in and you’ll enjoy 13 per cent more range – but would you?
There’s a lot more variables with the mileage you can expect on a machine like the SR/S
Zero also say that when riding normally the range is the same as the naked SR/F because the S’s bars are higher and the pegs are lower. In other words, the aerodynamic effects of the new fairing are only advantageous when laid on the dummy fuel tank.
At 110 km/h on the highway it is good for just over 130 kilometres, and a combination of city and highway returns a range of around 175 kilometres.
The SR/S should be good for a range of up to 260 km according to Zero
In the real world, range ultimately depends on how you ride, your size, weight, wind, hills… even tyre pressures. Some taller, heavy-handed riders had worse range figures than me, but during the test in the south of France, I calculated the following.
After a steady ride, with a very short blast on the motorway, I travelled 37 kilometres and used 20 per cent of the battery’s charge, and had an indicated range remaining of 138 kilometres. Further along, using eco and street modes, I had 70 kilometres done, 58 per cent battery remaining and an indicated 100km range remaining.
Finally, after a very brisk ride, motorway, plus more town work and 110 kilometres done, I had 26 per cent battery remaining and 46 km remaining. Roughly speaking that’s a 160 kilometre range, with the rider starting to think about re-charging after around 120 kilometres of ‘normal’ riding. However this could be less on faster roads.
When it comes to re-charging you have to think of the SR/S as a smart phone. You’re so dependent on your phone, you’d rarely allow it to run out of charge. I generally use mine throughout the day and, when I get home or when I got to bed, plug it in at about 20 per cent life – and it’s back to 100 per cent in the morning.
Charging time varies between the standard and premium model, which features a fast charger, but should top out at about the 4.5 hour mark
Alternatively, I plug in at my desk in the office and have 100 per cent power for the rest of the day. It’s the same for the SR/S electric bike: get to work, plug in, and have full charge during the working day. A normal 3 kW fast charger will have the SR/S back to full power in 4.5 hours on the standard bike, and just 2.5 hours on the premium model.
However, as you should have 15-25 per cent battery left, you’re looking at considerably less time, say four hours for a 95 per cent charge from flat, two hours on the premium. On a fast charger it will take 1.3 hours for a 95 per cent charge and just an hour on the premium model.
It’s worth noting the last five per cent of charge takes the longest, around 30-minutes as the bike is optimising the battery. Therefore 30-minutes on a fast charge could see a percentage rise from 30 to 90 per cent, barely enough time to order a coffee and drink it.
The availability of charging stations or being able to charge at work will be big factors for some riders
As electric bike and cars develop, charging stations will become more popular and there are numerous apps on the market that highlight where they are. In fact, in some regions of the world you can even pre-book a charging point in advance .
Electric power and torque
If you’ve never ridden an electric bike before, you’re in for an enjoyable surprise. Torque is instant; in fact, on the dyno the SR/S makes peak torque from less than 500 rpm, then it’s a flat curve of 190 Nm until it eventually tails off. No gears and no clutch mean it’s easy to launch from a standstill too. At the traffic lights GP it will give most conventional petrol bikes a run for their money in a race to the national speed limit.
The SR/S offers up to 140 ft-lb from 500 rpm, although ride modes offer some significant variance
There are four main ride modes to choose from: Eco, Rain, Street, and Sport. Each mode changes the power characteristics along with peak torque. They also change the level of traction control intervention and re-gen braking (which is like conventional engine braking but also re-charges the battery).
The modes can be switched on the move, and there are additional custom modes in which you can dictate the bike’s performance – for example full power, no TC and no engine braking for track action. Each mode illuminates the full colour TFT dash to a different colour and it’s simple and straightforward.
If you download the app you can even change the modes remotely from your phone. For example, if you’ve stopped for a coffee and have your bike on charge and it starts to rain you can switch from sports to rain – all from the warmth of the coffee shop.
A phone app also offers remote control of the electronics
Unlike some petrol bikes, the modes do dramatically change the power and feel of the bike. In Eco mode the power is soft, top speed is limited to 120 km/h, and there is plenty of engine braking, or re-gen – so much so you only need the occasional brush of the brakes, even when you’re making steady progress.
Around town or on the slow coastal roads of southern France the Eco mode was more than enough, and I’m guessing in any major city you wouldn’t want any more. If I were comparing its output to a petrol bike, I would think of KTM Duke 390 to 120 km/h.
There is a noticeable step up on power from Eco and Rain to Street. Now the Zero is more comparable to a Suzuki SV650 or Kawasaki Z650. Overtakes don’t have to be as calculated, top speed isn’t restricted and the reduced engine braking is instantly noticeable. Again, on the twisty roads in the south of France, I was more than satisfied with the street mode.
The SR/S comes alive in full sport mode, with top speed restrictions removed, freeing the full performance
Even when we hit the mountain passes, I didn’t want any more power and I was able to have a spirited, enjoyable ride. The Street mode should be fine for 80 per cent of the time away from fast A-roads or the motorway.
However, flick into the full sports mode and the SR/S comes alive; acceleration no matter what the road speed is rapid. There is no lag, no hesitation, you’re instantly propelled towards the horizon. On the motorway I was blown away by the rapid roll-on acceleration from 100 km/h to 130 km/h, which took me by surprise.
Sport mode offers a direct connection between throttle and power
Unlike a petrol bike you don’t have to kick back a few gears for instant power, instead it’s always there, and hugely impressive. In this mode it’s hard to compare to a petrol bike as top speed is claimed as only 200 km/h, but that acceleration – the way it feels when you roll on the throttle – is like a big sports naked, a Z1000 perhaps. The only downside of the sports mode is that it quickly zaps power from the battery, greatly reducing the range.
Electric advantages
No noise means you can leave the house for an early morning ride without waking the neighbours. It also allows you to get more tuned in with your ride. It’s a surreal experience at first, but one I’ve grown to enjoy.
The SR/S also doesn’t have gears or a clutch
The lack of gears and gearbox makes it a doddle to ride, and because there’s no engine or exhaust, there’s no heat either. This has two advantages: one, you don’t get cooked in traffic from the heat generated by a petrol engine on summer days. And two, you can put a ‘hot’ bike straight into the garage without having to worry about the kids being in the garage at the same time.
Handling suspension, chassis, and weight
Weight has always been an issue with electric bikes. I raced in the TT Zero race on the Isle of Man several times and it was always an issue on a 260 kg bike, but although the Zero SR/S is hefty, it’s not too bad, and more comparable to a large sporty, fully-fuelled naked bike.
The Zero SR/S feels like a large nakedbike and weighs in at 229 kg
229 kg isn’t light but is more than manageable, and Zero has made significant changes to aid the handling with this new model. The fully-adjustable Showa suspension looks visually identical to that on the naked F model but is completely new internally, with new springs and a revised shim stack.
The ride is on the sporty side; there isn’t a huge amount of travel on the suspension, which results in a firm ride. This is fine for smooth French roads but I’d prefer it to be plusher, especially on bumpy B-roads. However, the flip side is the way it controls the weight of the bike, particularly in fast corners and when you apply the strong brakes.
Suspension is on the firm side and fully adjustable
However, you do notice the weight during fast direction changes, especially lifting the bike from knee-down left to knee-down right, but it’s not overwhelming. The bars are relatively wide and high and the pegs are low, which allows you to manhandle the bike with relative ease.
Ground clearance is also good for this type of bike while the Pirelli tyres give excellent feedback. So think sports-touring rather than full-on touring – like a Ninja 1000SX or Suzuki GSX-S1000, and the Zero SR/S wouldn’t feel too far out of place in the medium group on a track day.
Comfort over distance and touring
As mentioned, the overall ride is on the firm side, and some of this is down to the seat, which is more sports-bike than touring. The new screen and bodywork do a decent job of keeping you out of the wind blast, while pillions now get good side grab handles and pegs that are not too high.
The seat on the SR/S is more sportsbike than sports-tourer
In the accessories catalogue there are even solid panniers and a top box on offer. Don’t forget, there is also storage in the dummy fuel tank, enough for the charging cable, waterproofs or spare gloves. There is even a handy USB charger.
However, unlike a petrol bike, comfort isn’t an issue as you’re going to have to stop every 100 kilometres or so to re-charge, and that will take time, enough time to relax and chill out. This isn’t a bike you’re going to be able to cover 500 kilometres in a day on, at least not without careful planning.
Storage is found in the ‘tank’ with USB charging port
Rider aids and extra equipment/accessories
All the rider aids are lean-sensitive, which means cornering ABS and traction control comes as standard. These can be changed on the move or deactivated either via custom modes or remotely via your mobile phone.
Electronics play an important part in safety on the SR/S with lean sensitive ABS and traction control
The TC intervention doesn’t cut the ignition as it would on a conventional bike, it simply reduces the power/torque. In Rain and Eco mode you can feel the intervention, but not so much in the street and race mode.
In many ways the TC is more beneficial on an electric bike as there is so much instant torque from less than 500 rpm and a direct connection from throttle to tyre. On a cold day, it would be easy to spin the rear tyre. In the wet, I’d strongly advise keeping the TC active.
2020 Zero SR/S verdict
Yes, it’s expensive, compared to a normal petrol bike, but after the initial outlay, running costs are significantly reduced.. The Zero SR/S is hard to fault. If you can live with a 160 kilometre range, use a bike mainly for commuting and short journeys, then it is a serious contender. Why would you not try electric? Apart from the current price of admission that is, and the fact you can’t buy a Zero in Australia yet!
The Zero SR/S offers a real alternative despite the initial outplay still being prohibitive
It will be interesting to see how the bikes perform in the real world on faster roads away from the glamour of Cannes. A decade ago I would have laughed at the idea of an electric bike, but not now. We quizzed Zero on their Australian plans and received the response below.
Dan Quick, Manager of Marketing communication
“We’re excited to hear there is interest in the Australian market for Zero Motorcycles but don’t currently have plans to return to retail operations there a this time. We’re constantly reviewing inbound requests for expansion into new markets, and when we receive them there are three general criteria we consider. First is the market opportunity and what type of demand we see in the potential territory. Second is the government policy on EV’s and any available incentives. And third is the charging infrastructure; its maturity, technology, and density. Lastly, we need to have the right, long term committed distribution partner to ensure that our consumers there get the level of support and service that we want to see as a leading brand. All of these factors along with the logistical challenges of being able to support future customers at a level befitting our premium standards go into consideration of an expansion.”
2020 Zero SR/S Specifications
Price (UK)
From £19,590 (£21,590 Premium as tested)
Capacity
None
Bore x Stroke
Er?
Engine layout
Rectangle battery cells, inline with air-cooling
Engine details
Interior permanent magnet AC motor
Power
110 hp (82 KW) @ 5000rpm
Torque
140 lb-ft (190 Nm) from less than 500 rpm
Top speed
124 mph (not recorded)
Transmission
Automatic – Belt Drive
Fuel cons. ‘equivalent’
59 mpg claimed
Tank size (Battery)
14.4 kWh
Charging time
4.5 hours (standard), 2.5 hours (Premium with fast charger)
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