Some names inspire respect,
Some that remind us of legends of a bygone age,
Others that plunge us into dreams of journeys to other latitudes.
And then there are those who subjugate it all in a mix of nostalgia, envy and hope.
The AFRICA TWIN is such a model.
disappeared from Honda's catalog 13 years ago, the Japanese adventurer returns in 2016 with the ambition of regaining her status as the undisputed champion of large, multi-purpose trails. In an ultra-competitive category where the benchmarks of the genre have comfortably established themselves, the task may seem daunting.
Introducing the CRF1000L AfricaTwin, direct heir to the legendary XRV 750 AfricaTwin.
The story of a gifted child.
launched in 1988, the first AfricaTwin (XRV650 AfricaTwin) was the 'all-purpose' version of the XRV650, queen of the Dakar Rally in its heyday. In 1990, its V-twin engine gained in displacement and horsepower. Named the XRV750, the 'Daughter of the Desert' retired in 2003 after more than a decade of loyal service.
13 years on the market, 13 years away. The long-awaited comeback of the AfricaTwin opens today with this lucky number.
The CRF1000L AfricaTwin is back with the same determination to offer unfailing versatility, and its design is simple yet equipped with ABS and 3-stage traction control as standard. It also takes a daring gamble: it offers a revised version of the 'made in Honda' DCT (Dual Clutch Transmission) as an option, as well as a bold off-road mode. Powered by a 998cm3 parallel twin and boasting 'only' 95hp on paper, it takes modern maxi-trailers and their frantic race for ever more power and electronics in its stride.
Does the return of the Legend live up to expectations? We tested it. Our verdict.
Corsica survey:
7:45 a.m. on the bay of Ajaccio. It's shaping up to be a beautiful day, with only the greasy, damp asphalt showing the scars of the night's long showers. The cool morning air promises to quickly give way to milder temperatures. In a nutshell. Conditions are ideal for a short ride along the Corsican coast and, why not, a few laps around the scrubland...
Here she is, my companion for the day.
The absence of the 'duck's beak' so typical of modern trails warns us that the machine wants to cut a different path. The result is an impression of robustness and simplicity of the highest order.
I continue my owner's tour. Impressive in its size, the AT weighs 232kg on paper (242kg for the DCT version), which may leave us wondering about its off-road capabilities... But where this adventurous machine makes up for it is in its slenderness, optimized to the maximum by various technical choices.
The first, and by no means the least, is the engine. Bye-bye to the V-Twin of the first Africa models. The 2016 version is powered by an all-new 998cm in-line twin for greater compactness and lightness. This quest for overall balance is also reflected in clever technological solutions (UNICAM distribution derivedcross CRF250R and CRF450R, water pump integrated into the clutch housing, oil pump in the lower part of the crankcases, steel frame inspired by the CRF 450 Rally). These choices allow the bike to be relatively slim, with sufficient ground clearance to clear obstacles.
The front fairing is very short and simple. The only distinguishing feature is the textured look of the black cheek pieces. The two front lights are a tribute to the first AfricaTwins, giving this 2016 model a frank and intimidating look. A sign that the AT is in tune with the times: full-LED lighting and fully digital instrumentation. The turn signals act as daytime running lights.
At the end of the fully adjustable Showa suspensions, the 21" and 18"
As I continue my ocular stroll, I come across the rear silencer. Massive and imposing, it blends in rather well with the overall line, even if I find it a little 'too much'. But wait.... something's bothering me... That exhaust with its double tailpipe and square tips... it's talking to me.... But yes! You'd think it was directly derived from the exhaust system on the Teutonic queen of the category: the BMW R1200GS! Is this just a coincidence, or does it signal the company's desire to shake up the benchmarks? Time will tell...
I look down and note with astonishment the absence of a center stand. A surprising choice on this type of motorcycle, and one equipped with a chain drive. We'll probably explain its absence by a gain in weight and ground clearance, but at 224€ for the option, it's enough to make you cringe...
Apart from these concerns, the bike's finish is almost impeccable. The welds are clean and the wiring very well concealed. So much care for a bike destined to eat dust, that's a pretty good sign. Come on, we're going to be a bit quibbling: we regret that the rear footrest rubbers are optional (+99€!). But despite this, the passenger will be well installed and can hold on tightly to the wide rear grips. We also applaud the fact that the machine comes pre-equipped with luggage racks.
In the saddle
i slip on my helmet and climb aboard. Set in the high position (870mm), the saddle more easily accommodates my metre 80 than expected. Below this height, you'll need to switch to the lower position (850mm). This adjustment is pretty easy once you've understood how to do it. If Mother Nature has placed you under the 70-meter mark, you'll need a low saddle (-30mm/original) to feel comfortable enough. The same goes for taller riders, who should opt for the high saddle (+30mm). With these options (224€), the seat can be adjusted from 820mm to 900mm, enough to satisfy just about any body size. The seat feels firm but very comfortable. A feeling that will be confirmed later on.
A look at the instrumentation. An imposing 100% digital speedometer inspired by rally machines takes pride of place in the middle of the handlebars. Its "verticality" may disconcert some, but in the end it's quite legible (except for the rev counter).
Ultra-complete, with the usual trip functions, average and instantaneous fuel consumption, etc.... There's also a 'big' gear indicator to check where the gearbox is in auto mode. All in all, despite the wealth of information involved in the various DCT and Traction Control settings, it's easy to find your way around and the navigation is very intuitive.
I look at the handlebars, a little puzzled. It takes a few moments to assimilate the particularities of the DCT version. Gone is the clutch lever. This has been replaced by a lever controlling a parking brake (a good idea for wedging the 242 kg of this version on slopes!) However, there's no risk of activating this brake by mistake while riding, as it's sufficiently far away.
The handlebars feature neatly arranged controls.
On the left: + and - buttons for shifting gears in 'manual' mode, plus a trigger for adjusting the intensity of the 4-level HSTC (Honda Selectable Torque Control) offered as standard (1, 2, 3, off). The positioning and size of the horn button, just above the turn signals, is a guarantee of a few untimely activations when changing direction...
On the right: the selection knob for the various DCT gearbox modes (D, S1, S2, S3), to which we'll return later, the Auto/Manual switch and the warning lights.
I'm looking and looking, but I can't find anything that looks like a 12V socket. Astonishment! (yes, yes!) its absence is unforgivable for a machine that's supposed to take us to the other side of the world, and logically intended to be fitted with a GPS! An 'oversight' that the sum of 72€ (ouch!!) and a trip through the accessories catalog will rectify...
I unhook and straighten the bike."Oh yeah..., you can really feel the 242kg..."
I take the wide handlebars in hand. Thanks to its height and width, it keeps the rider's torso upright and offers a very impressive steering angle of 43°C (a little over 5 meters in radius). Enough to get you out of the urban rush. and just as well, it's rush hour in Ajaccio.
contact!
the in-line twin comes to life with a rather mellow sound. The engine balancing and the three equalizers do their job well (apart from the twin's 'pulsations', you don't feel any parasitic vibrations). Go for it. BRRROOOAAAARRFFFF!!! The engine grumbles with a lovely metallic sound reminiscent of a single-cylinder. But the gearbox doesn't move ... "And yes, little one. Auto gearbox, sure. But you're not on a scooter! "I say to myself.... First gear is engaged by pressing the D button. I press it. Off we go.
If the machine weighs its weight with the engine off, after 10km/h, the Honda magic is at work, thanks to a well-balanced ride and the bike's wasp-like stature. Straight back, well-positioned legs that hug the tank perfectly, hands spread out but not too wide... you immediately feel at home, proving once again the Japanese manufacturer's ability to create machines that are easy to handle.
Africa Street Twin
i set off serenely into traffic. With its 230 mm of travel at the front and 220 mm at the rear, the AfricaTwin dominates the 4-wheeled barge. " The hand guards go over the car's mirrors, a detail not so insignificant as that...
First red light. First green light, and first chance to test that famous DCT gearbox. I try a little acceleration. The bike reacts smoothly and takes me 150 meters further to another set of traffic lights. In the meantime, only the gear indicator let me know that gears 1-2-3-4-3-2-1 had been engaged. No jerks or extraneous noises betrayed the gearbox's work. Impressive! As the first version of the DCT gearbox wasn't known for being the most discreet, it seems that Honda has made great progress in this area!
In town, this DCT gearbox is a delight, making it easier to cope with the incessant braking and starting. You quickly get used to driving on the gas pedal alone, and after a few reflex movements, your left hand/foot unit quickly realizes that it's out of action...
By default, the gearbox is set to D (Drive) mode, offering rather disappointing behavior. In town, this means early gearshifts and engine revs between 2000 and 3000rpm (you'll easily find yourself at 45km/h in 4th gear). While the engine is supple and copes fairly well at low revs, offering smooth, willing acceleration, I personally prefer a little more punch. What the S (Sport) modes offer.
A special feature of this new version of the DCT, S mode offers 3 sub-modes called S1, S2 and S3, offering increasing levels of sportiness. I select S1 mode. The bike gets into its stride and reveals a different, much nicer face.
It's worth pointing out that it's possible to intervene manually at any time on the automatic gearbox using the + and - buttons on the handlebars. A useful function if you want to drop down a gear to quickly overtake a vehicle. Once you've finished overtaking, it won't dare upshift again, leaving you to flirt with 6,000rpm in town and in D mode.
I thread my way easily through the stream of 'late workers'. The pavement is still quite slippery, and the traction control set to level 3 (the most intrusive) does its job when reaccelerating on a white line. The suspension (manually adjustable for compression, rebound and preload) perfectly absorbs road imperfections and handles braking very well. We might have feared a 'rocking horse' effect due to the long travels of the latter, but they offer a very progressive resistance that annihilates this sensation.
At this stage, the DCT version's 242kg (fully loaded) are forgotten, and the engine, although very linear below 6,000 rpm, proves generous. The enormous steering angle, optimized mass centralization and agility of the bike get us out of all urban difficulties.
On the road
the road clears as I head for the Iles Sanguinaires, leaving the city behind. The pace quickens, giving me a chance to test the engine over a wider range. Heavy throttle. The S-mode auto gearbox realizes it needs to step up a gear and drops 2 gears, allowing the CRF1000L to finally show its muscles. I take a few long, winding corners that put a smile on my face. What a pleasant surprise! While the 95hp might have been a cause for concern for a machine of this size, in actual use, it's nothing of the sort. The heart of this Africa Twin has plenty of length, and exudes a willful temperament, with a certain huff that's delightful when you get it high enough in the revs. Linear but delivering a constant force below 6,000 rpm, the engine is at its best between 6,000 and 8,000 rpm. It's in this range that sporty driving is at its best. Of the 3 modes on offer, my preference is for S2, which is the most versatile.
If you still find this DCT gearbox too soft, it's also possible to manage upshifts and downshifts yourself by switching the gearbox to 'manual' mode. Control is by pressing the + and - triggers on the left-hand commodo. This mode is quite fun to use (you first have to get used to the total uselessness of cutting the throttle before raising or lowering a gear...) but is of no particular interest. Finally, for left-footed aficionados (or paradox enthusiasts), a classic foot shifter is available as an option on this robotized gearbox. Its price (€424) will be enough to steer them towards the mechanical gearbox version...
In any case, you can't blame Honda for not playing the adaptability card. Between the DCT modes, traction control, G mode and disconnectable rear ABS, the rider has no fewer than 80 possible configurations.
Easy
as for the chassis, the Africa Twin is a true trail bike. Its supple but not too supple chassis and progressive suspensions form a coherent whole that's stable enough in corners, but inevitably less precise than the millimetre-machined, electronics-laden front axles of so-called modern trails. Despite limited cornering due to the narrow width of the front tire and the inertia generated by the 21-inch rim, it's easy to dive in and out of corners. The CRF1000L is not beyond the reach of fast cornering, and we'll even forgive some over-optimism, as the bike doesn't straighten out too quickly when braking in a curve. Talking of braking, the two 310m front discs (4-piston radial calipers) and the 256mm rear disc (1-piston) are not coupled, but will always stop the machine efficiently and progressively.
The only downside comes from the Dunlop Trailmax tires fitted as standard, which are clearly not the most efficient on wet roads.
With these introductions out of the way, I set off southwards on a rolling dual-carriageway. I switch back to D mode and set off down the road, in sixth gear (which serves primarily as an overdrive). Once again, the AfricaTwin's comfort proves its worth, and the absence of cruise control is a real shame, given the bike's healthy cruising behaviour. The bike remains very stable, even at high speed, and it's not uncommon to be surprised by the speedometer recall... (the bike tops out above 230km/h). As for the bubble, it's not adjustable. It may be quite effective, but we can't help but be surprised by this choice, which runs counter to the bike's vocation as a tourer. Taller riders will have to buy the optional high bubble (€159).
A few dozen kilometers later, I leave the main avenues for another trip. Corsica offers just the right amount of rocky trails and rugged terrain to make it the ideal playground for the other side of this AfricaTwin. off-road.
Touch the 'G' point.
i stop. "What's this? That little trail on the left... It doesn't look too bad." Pressing the two square buttons on the dashboard, I deactivate the rear ABS and switch the auto gearbox to 'G' mode.this famous 'Gravel' mode has been designed to offer a more direct feeling of control over the rear wheel. It also offers more engine braking.
Deactivating the rear ABS is also necessary for Enduro braking. Traction control will be set to level 1 (the least intrusive), so as not to castrate motricity and to benefit from sufficient traction on loose terrain.
After a few pre-requisite manipulations, I set off on this enticing track, not without a certain amount of apprehension. It has to be said that the bike's weight can be impressive for a first real TT experience (which is my case!). I set off at a moderate pace on this dirt and pebble track. Not particularly difficult, it invites me to pick up the pace. I throttle up to gauge the rear wheel's behavior. It sends a volley of gravel in my wake, taking me a little further and a little faster towards the first obstacles. Traction control in its minimal position ensures good traction while retaining a very pleasant sliding and drifting feel. I'm immediately struck by the Dunlop Trailmax tires' handling. Whereas on wet roads they lacked feel, off-road they really come into their own. And to think that these tires are actually very much road tires...
The track gets rougher. I stand up on the footrests. My boots are well anchored and the high handlebars mean I don't have to bend my torso to grab them. Here I am, ready to face the first difficulties. Yallah! The passage goes smoothly and with disconcerting ease. The bike is easy to guide thanks to its narrow tires (90/90 at the front, 150/70 at the rear). The suspension is supple at the start of the race, absorbing big shocks without complaint, even in the middle of the road, and the bite of the radial calipers, the powerful yet progressive bite of the radial calipers enables you to make up for a mistake without necessarily triggering the ABS at the front (the latter kicks in very late). Comfortably upright, I take to the bumps and hollows, which are much more present now. After 1 hour's climbing in the scrubland, I stand on my crutch and look proudly at the distance I've covered.
But suddenly I understand:
If I've got this far, it's not thanks to my innate enduro skills (lol)... But largely thanks to it: the DCT gearbox.
DCT in the city, DCT in the country
this choice, which aroused curiosity when it was first announced ("Pardon? Une boite auto? En tout-terrain? re Lol"), now makes perfect sense. Far from being idiotic, on the contrary, it's a wise choice for the biker who's not used to getting off the beaten track, but who sometimes dreams of bringing out the Marc Coma in him. Once the wheels are on the road, all you have to do is concentrate on steering, acceleration and gliding. Torque/clutch management takes care of itself. The result is striking. It took me barely 10 minutes to feel completely in my element. As my left arm doesn't have to manipulate the clutch, it can handle shocks and handlebar pull much more easily (thanks for that!). As for the left foot, it remains firmly anchored to its support, avoiding any possible imbalance when playing with the selector.
Note also that the DCT gearbox reacts differently depending on whether you're climbing or descending. Not thanks to an accelerometer-type sensor, but to an algorithm that determines the bike's angle according to throttle opening, speed, rpm and gear engaged. Quite efficient.
The weight of the machine will nevertheless be felt in some tricky ruts that tend to suck in the front wheel. In such cases, you need to relieve the steering by transferring the weight to the rear of the machine. A dynamic effort that a good old manual gearbox with its clutch lever will do much better than any DCT in the world. But in this case, you'll have to go with the flow by metering the acceleration. And we'll do it well.
Equipped with Continental TKC 80 studded tires, the machine offers tenfold traction and will enable you to climb better. So, yes, we're still far from a pure enduro machine, but this Africa Twin will go just about anywhere, thwarting most pitfalls thanks to its well-thought-out chassis and offering a very good compromise between stability and agility. True True riders will rightly find it too heavy, especially with its 10kg extra weight on the DCT version, but in the opinion of my Belgian buddy Philippe, a seasoned enduro rider: "With a mechanical gearbox and studded tires, it's bluffing! it's bluffing! "
Mechanical gearbox
after this convincing off-road experience. I end the day by swapping my Africa Twin DCT for a mechanical gearbox version. Two passes separate me from Ajaccio, and they won't be enough to "dust off" my mind.
At first glance, there are no major changes on this 'classic' version, apart from the return of a clutch lever and foot shifter, and the disappearance of the buttons inherent in the DCT gearbox. These changes mean a weight loss of 10 kg. It may not seem like much, but at this level, every kilo counts.
There's nothing wrong with the mechanical gearbox, which is perfect. The lever is ultra-smooth to the touch, and gearshifts are precise. On twisty roads, the gearbox responds quickly, and the machine as a whole performs even better. Already very playful and well-balanced with DCT, the Africa Twin, stripped of its heavy auto gearbox, gains an extra All. A difference that becomes even more apparent when you pick up the pace in a series of tight bends
I haven't yet got to the sound of this Africa Twin. Its vocals are a feast for the ears. Deep and gravelly at low revs, they turn cavernous and metallic as you climb the revs. This is all down to the work of our engineers, who designed a 3-chamber muffler for a unique and pleasing sound.
I return to Ajaccio. The sun is beating down and it's time to bid farewell to my playmate. A glance at the trip computer shows me an average fuel consumption of 6L/100km for the manual gearbox version and 5.5L/100km for the DCT version (both having been driven on road and track). Logical overall, but considerably higher than the figures announced by the manufacturer (4.6L/100 manual; 4.58L/100 DCT). The fuel tank, not as big as it looks, contains 18.8 liters and will provide a maximum range of around 400km.
Go Anywhere.
That's how Honda promotes its new Africa Twin.
Go Anywhere.
At the end of this test we can say that, yes, this 2016 Africa Twin can take you anywhere, and if there were only one word to describe it, it would be without hesitation: Versatile.
Demonstrating extraordinary adaptability, it is efficient and easy to ride in all situations (city, trails, road, passes...). Avoiding technological overkill, it gives back to the word 'Trail' its letters of nobility: those of a simple machine designed to ride far and ride everywhere.
With its limited but oh-so-sufficient performance and real TT capabilities, the Africa Twin dismisses out of hand the ultimately unnatural comparison with the BMW R1200GS (the benchmark) and Yamaha XTZ 1200 Super Ténéré (the challenger). Instead, the CRF1000L will go head-to-head with the Tiger 800XcX, KTM 1050 Adventure and BMW F800GS, which have much more similar characteristics.
So, which is it? DCT or mechanical version? While the DCT version has proven its effectiveness in the city and its interest in the TT (for Sunday enduro riders), its extra weight may make those looking for dynamic qualities hesitate. Whatever the case may be, everyone will find a little, if not a lot, of what they're looking for.
Sold for €12,999 as a base model, the Africa Twin will be equipped with the DCT gearbox for €1,000 more. We regret, however, that certain quasi-indispensable equipment was not included in the specifications (center stand, 12v socket, adjustable bubble, tubeless rims) and that the price of options is prohibitive. But we can console ourselves with the excellent finish.
Available in 4 colors, the Africa Twin really looks its best in the Tricolore and Replica Rally versions (+300€). Otherwise, it's black or grey.
It's time for Africa!
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Bikers' reviews Leave a review - 93 reviews
i have owned my AT1000 mecha box since March 2019. I bought it used from a dealership, it had been put on the road in March 2018
It now has just over 37,000km and is 4 years old, so I've ridden it a lot, including a 5500km tour of Italy and Croatia in 20 days
I like it a lot: it's reliable, beautiful, ages very well (once cleaned, it looks like it just came from the factory), can be loaded like a mule (I do motorcycle camping...), low fuel consumption (4.5 on the road, where you can slightly exceed 400km range; 6.5 liters on the freeway when loaded), versatile from the track to the freeway via the city, where it's at ease if you're used to the high weight of a trail bike
I've heard that its mechanical accessibility isn't great, but Honda's servicing rates are less unreasonable than those of other brands, even if they do go a bit overboard. Consumables have to be changed outside the dealership
Well, I'm off to plan my next roadtrip! Maybe I'll change it one day to discover another bike, but it's also possible that I'll keep it and buy a 2nd bike! Rating : 5/5 Respond to Papybro
https://www.motoplanete.com/honda/7517/CB-500-X-2019/contact.html
Bonne route Rating : 5/5 Participate in the conversation
Its handling is impeccable, not really inferior to the R1200GS I had before, and it's perfectly possible to ride this bike hard on occasion. It consumes about half a liter more than the GS (model2014) and its range before reserves reaches 300 km (380 until it runs out of fuel), which is still sufficient in most cases
Incidentally, at the time I bought it, the budget was much lower than that of a GS for at least equivalent satisfaction in my case. It's undoubtedly the bike I'm going to keep the longest in my motorcycling life. Rating : 5/5 Respond to capdefra
What do I remember about it? A bike that's good everywhere but excellent nowhere, an engine that's borderline wheezy, too linear, too "electric" - that's THE main fault of this bike in particular (and of Honda in general), although it's efficient, but God, it's sad! The tubeless tires are simply unacceptable.
I gave it 3 stars for its beauty and build quality (a Honda quality), but well... when it was stolen from me, I went elsewhere. Rating : 3/5 Respond to xa
Nice bike, but it could have been better
to change the air filter takes at least 1 hour.the gearbox pulls too long on the first 3 gears.I really regret the 750 africa twin.
It was much easier to maintain.
Rating : 2/5 Respond to Honda
if your goal is to take a big trail bike for road, highway and small road rides, then don't buy it, it's not road-ready... vibration, wind resistance, seat comfort and chassis are not adapted to long trips... if, on the other hand, you want to go on an adventure in wide-open spaces such as Morocco... Then don't buy either... too heavy, gear ratios too long, tube tires difficult to change, air filters very hard to access, rear pannier falls off at the first jump... etc
in short, versatility is not my thing.... Rating : 1/5 Respond to timoot
It seems to me that the price was around 200 â'¬ and includes one hour's labor. You'll also need to raise the front fork tubes by 1.5 cm to keep the bike level. Now you can also put the seat in the low position, but for me it felt too low... Rating : 4/5 Participate in the conversation
Vercingetorix, Aveyron tour, Cathare...
As for saddle height, the original saddle is in the low position for my 1.65 and it fits!
Excellent Swiss Army knife, but not excellent in every area, just a maxi trail!
So, after 3 years of loyal service, I swapped my Swiss Army knife for an Austrian scalpel and named the KTM 790 Adventure.
30kg lighter and a much lower center of gravity, with the tank down to my ankles and a higher power-to-weight ratio than the AT. And with all that, it's easy to ride off-road, in the mountains you leave a lot of people behind, in town you feel like you've got a bike between your legs, but on the freeway it's a little less comfortable than the Africa.
Range: 400 km minimum with 4.4 average fuel consumption in 3000km...
I'll stop here, you've understood, I've found the bike to replace my AT...
Bonne route à tous,
No matter what you ride, as long as you get your kicks... Rating : 4/5 Participate in the conversation
Bravo Honda for this success! Rating : 4/5 Respond to Ludo 1979
Well, I'm pleasantly surprised that my average consumption of 4.6l /100km corresponds exactly to the figure announced by the manufacturer!
For once, I thought it was important to point out that an instructor doesn't cheat on the figures! Rating : 3/5 Respond to Persica
No caller risk (never need to look for neutral), no tiring gear changes in town.
You can choose between 4 different d(pepere) modes, with sport 1, 2 or 3 (that's a blast!!), allowing you to adapt the engine to your needs!
You can intervene at any time on the gears using the buttons to, for example, downshift and use engine braking on entering a village or just before a bend.
Off-road, it's not easy to change gears while standing up and deal with the difficulties of the road, but with the dct, you can concentrate solely on the road and the scenery.
The pleasure of riding is there, you have the choice to be active on a sportier ride or to let the bike take you for a ride when you're tired!
Our attention is on the road, not on managing the gearbox, which the dct does very well without rider intervention, giving us greater safety and comfort, and the possibility of "having fun" when we feel like turning our right wrist all the way.
I hesitated for a long time to choose the dct, but now I'll have to have it on my next bikes!
To those who swear by manual gearboxes, we'll talk about it again in a few years, when they'll have seen that the evolution of motorcycles (as is already the case with cars) will logically lead to auto gearboxes...
Rating : 4/5 Respond to Persica
merci daniel
Rating : 5/5 Respond to apollon13
After one year of use and 10,000 km of city, road and track riding, I have mixed feelings about this bike, mainly because of its build quality, which is not up to the standards of the No. 1 manufacturer.
The commmodos need changing, the front discs are too thin, the original mounts are no good, the fuel injection cuts out at low revs, the chain snaps on the swingarm, etc. What can I say about the manual gearbox: it locks hard and noisily between 1st and 2nd gear, its operation is sensitive to engine speed and fuel injection, but also to chain tension.On the plus side, as there are of course, I'd say it's a super engine with an excellent chassis. In conclusion, this is still a young motorcycle that will evolve in the right direction, but will never be premium.
but it will never be "premium", because of manufacturing costs and selling prices. Rating : 3/5 Respond to Paco
Sincerely Rating : 5/5 Respond to gigi
I've been riding my AT for 12 months and have 26,000 km on the clock.
The A.T is a great bike. Not many faults (for an entirely new machine)... But there are some!
The main one: those P..... tires from M.....!
Why would Honda mount such crap on a flagship model? Not only do they have very poor or even zero grip, but they're downright dangerous in the wet! They wear irregularly and cause weaving and sauntering at high speeds !...
Well... you'll tell me... just change them and put on better ones !... So, I'm on my 5th set of tires (yes, 5th) in one year of use! the original ones, dead at 5800 KM and 4 Trail smart sets which are much better but rarely do more than 5000 km before included! of course, you can drive another 1500 km with them but with flats and facets (very unpleasant)! Budget for tires for a year's use 250E X 5 = 1250 Euros! that's a bit steep isn't it?!... so my comment is this: My previous bike was a DL 1000 Suzuki from 2015, my rear tire had 8 to 9000 km and the front 12 to 13000 kms and usable until the change ... And my driving was strictly identical!
So again: the flaw in this hare-brained machine (which is fantastic, by the way) seems to be the choice of tubed rims and tires... I'm considering the possibility of a tubeless mount as an accessory... Does anyone have any feedback, advice or tips on my remarks?
Merkiiiiii to all.
Bob Rating : 4/5 Respond to bob
Rating : 4/5 Participate in the conversation
14000 kms, and l\'apparition d\'un craquement sous la selle, dès que la position du pilote change ...
Problem solved by putting a piece of cloth on the central saddle support... Note that my seat is in the up position...
As for vibrations, there have always been some ... I can confirm that a trail bike vibrates (life)!
Bonne route à tous Rating : 4/5 Respond to Spoon
I had a crosstourer dct and same problem as you
it took me two days of research to find that the handbrake cable was a mass with a wire running along the chassis, so maybe that's an idea worth exploring Rating : 3/5 Participate in the conversation
For your information, a trail bike => it vibrates! Admittedly less than a mono, since it's a twin, but still ...
So mine vibrates too, especially if you accelerate hard and the engine is running at low revs.
Are your vibrations that strong?
Rating : 4/5 Participate in the conversation
I've just ordered a 15-tooth gearbox output sprocket instead of 16, because being a triallist, I find it pulls a bit long in 1 and 2. I think I've made a good choice. In May, Sardinia and we'll be able to test this jewel again. Rating : 5/5 Respond to Loulou
Thanks Rating : 5/5 Respond to Cris
I've just passed the 10,000 km mark, and I've fitted Dunlop TraiSmart :
https://www.dunlop.eu/fr_fr/motorcycle/products/search-results.html?type=make Rating : 4/5 Participate in the conversation
My first 1000 AFRICA TWIN, I did a little more than 10000 km with the original tires and they were still good, but not good in road holding, as many say.
I did 3000 km in 10 days in Corsica and the 10000 km in 4 months.
I took back a 2017 model in December 2016, and had the TRAILSMART 150/70R/18 70 V A.R. and 80/90/ 21 V L'A.V. tires fitted before I bought them, and I noticed the difference right from the start.
It's not the same, it's a treat, a rail, it rolls itself and it sticks to the road, without having modified the original setting it's firmer, I feel small shocks in my hands, when the road is very bad, before it was velvet, so it's not a problem of suspensions, it comes from the tires although it's the same brand, but not the same reference. I hope I've answered your question!
J-M.L Rating : 5/5 Participate in the conversation
tires changed at the time of purchase for Dunlop TraiSmart what happiness, crossing the Pyrenees with variable weather conditions ....what a pleasure, not a loss of grip...
Rating : 5/5 Participate in the conversation
I'm going to have to change my tires in a while. Can you tell me which ones you've fitted, after replacing the original ones?
As far as I'm concerned, there's nothing wrong with the original fitment.
I've got nothing against the original spring either.
Thanks for your feedback
Rating : 4/5 Participate in the conversation
i'm also 1.64 m tall and I've put the seat in the low position and there's no problem, even with a loaded duo.
The bike crushes a little more and one foot touches the ground with a little wiggle. With the DCT, you don't have to worry about shifting into 1st gear to start off; you just keep your foot on the ground and hit the gas...
With this DCT, you can ride according to your mood: cool or Joe Bar Team... There's enough horsepower to get your license snatched, and overtaking is no problem, even when riding two-up.
I tried out a 1200GSLC ADV, and it's not the same story in every respect: seat height, weight, watts... But spending over 22,000â'¬ on a wheel that makes a big KLONK when you shift into 1st gear is a real pain in the ass... Honda's DCT is velvety smooth, and the passenger enjoys smooth, seamless gear changes.
7000km since August 2016, very good rain and wind protection..., excellent suspension comfort, the seat is a bit hard after 3/4 hours on the road... Straight and not tiring riding position.
As for the tires, I'm of the same opinion as everyone else: they slip a little, but above all you need to keep a close eye on the pressure, as low pressure can happen very quickly with these spoke rims rather than tubeless ones...
Very easy to handle, and the CG isn't perched high.
The rocking-horse effect is greatly reduced if you apply the rear brake before the front brake.
I equipped it with SW Motech cases with top case, as the Honda gear is a bit light!
For winter, I've added the good old muffs, plus heated otpion grips and a tucano apron,
Not out on the trails yet.
The Swiss Army knife ??? Rating : 5/5 Participate in the conversation
i too am experiencing false neutral between 5 and 6. Small lines appear once the gear is engaged and the 6 display appears shortly afterwards. When disengaging the clutch I feel a notch on the handle. It happens when hot. The cable slides well.
please let me know if you have a solution. Rating : 3/5 Participate in the conversation
Honda must respond and remedy the situation, it's not normal !
Between this problem and the original tires, frankly Honda is making a mockery of the world...
All the more a pity as it's a great machine... Rating : 4/5 Participate in the conversation
Rating : 5/5 Respond to TOFUSS
Lots of town and little country, but it does it all
I particularly like her as a duo, with the flexibility of her automatic gearbox Rating : 5/5 Participate in the conversation
but the saddle in low position
and ride with military boots ...and your part Rating : 5/5 Participate in the conversation
As I said before, no problem with the tires, or the blurred steering???
You have to wonder if they can mass-produce this machine ???
For my part, I only notice the "clic clic" when you sit on it... It seems to come from the bottom of the bike (see Sebgolfejuan's post).
It's a machine that vibrates a lot (it's a trail, and a bi, it vibrates) ... That will be the only drawback for me.
Let's keep this forum alive as much as possible, because I have the impression that we're going to discover a wide range of phenomena as the bike accumulates more miles...
See you soon. Rating : 4/5 Respond to Spoon
Rating : 4/5 Respond to Luigi
In the wet, it should slide even better? Rating : 3/5 Participate in the conversation
the 15 amps gun broke around 9200 km and 500 km after the first change, and 2 times every 40km and now every 5 km, the dealer changed the injection pump and still the same, in the 38 the dealer
this summer, he changed the 15 amp gun on a red, black and white from an Englishman, so I'm not the only one, and nobody talks about it, that on tires, it's easier to solve,
Please keep me informed if you give me the solution! ( because it's been going on since August 16, 2016). Rating : 3/5 Respond to J-M.L
J\'arrive à 6000 kms, for a machine received 02/08/2016, and nothing to report for the moment.
I'll be sure to keep you informed if ever ...
As far as the tires are concerned, I have nothing to say except that they seem to wear out faster. There's nothing wrong with the handling as far as I'm concerned, so... ???
See you soon Rating : 4/5 Participate in the conversation
Happy owner of a CRF 1000L - 2016, since May...
I can only invite you to take in finishing on this machine, the pot titanium Termignoni (admittedly a little expensive), but so bewitching in terms of sound
I wish you all a safe journey, Rating : 5/5 Respond to jonalumu
meme souci que mowgli, ralentisseurs a fond la moto broute derrière, sinon super moto agile précise confort apte au tt et prise en main facile
points noirs frein ar a chier, av bof, couple bof faut rouler dans les tours comme en 125 pour un 1000 c'est chiant. I wonder if we can make a reprog to get more torque...to be continued Rating : 4/5 Respond to skall
No kidding, I have x bike from bm to ktm Trail enduro trial ...... And I've never heard a shock absorber and you ???? Same noise because it seems that the km accentuate this noise ..
Merci d'avance pour vos réponses
Small problem of injection plof on gas lift..
Zero tire
But well born anyway, don't give up Honda!!! Warranty and upgrades mandatory like other manufacturers! Rating : 3/5 Respond to Sebgolfejuan
Do you have any information to give me following the noise detected on the rear shock absorber?
Thank you. Rating : 4/5 Participate in the conversation
With my meter 70 the saddle in low position it passes then if it is your only questioning go for it! Rating : 2/5 Participate in the conversation
Another point the "only" 95 HP wiser in my case :-)
If I read you correctly...
I'll have to order it with the DCT gearbox, ask for a new tire mount directly on delivery and order the cases from Touratech rather than honda? Is that right? Rating : 2/5 Respond to Black camel
Rating : 3/5 Participate in the conversation
And as I'm not replacing Black Camel, but taking an adventuress as a second bike, I believe my choice can't suffer from any unlucky lottery draw.
I've already lost at this game with my Electra.
So I'm leaning towards the Teutonic at the moment, unless, tiger.... Multistrada.... Rating : 3/5 Participate in the conversation
And to conclude, I've just done 1200 Kms with = fuel consumption 4.5 L/100 and then the icing on the cake when it comes to electronics, there are far fewer gadgets on the Honda! But there's no accounting for taste.... Rating : 3/5 Participate in the conversation
Rear brake pads out of order!
that's a bit premature, isn't it?
Tires changed at 6800 Km. Also a bit premature, but... necessary! A manufacturer like Honda shouldn't risk cutting corners on tire mounting. This original mounting is not only (very) bad, it's downright dangerous: I can't count the number of slips of the rear wheel, the front wheel, or both, in the dry, in the wet, on white stripes, on metal sewer manholes... and that's not all, at high speeds in big curves with pronounced downforce, bouncing and even yawing, which I attributed to poor suspension tuning... well, today I can say that it was all due to those big Mr...... gomards !... with the new front and rear mounts, no more slipping, a new rigor in big curves (and also the confidence that goes with it), angles in curves that have absolutely nothing to do with the old mounts... OUF... I'm alive again!!! I must admit I was worried for a while, wondering if I'd be able to find the right suspension tuning compromise... It's done... change your original tires !!! Rating : 5/5 Respond to Bobversys
Confident from the very first km... good grip, good handling on the angle, I've already done 2,000 km with them and I can say that there's absolutely nothing to do with the original fitment!...
I digress...
Order from ALLOPNEUS ... delivery in 48/72 hours ... supposedly!
I absolutely needed them for a given date because I had to leave for the whole week...
Of course, the tires didn't arrive on time, and the carrier called me even though I'd been gone for two days. So I cancelled my order...
And?
Well, you should know, ladies and gentlemen (it's written very small in the agreements, the ones you sign without ever looking at because they're boring)
Cancellation fee: 50 Euros per set of tires when they weren't delivered on the recommended date... But I don't give a damn about ALLOPNEUS, because that too is written in the agreements: they announce 48/72 hours, but that's an "estimate" and in no way an obligation !!!
You've been warned. Rating : 5/5 Participate in the conversation
These DUNLOP TRAILSMART tires, are they designed for the l\'AT inner tube wheel?
Merci, d\'avance de ta réponse.
jean-Marc Rating : 4/5 Participate in the conversation
The Michelin site suggests that the Pilots are suitable for the Africa.
having tested them and worn them out on my Tiger 800, I don't even wonder... Rating : 3/5 Participate in the conversation
And frankly they're not bad, but less than 7000km and they're rinsed...
I'm having trouble changing them.
I hear all about the possibilities ....tubless or not
Qq\ un savoir un peu plus svp.
Thanks Rating : 5/5 Participate in the conversation
Cdt. Rating : 3/5 Participate in the conversation
Do you have a mecha or DCT cock?
Cdt. Rating : 3/5 Participate in the conversation
yes, it does stall from time to time, but not regularly. The traction control is very sensitive, so it grazes on acceleration after passing a speed bump, so I disconnected the c.d.m. too, but nothing helped.
Cdt Rating : 1/5 Participate in the conversation
I have exactly the same problem, I've been riding it for 1 month, it has stalled 4 times already, I went to Honda and they told me that its twin cylinder didn't like heat. So yes, I'm a girl and a mech geek, but I did some research on the net and the information I found was that it could be a problem with the injectors. What can I do since they're guaranteed?
If you have the right answer, you're on top!
Apart from this drawback (because I'm driving with grip and that's not great), the change from 1st to second gear is great, the false neutral at the end of the gearbox and the ultra crappy original tires when I'm driving with my hair blowing in the wind, I love it!)
Thanks in advance for your reply @ Rating : 3/5 Participate in the conversation
I have a mecha gearbox, the dealer tells me that I have to wait until it's completely broken down. I've also taken out a 36-month warranty with maintenance, but I'm going to get rid of it much sooner.
Cdt Rating : 1/5 Participate in the conversation
Conclusion: for the past 3 months, I've been riding an African twin CRF 1000 that chirps, stalls and stops
at the "start and stop" stop, but won't restart
thank you HONDA , THANK YOU Mr. Inspector
This is my last HONDA,
Rating : 1/5 Respond to bigbobi
I also have a meca gearbox, but apparently this problem doesn't concern the DCT gearbox, I'm not going to keep it for 2 years because I don't really drive quietly. Thanks for the info
Bonne route ;-) Rating : 3/5 Participate in the conversation
i'm back after a few weeks of silence. I award a golden helmet to HONDA MOTOSPORT MONTPELLIER FREGEORGUES, they solved the starting problem by changing the starter switch, just with a little willingness, skill and professionalism, thanks to the whole team. On the other hand, I give a dunce's cap to PASCAL MOTO MONTPELLIER OUEST, who made no effort whatsoever for a customer who bought 4 motorcycles in 5 years, and who washes their hands of it when a "random breakdown" occurs
As for Madame BERTRAND, HONDA FRANCE EUROPE's customer manager, in her opinion it was the crankshaft that was misaligned. Perhaps she mistook my AFRICA TWIN for herself?
i don't think we'll ever know
Well, all's well that ends well. or? more on that next episode. Hi, stay cool. Rating : 3/5 Participate in the conversation
The engine, which is now unleashed, is truly jouissif... No match for my old VStrom. And it's a real camel. 90% of duo use, 4.8 L/cent and I'm turning the handle the right way! The revs are much sharper, and it loves to rev. Braking is top-notch, on a par with the suz. Comfort is very slightly lower, but only for the rider. A little warm-up between the thighs after two hours of riding. Handling is excellent solo. In duo, I still haven't managed to find the right compromise. In big, hard curves, the bike is unpleasantly "sausage-like", but not really dangerous as it stays on course... (if anyone has found the right setting and reads me...) The original tire mount is... Gerber! To be changed as soon as possible. So to sum up... A (very) positive assessment, I really don't regret my purchase, I love this spout, I think it's a success... A brand-new model that hits the ground running. I can't imagine what changes Honda will make to this model in the years to come... Ah yes, an aluminum frame for greater lightness and rigidity....
Bonne route à tous, gaffe aux gravillons !
Bob Rating : 4/5 Participate in the conversation
I also have a false neutral between 5 and 6. I come across this famous neutral between 5 and 6 about every 100 km. I've noticed that the bike (Africa twin 2016 mechanical gearbox) does this less and less. Rating : 4/5 Participate in the conversation
Rating : 3/5 Participate in the conversation
i'm in brussels and everyone turns around to see the pavees pfff meme pas peur thank you honda Rating : 5/5 Respond to stephane 74
Thanks Rating : 5/5 Respond to Elgabel
I'm going to go for a dct version very soon (left ankle problem), but I've been put off a lot by the price of the pack options, 990â'¬ for the crash bar and led fog lights for example, i.e. double that of Givi for example.
So don't hesitate to call on the many equipment manufacturers who have set their sights on the Africa, and offer all kinds of accessories to protect or improve comfort, all for much lower prices than Honda. I may not have been used to it, coming from a Yamaha Tracer with an unbeatable equipment/price ratio, but still inferior in quality to the new Africa Twin.
Rating : 4/5 Respond to versys
as for the cost of options, you'll have to shop at Touratech for the crash bar at 207â'¬ and engine protection at 124â'¬, and don't bother with the additional lights, which cost an arm and a leg.
For equipment, get a 52l GIVI top case for less than 400â'¬ with the lock, and for suitcases, it's best to get them from SW Motech, as the original Honda ones are made of plastic and look like sheap... Rating : 5/5 Participate in the conversation
Rating : 3/5 Participate in the conversation
I've been waiting for the time when I'll finally be able to experience this atmosphere on a daily basis...
13 years of waiting, I'll hold out a little longer... Best wishes to the writers of this beautiful report, which made my mouth water. Samy91 Rating : 5/5 Respond to Samy91
Shifting from gears 1 to 2 clicks, then no noise at all (upshifting and downshifting). Great bike in Corsica, even with DCT. Comfortable, supple, good braking, low fuel consumption, quite powerful for this engine. Good dry handling, not so good in the wet (original tires); I'm changing tire models. No regrets about buying this bike (my 12th Honda). Rating : 5/5 Respond to Yviu 2B
I'm thinking about the africa twin for my wife.
How tall do you have to be to be comfortable? I mean, isn't the africa twin too high?
Thank you for your help,
Michel Rating : 5/5 Respond to Meulemi
I regretted the engine's lack of character and linearity, even if its power seemed quite sufficient. Speed limits are reached very quickly, so be careful with your license!
I didn't like the automatic management of the DCT gearbox, which sometimes shifts gears when it wants to. 2 examples: 5th, which shifts to 50 (2000 rpm) when exiting a traffic circle. The 4, which doesn't shift at steady speed around ... 50 km/h! Is that logical?
All in all, a very pleasant motorcycle, which I might have chosen with a conventional gearbox if I hadn't fallen for a Tiger 800! Rating : 4/5 Participate in the conversation
At ease on freeways, departmental roads, bumpy local roads, tracks, city streets, mountain passes...
Plenty of power, ideally distilled. It's so easy to ride, I'm often caught at prohibited speeds without even realizing it. Try it out for yourself, I don't think you'll be disappointed.
Rating : 5/5 Respond to motobistrot
But the AT is so much more convincing off-road. I'm looking forward to it (I'm keeping the DCT gearbox because it's a pleasure to ride and fine-tune your trajectories)
A very nice test article that makes you want to take it to Corsica this summer! Rating : 5/5 Respond to Jacquot
When you buy a Honda, it's for 3 things:
Love for Honda.
Trust in Honda ( reliability , ease of living ... ).
Honda's professional staff ( I've dealt with others without mentioning the name, it's useless, and it was just to try this maori with the idea of some that the salesmen all reach the same, and well, I immediately resold with 4000â'¬ of loss at 6000 km and I found myself again with my Honda friends. Rating : 5/5 Respond to Didis
what a jewel! The dealership prepared it very well with the expedition pack - a delight to ride!
thanks to the whole HONDA MOTOS BEZIERS team. Rating : 5/5 Respond to janchrist
I own the africa twin mecha gearbox, and I also find the 1 - 2 shifting unpleasant even after 3500 kms!
I've created a website/blog on which I've posted my opinion of this bike: www.motobistrot.fr
Au plaisir
Franck Rating : 4/5 Participate in the conversation
i'm still hesitating since I ride a vfr 1200 but considering the state of our roads I think it must be a good compromise ...well I'll come back and try them out for a few days.
vfrment votre dan Rating : 5/5 Respond to apollon
But before I decided to sell it, I tried out the new Africa Twin, and it felt like a little arrow in the back, like a heart blow!
Supple, ultra-healthy and very easy to handle, good braking and a very, very pleasant engine (noise too!), smooth acceleration and 95 hp are more than enough. So I ordered mine, in black :) with kickstand, heated grips and panniers (not top case because too ugly).
in my opinion, it's the ideal bike for long rides on small roads and paths. Rating : 5/5 Respond to patrick64
Indeed, the 400km range corresponds to our maximum estimate for "quiet" use. For combined use, we'd say 350km.
Appel de phare ;)
Rating : 5/5 Participate in the conversation
Rating : 5/5 Respond to salut ma poule
Better ergonomics for the footrests and rear brake pedal...
On the other hand, it does have several map modes, rather complete and differentiated, by the way... Rating : 3/5 Participate in the conversation
As for the weight, 220 kgs, it's a laugh! V à tous. Rating : 4/5 Respond to doudou
Honda remains a safe bet over time.
What saves bm gs is the telever, because the engine is very fragile, the bikes are too heavy and the design is very average. Rating : 5/5 Respond to thierry84
This Africa Twin is certainly pretty. Certainly it awakens a myth...
But in the end, what is it?
An 800GS, 20 or 30 kilos heavier (and higher). Of course, it's a Honda, and the engine will certainly be less characterful than that of the 800GS, which isn't a bad thing.
But I doubt it will be more agile (the measurements are more or less identical) in tight spots.
Mind you, I'm not defending the 800GS, I've owned one and sold it because unless you've got the physique for it, it's a truck and it lets you know it.
So yes, I'd like this Africa Twin, but what's the point of having a bike that's even heavier than its rivals, who are already too heavy? Rating : 1/5 Respond to Coolapix
Rating : 5/5 Participate in the conversation
i'd put the GS in the middle of the multistrada and other 1290 Adventure models... Rating : 2/5 Respond to chris
95hp and 10mkg of torque on a 270° twin promises usable character and that's great! On this type of bike and with more TT-style rims, that's more than enough. On the other hand, I'm still dubious about the weight: 220kg tpf and even up to 240kg with the transmi auto, all with a very high CG...don't miss out on the rut :( Rating : 3/5 Respond to vincent
certainly my next purchase in 2016 Rating : 5/5 Respond to dbso
1200 gs not reliable
ktm adventure not durable in use
crosstourer too heavy
crossrunner too roadworthy
900 tracer not for the money
1200 super tenere too big
What else?
Rating : 5/5 Respond to xlrxlvxrvcrf