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It is a name resulting from a period of glory and adventure, born in the heat of the passion of rally-raid. It’s more than a motorcycle, it’s almost a chapter in Honda history. The Africa Twin is back. Big trail with a backpacker and adventurer profile of the 90s, his descendants finally take up the torch with more watts, technology, and premium around the connecting rods. After a long wait, fans are getting ready to bring out the Lac Rose posters and the Sahel boots. And we expect a lot from this CRF 1000 L Africa Twin.
The coat of arms is there, impatience follows. Born in 650 in 1988, the XRV evolved into 750 and then forged a reputation as an indestructible machine. Its twin cylinder with 6 valves and 60 nags fulfilled its task while thinking of the desert, then the 1000 Varadero took over. Time has passed, the 1200 Crosstourer has come to offer travel in a trail-GT setting. Room for a more TT oriented machine is ideal for this new Africa Twin.
This is how this big trail wants to bring up to date this spirit of going everywhere, which the Paris-Dakar had brought to the skies and made so many backpackers dream. The dressing doesn’t deceive: minimalist, typical rally-raid, it is at the same time athletic and incisive; with the added bonus of a provocative look. As if the fork crown had put on cross-country goggles to protect its LED headlights. On the other hand, something must be done at all costs regarding the exhaust. What blunderbuss…
The crossing capabilities are a real cut above the majority of machines in the category. Ground clearance is 250mm, which is 70mm more than that of a Crosstourer. The shoes speak even more: a 21-inch large wheel at the front, 18 at the rear, with a mixed radial trail tire assembly.
Suddenly, the saddle height is substantial. But we have seen worse. The seat rises to 870 mm, or 850 in the low position. Roughly the values of a KTM 1190 Adventure.
When a Crosstourer can impress with its aluminum perimeter frame worthy of a GP machine, the Africa Twin returns to simpler solutions, and more in line with its vocation. Its frame is a double steel cradle, strong enough to provide road performance while ensuring off-road skills and agility worthy of a real trail. The 45mm long-travel fork is inverted, complemented by a mono-shock with an offset adjustment wheel. These elements slide over 230 and 220 mm respectively. Braking consists of two 310mm petal discs up front, with Nissin 4-piston radial calipers. Here is for the front; the rear consists of a 256mm disc with a single piston caliper. The DCT version is always surprisingly with an additional “handbrake”. And to make all this move, what did Honda choose as an engine? ?
The Africa Twin of the new era inaugurates a new boiler. The displacement inflation will not bother anyone, especially in a sector where we no longer hesitate to put Superbike hearts. Except that Honda has decided to be reasonable: it’s a 998cc throbbing here. The engine remains faithful to the twin, but it is no longer in V. Honda has split a new engine, parallel twin this time, with a nice dose of technology.
For example, the camshaft is made of the same material as that of the CBR 1000 RR, and encased in a Unicam type cylinder head. This distribution with simple ACT and 4 valves per cylinder makes it possible to obtain a very compact cylinder head; process that Honda has developed for its cross country CRFs. The engine has two spark plugs per cylinder and its timing is 270 °, just to obtain character and maximum traction..
So, is this engine a monster to counter the 1290 Super Adventure or 1200 Multistrada? Not at all. Because to go teasing the road (with the good taste of asphalt) on the handlebars of a maxi-trail, Honda has its Crosstourer. The Africa Twin is for adventure, rivers, the flavor of dried earth and clouds of dust betraying your journey. Its twin is given for 95 hp and 10 mkg of torque. A little tight perhaps, in this category where the values are orbiting around 130 hp. But better a little hundred perfectly exploited horses than a ride of unmanageable valkyries.
In the 90s, the XRV 750 had only the pilot and the management of the throttle as a traveling companion. The CRF 1000 L can boast of carrying an HSTC torque control with 3 intervention levels as well as an ABS, which can be disconnected at the rear. No multiple maps? Apparently not. But as an option a specific version of the DCT robotic gearbox.
Unlike the VFR 1200 and Crosstourer, the gearbox is perfectly integrated here, using the same housings as the manual version. It does not “overflow”, and electronic side, engine management offers more. It’s up to you to choose between:
– a fully automatic D mode, homogeneous, comfortable and economical … in short, as placid as you want for cushy driving.
– an S mode for more performance, with 3 sub-modes to spice up driving (S1, S2, S3).
– or it’s up to you to play by clicking the reports from the left stalk.
The Africa Twin’s DCT has a special “G” command, which allows it to become more all-terrain. By activating this command, in any mode, the gearbox reacts in a “difficult terrain” manner by optimizing traction and limiting slip during gear changes. It also uses a tilt sensor to monitor and adapt these gear changes..
The new generation Africa Twin weighs 208 kilograms dry. A very relative value, because this data goes to 228 full tank, 232 with ABS, and peaks at 242 kilos with the DCT robotic gearbox. In France, the versions marketed will be with ABS or ABS + DCT.
The tank carries 18.8 liters of fuel. Honda announces a record range of over 400 km. This new twin is apparently of a formidable frugality.
Marketing began at the end of 2015, at a price that knows how to remain correct. The version with automatic gearbox is invoiced 1000 euros more. Until then, all owners of Africa Twin will be able to dream of a new generation of the one who took them so far..
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Opinion
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Replaces
XRV 750 AFRICA TWIN 2003
Model marketed in
2016
2017
2018
2019
Performances
-
Max speed:
about 200 km / h -
Consumption
medium: 4.60 l
The technical aspect
2016 Honda CRF 1000 L AFRICA TWIN
- Frame
- Frame: Double interrupted steel cradle frame
- Tank: 18.8 liters
- Seat height: 870 mm
- Length: 2,335 mm
- Width: 875 mm
- Height: 1475 mm
- Wheelbase: 1,575 mm
- Dry weight: 212 kg
- Operating weight: 232/242 with DCT kg
- Train before
- Telehydraulic inverted fork Ø 45 mm, deb: 230 mm
- 2 discs Ø 310 mm, 4 piston radial calipers
- Front wheel:
90/90
– 21
- Transmission
- 6-speed gearbox
- secondary by chain
- Rear axle
- Mono-shock absorber, deb: 220 mm
- 1 disc Ø 256 mm, 1 piston caliper
- Rear wheel:
150/70
– 18
- Motor
- Twin cylinder
in line
, 4 stroke - Cooling: by water
- injection
- 1 ACT
- 4 valves per cylinder
-
998 cc
(92 x 75.1 mm) -
95
ch
at 7,500 rpm -
10 mkg
at 6,000 rpm - Weight ratio /
power
: 2.23
kg / hp - Compression: 10: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
BMW R 1200 GS 2016
Ducati Multistrada 1200 Enduro 2016
KTM 1050 Adventure 2016
Gallery
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