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The Africa Twin brilliantly put Honda back into land and escape fantasies. As the Crosstourer is positioned on one side of the road to follow the Multistrada, Tiger and other S 1000 XRs, the Japanese manufacturer was able to launch a more adventurous offensive on the off-road side, more in line with the real spirit. trails. The public got into gear and the CRF 1000 conquered.
Now that the bike is well established, a small series of changes will allow it to stay up to date. No question of touching the philosophy, the form or the substance. Honda has mainly focused on optimizing the electronics and a whole series of small elements.
Corner of the woods, walked roads, sand jets, scents of bouillasse. The playing fields for the 1000 Africa Twin are multiple; as can the mood of the driver. It will now be possible to combine the character of the bike with all that. Thanks to the transplant of a ride-by-wire accelerator, the on-board electronics now offer Riding Modes. Four choices, four ways of driving dynamics – covering 3 power levels and as many for engine brakes.
– The “Tour” mode gives the engine the highest power, an intermediate level of engine braking (2) and an almost maximum traction control level (6).
– In “Urban” mode, power and engine brake are at intermediate level (2) while traction control is close to maximum (6).
– The “Gravel” releases the power at the minimum level (3), maintains a weak engine brake (3) and a strong traction control intervention (6).
– The fourth mode, called “User”, allows the pilot to select and save his own parameters in terms of power, engine braking and traction control..
Those who are familiar with yesterday’s Africa Twin will have tilted. A level 6 of traction control ??? Shell ? No, an evolution. Traction control now has 7 intervention levels compared to 3 previously.
Let’s not forget some interventions at the chassis level. The front footpegs are wider and those of the passenger redesigned to hamper the pilot less when he is standing. In this sense, the instrumentation has changed position.
The rear shock absorber anchor is lowered to better centralize the masses. The turn signals turn off automatically and have an emergency braking warning function. Let’s finish with the tires, because approved studded covers are now available. Unfortunately, we still can’t put Tubeless.
What do you mean “Let’s end”!?! But not at all. The Honda 1000 Africa Twin is just begging to start big excursions. It has everything you need for:
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, no visual improvements at the level of 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. About the values of a KTM 1090 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 all-terrain 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 still a little surprising with an additional “handbrake”. And to make all this move, what did Honda choose as an engine? ?
The Africa Twin of the new era has inaugurated 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. For 2017, it has adapted to Euro4 standards, imposing pollutant emissions almost twice as drastic as the previous standard..
In 2018, new dose of modifications with a modified air box, intake ducts increased by 20 mm, a lightening of the counterbalance shafts, a modified exhaust, and the adoption of a Lithium-Ion battery allowing a gain weight of 2.3 kilos.
So, is this engine a monster to counter the 1290 Super Adventure or 1260 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 7 intervention levels as well as an ABS, which can be disconnected at the rear. And 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 Africa Twin weighs 210 kilograms dry. A very relative value, because this figure rises to 230 ready to drive, and peaks at 240 kilos with the DCT robotic gearbox. 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. The version with automatic gearbox is billed 1,000 euros more. Since this revival, all owners of Africa Twin will be able to dream of this new generation and prepare to see so far..
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Replaces
CRF 1000 L AFRICA TWIN 2018
Model marketed in
2016
2017
2018
2019
Performances
-
Max speed:
about 200 km / h -
Consumption
medium: 4.60 l
The technical aspect
2019 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: 210 kg
- Operating weight: 230/240 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 -
10.10 mkg
at 6,000 rpm - Weight ratio /
power
: 2.21
kg / hp - Compression: 10: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
2019 BMW F 850 GS
Yamaha 700 Tenere 2019
Suzuki DL 1000 V-STROM XT 2019
Ducati 950 Multistrada S 2019
Triumph Tiger 800 XCA 2019
Gallery
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