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• A living legend
• Chassis and brakes
• Chassis and brakes very good after the first few kilometers
• The Africa Twin in everyday life
• Attention to detail
• Professional atmosphere in the cockpit
• Technical data Honda Africa Twin

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17th photos

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The more bumpy the track becomes, the more clearly the Honda can set itself apart from competitors like the BMW R 80 GS.

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The Honda Africa Twin is powered by a water-cooled V2 four-stroke engine.

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But adventure fans don’t miss out either.

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The Honda XRV 650 Africa Twin is recommended as an almost perfect travel steamer.

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Little riders can’t get both feet on the ground on the Honda Africa Twin.

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When fully fueled, the Enduro weighs 220 kilograms.

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For a Honda Africa Twin you had to shell out 10,750 marks in 1988.

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Because adventure athletes break something, Honda has given the XRV 650 a very spacious tool compartment.

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The girder forks in front of the engine housing, a high-rise aluminum engine guard protects the engine from damage. The expansion tank of the water cooler is also in good hands behind it.

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The Honda XRV 650 Africa Twin has the same frame as the Transalp, but the wall thickness of the steel tubes has been increased.

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The first driving report of the Honda Africa Twin appeared in MOTORRAD 09/1988.

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At the end of 2015 the time has come: a new edition of the Honda Africa Twin is in the starting blocks.

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The Honda XRV 650 Africa Twin has undoubtedly benefited from the experience with the factory rally machine.

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The Honda XRV 650 Africa Twin accelerates from 60 to 140 km / h in 13.7 seconds.

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The cockpit creates a rally atmosphere.

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The O-ring chain of the Honda Africa Twin runs almost completely unprotected from the dirt that the rear tire stirs up. Sand and water have free access.

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The rear wheel of the Honda Africa Twin is in an aluminum box swing arm with Pro-Link levers to operate the strut.

Archive pictures Honda XRV 650 Africa Twin and the driving report from MOTORRAD 09/1988

A living legend

The most beautiful shots of the Honda XRV 650 Africa Twin from the MOTORRAD slide archive and the driving report from MOTORRAD 09/1988.

D.he Swabian Alb Association is the largest hiking club in Germany. Its members loudly enjoy the Alb all year round and roam it on countless hiking trails. I only like the Alb in spring, when the snow masses melt on its heights and there is finally a road connection to the south again. Then for the only time a year I can laugh and walk past the many Swabians of all ages who like to extend their sweeping week over the median of the village street.

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Archive pictures Honda XRV 650 Africa Twin and the driving report from MOTORRAD 09/1988
A living legend

The optics are reminiscent of the NRX 750 used by Paris-Dakar drivers

And a fortunate coincidence or the compulsion to transform the Paris-Dakar success of the NRX 750 into tinkling money gave them a chance. In fact, the XRV 650, so the type designation, stands almost exactly between the civil bestseller and the rare racing machine. Visually, it is based on the latter: a deeply drawn-down tank, half-fairing with double headlights and elongated side covers are clearly reminiscent of the NRX 750 of the Paris-Dakar riders Neveu and Co. And that in the middle of Swabia.

Kinship relationships decrease rapidly under the plastic dress. It goes without saying that the Honda Africa Twin has a classic rear frame and not a monocoque crowned by a seat and shaped like a tank. It goes without saying that their spring elements are not sinfully expensive special parts. But they still clearly stand out from those of the Transalp: The Showa fork has 43 millimeter thick stanchions (Transalp 40 millimeters), and their dip tubes are connected by a massive fork bridge directly above the 21-inch front wheel. It can also be adapted to rough slopes with air support.

Chassis and brakes

The shock absorber in the Honda Pro Link system to support the swing arm has also been upgraded. It is gas pressure-assisted and connected to an expansion tank under the left side of the tank, on which the damping can be continuously adjusted using a small screw. Of course, all the effort would not have been worth it for the normal driver if only the spring travel had increased 200 millimeters from the front and 190 from the rear to 230 and 210 respectively. After all, the Transalp suspension gave little cause for complaint.

With the Honda Africa Twin, however, the how plays a major role: Without a doubt, its suspension elements set new standards in the large enduros. They respond when the machine is pushed over middle heels without a driver. They maintain this sensitivity even under load, but without turning the Honda into a litter. It never seems to be rocky, but the driver doesn’t notice any uneven ground. Rather, they can concentrate fully on steering and are not irritated by violent movements around the transverse axis when braking or accelerating. Not to mention that a trampling suspension makes the handlebars shake in your hands when braking into corners.

Seldom have I felt better cared for on an enduro on fast country roads than on the Honda Africa Twin. The many bad roads that make the Alb not only a hiking paradise but also a motorcycle test area are no longer terrifying. Stuttgart day trippers, who guard the bodies of their Daimler by crawling, shake their wise heads when I poke past them.

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Chassis and brakes very good after the first few kilometers

Of course, it wouldn’t be all the fun if I couldn’t trust the brakes. But even the rapid ups and downs on both sides of the Danube does not embarrass the two disc brakes. Sure, a final judgment can only be made when we have rushed the Honda Africa Twin down a passport fully loaded. But after the first 900 kilometers in total, I venture the prognosis that your easily controllable brakes will also exist there. As with all enduros, the rear window is only really useful when it is heavily loaded. The soloist should use the fixed calliper more carefully, otherwise the relieved rear wheel will block.

When I reached Lake Constance on the first day of driving after 240 kilometers of sharp driving and had my first capucchino in the open air, the chassis and brakes definitely earned the mark very well. And over warm apple strudel, I wonder why Honda couldn’t provide me with the open Honda Africa Twin.

The Africa Twin in everyday life

20th photos

Pictures: Archive pictures of the Honda XRV 650 Africa Twin and the driving report from MOTORRAD 09/1988

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Stefan Kraft.

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Most of the time the Honda bubbles with 2000 to 4500 revolutions. The smooth-running engine propels me through the villages in fifth gear without jerking.

It goes without saying that such performance takes its toll: the Honda XRV 650 Africa Twin consumes 7.1 liters of unleaded regular gasoline for the exciting 100-kilometer journey to Lake Constance. Just like its little sister model, it demands an additional 0.5 liters when driving on the motorway at a brisk pace. On the way back from the Swabian Sea to Swabia’s metropolis, I can then find out that 5.4 liters is also possible. Finally, I still have to find out whether the Honda Africa Twin is also suitable for what most travel enduros are used for: namely, for enjoyable tours.

I only switch half as often, look forward to the first soft green of the meadows and, together with my fellow countrymen, about the slowly sinking flood. Usually the Honda Africa Twin bubbles with 2000 to 4500 revolutions. The smooth-running engine propels me through the villages in fifth gear without jerking.

Attention to detail

As with the Transalp and previously with the VT 500, a crankshaft cranked by 76 degrees ensures that the running smoothness is unusual for a 52-degree V-engine. Only on 5000 tours does something like vibrations get into the handlebar ends and footrests. In the meantime I have almost 350 kilometers behind me almost in one go. I am amazed to find that the Honda Africa Twin’s bench, which is actually quite sparsely padded for Enduro standards, is still comfortable for me. There is enough space behind me to accommodate a normal passenger for long distances without any problems.

As with the Transalp and other modern enduros, I sit much more in the machine than with the first-generation off-roaders, who were too much oriented towards competition motorcycles. The huge 25 liter tank makes the Honda Africa Twin, unlike the Transalp, suitable for long-distance travel, but only offers good knee grip to small and medium-sized drivers. With my 1.85 meters, I have to spread my legs a little too much. I was also initially annoyed about the lack of a reserve position on the two petrol taps. In the meantime I know that the yellow warning light for the fuel supply lights up reliably after about 250 kilometers, after another 100 kilometers the red one switches on. And then the gasoline is enough for more than 50 kilometers with normal driving style.

Professional atmosphere in the cockpit

The two lights have found their place on a box to the left of the speedometer, on which all control lights are combined. Except for the side stand warning light that sits above the box. This creates a professional atmosphere in the cockpit, I have to smile about it. After all, everything works perfectly – and shows attention to detail. And that is evident in every corner of the Honda Africa Twin. With the stable and large luggage rack, for example, or with the practical and surprisingly spacious tool compartment that is integrated in the left side cover. Or the high-rise aluminum engine guard or … I can think of few things that I could draw the attention of the Japanese perfectionists to.

The immense seat height of 880 millimeters, perhaps. The slightly too low panel of the fairing. The nonsense of attaching the side panels with two quick-release fasteners, but also with three Phillips screws. The Dunlop series tires, which I don’t like in the wet. But I’m getting unfair. I would have loved to have kidnapped the Honda Africa Twin from Swabia. Just the way she is.

Technical data Honda Africa Twin

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In 1988 the Honda Africa Twin including the transfer cost 10,750 marks.

Honda XRV 650 Africa Twin

Engine:
Water-cooled two-cylinder 52 degree V engine, ohc, bore x stroke 79 x 66 mm, displacement 647 cm", Compression 9.4, rated power 37kW (50 HP) at 7000 rpm, max. Torque 55 Nm (5.6 kpm) at 5500 rpm, two equal-pressure carburettors, Ø 34 mm, multi-disc oil bath clutch, electric starter, secondary drive via O-ring cone.

landing gear
Tubular steel frame with double top made of rectangular profiles, forked girder, telescopic fork at the front, standpipe diameter 43 mm, spring travel 230 mm, central spring strut at the rear with deflection system, spring preload and damping continuously adjustable, spring travel 210 mm, wheelbase 1540 mm, steering head angle 62 degrees, caster 113 mm , Disc brake with double piston caliper at the front, Ø 296 mm, rear disc brake, Ø 240 mm, front tires 90 / 90-21, rear 130 / 80-17.

Mass and weight:
Length 2320 mm, seat height 880 mm, weight with a full tank of 220 kg, tank capacity 25 liters.

Performance
Top speed 165km / h

Price:
10,750 marks (including transfer)

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