In 2016 I tested the Africa Twin and I wasn’t exactly wild about it. Three years later I have to revise my opinion. But first, let’s look at the bigger picture.
In the late 1980s the Honda XRV650 started the Africa Twin story. The discontinuation of the XRV750 production in 2003 interrupted that story, but Honda breathed new life into the Africa Twin: in 2016 the CRF1000L saw the light of day, after a few years of rumors and speculation.
That update made the Africa Twin 2 kg lighter. It got a ride-by-wire throttle and a new, more extensive LCD display. The engine gained mid-range torque thanks to a lighter balance shaft and a revised inlet and exhaust system. The DCT (automatic gearbox in normal human language) also got an update.
Even more than the Africa Twin, the Adventure Sports is built for long, adventurous journeys. It has a larger tank (24.2 liters compared to 18.8 on the Africa Twin), a higher windshield, a taller fairing, tough-looking crash bars, slightly higher positioned handlebars and 2 cm more ground clearance than the Africa Twin. The adjustable seat can be set at 900 or 920 mm (on the Africa Twin: 850 or 870 mm). There’s also a lower seat available (60 mm lower).
Oh no, DCT!
I spent a few days with the Africa Twin Adventure Sports in Germany’s Black Forest to find out if Honda’s big adventure bike really improved. I hoped to get one with a manual gearbox, because in 2016 my first experience with Honda’s DCT absolutely hadn’t convinced me. So I was slightly disappointed when I discovered that the Adventure Sports I got to test was one with automatic transmission.
I knew that I had to skip the D-mode of the gearbox (due to its sleep-inducing slow shift pattern) and immediately chose the S3 mode, the most extreme of the three sportive shift modes. Very quickly my initial disappointment Continue reading