It was clear from the start that Honda’s True Adventure concept would eventually see production, but perhaps we didn’t expect it so soon. Honda has now confirmed that the production machine will be known as the CRF1000L Africa Twin and will be in dealerships late this year in Europe. Honda’s US web site indicates it should be available at US dealers at roughly the same time.
These teaser photos are all we have, together with the following press release that discloses an optional automatic DCT transmission for the new, dual-purpose machine. Based on the concept, we expect the Africa Twin to be quite dirt worthy, and making well North of 100 hp from its 1,000 cc parallel-twin engine. Here is the press release from Honda, followed by the latest teaser video:
May 12, 2015 – Honda is delighted to announce the return of one of motorcycling’s most celebrated and evocative names – the Africa Twin. Having clearly shown the direction of its development and intent with the reveal of the True Adventure prototype at EICMA in November 2014, Honda can now confirm that the all-new CRF1000L Africa Twin will be in dealers across Europe in late 2015.
Some motorcycles encapsulate perfectly what an adventure motorcycle is all about. The original XRV650 Africa Twin – which debuted in 1988, after the first 3 out of 4 consecutive wins at the Paris-Dakar* – was one such machine. Its go-anywhere ability, rugged durability, easy-handling agility and all-day comfort made it the perfect partner with which to explore. And it helped to define a motorcycling segment that has now grown into one of the most popular worldwide. The new Africa Twin remains true to all the attributes and abilities of the XRV650 and its successor the XRV750, while adding the benefits of everything Honda has learnt on and off-road over the last decade, including Team HRC’s return to the Dakar in 2013**.
Furthermore, in a first for the category, the Africa Twin will feature the option of a new evolution of Honda’s Dual Clutch Transmission (DCT) *** technology, which remains unique to Honda in motorcycling. This latest evolution of DCT has been specifically developed and programmed to provide the off-road ability with which the Africa Twin is synonymous.
The all-new CRF1000L Africa Twin is set to redefine expectations of just what a large-capacity adventure motorcycle can and should be capable of, both on and off-road, and opens an entirely new chapter in Honda’s illustrious history of dual-purpose motorcycles made for true adventure.
* The NXR750V, a full HRC race machine, faced stiff competition in the gruelling Paris-Dakar through the late 1980s but won out in 1986 and 1987 in the hands of Cyril Neveu, in ’88 with Edi Orioli and finally in ’89 piloted by Gilles Lalay. The road-going XRV650 Africa Twin was produced between 1988-9 by HRC in tribute to their efforts, and laid the foundation of what would become a legendary machine.
In late 1989 the XRV750 Africa Twin was launched and quickly became an adventure touring benchmark. It featured a 742cc, 6-valve liquid-cooled V-twin engine (producing 45kW power and 62.7Nm torque), long travel suspension and large fuel tank, chain final drive, 21-inch front wheel (widening off-road tyre choice) and dual front disc brakes. Revised twice and in production until 2003 it remains a sought-after machine today, with good examples commanding premium prices.
** After a 24-year absence, Honda returned to the Dakar in 2013 with Team HRC. For that edition of the race (now run in South America) they developed the CRF450 RALLY – a motorcycle based around the enduro-spec. single-cylinder CRF450X and entered three riders; Team HRC reached their primary target of all machines reaching the finish line.
In 2014, with a completely new CRF450 RALLY, Team HRC brought a 5-man squad to the event; Spaniard Joan Barreda went on to take five stage wins.
2015 saw Team HRC come even closer to their ultimate goal, with Portugal’s Paolo Goncalves finishing runner-up in Buenos Aires. Team HRC scored the greatest number of stage victories and Joan Barreda proved an unyielding leader throughout the first week of the rally, collecting more stage wins than any other rider in the Dakar 2015. Laia Sanz, in ninth, surpassed all of her own objectives and made history by finishing higher than any other female in the history of the Dakar.
*** Honda has sold over 35,000 DCT-equipped machines in Europe since its 2010 introduction and in 2015 more people (53% of the total) have chosen DCT over a standard manual transmission on the models (VFR1200X Crosstourer, VFR1200F, NC750X and NC750S) which feature it as an option. The Africa Twin comes with the option of a new evolution of DCT which includes specific off-road capabilities.
When I originally saw the front on picture, I thought someone had custom painted a Super Tenere.
Check out Honda’s US website.
Nothing new there (or was that your point? 😀 )
Another yawner.
Fer cryin’ out loud, Honda!
Looks really nice. They are late to the party but I think they should have learned about what is sitting on dealer showroom floors to know what kind of mistakes have been made in the past. Sometimes we want more of this or less of that, but they should have done some customer surveys so see what customers want.
Judging by the way Honda continually disregards the loud, insistent hue and cry from the VFR faithful about what they really want, I wouldn’t get your hopes up.
Re: “loud, insistent hue and cry from the VFR faithful ”
It can’t be that loud if they’re ignoring it. Chances are, they’re answering cries in languages other than English. 😉
Re: “loud, insistent hue and cry from the VFR faithful ”
It can’t be loud if they’re ignoring it..
let’s add something on the positive side:
-it’s a Honda (that may be a negative for some) so fit and finish should be nice
-somewhere I read a healthy 100hp for the 1000cc that could mean torque, lots of it and imagine (hope, come on!!! a little bit) that the DCT works nicely so we get a 0-120mph with a nice and strong acceleration
-moderate weight, between porky and sexy, avg(super tenere, duke 990)= avg(575, 460) = 510lbs, no chinamium, no unobtanium
-price same exercise as above, chain, no electronic suspension, no exotic subframe, standard “let’s get to the dirt” suspensions = 12kUSD
it’s curious, no one mentions the BMW adventure platform, in fact it seems like BMW it’s not even popular, I mention it because the image of a big bike, with a lot of dirt and a lot of boxes almost always correlates with an adventure 1150 gs
+1
Well, the CRF1000L looks like a nice bike, I like the dirt oriented chassis, but more power/weight/cost than I need or want. I’ll wait for the (imaginary) FZ-07 based Yamaha adventure bike, or perhaps Honda will see the light, and give us a CRF500L based on the CB500X. Meanwhile I will soldier on with my trusty old ’07 KLX250S.
Too little, too late. Should have offered this machine to the Yanks 5 years ago. Reminds me of the Honda Fury following up the chopper craze. No longer any interest by the target market.
Not sure how you can read it that way, the Adventure Bike is still one of the most popular categories. This bike isn’t even out. Are you betting that it will have nothing to offer?
Hmmm, I’m not so sure about this thing. No stupid beak, likely not a lot of needless electronic whizbangery, and it actually looks halfway decent?
Sounds like trouble.
There are a lot of really knowledgeable responders on this site. They seem to somewhat agree that horsepower, nor height, isn’t that important but weight is. It looks like Big Red is targeting the Tenere’ as the best path to follow and I agree.
I also thought that Honda is targeting the Super T but I question why they would use a bike that really doesn’t sell that well as their benchmark.
I’m thinking they are shooting at the Tiger 800 and F800GS rather than the Tenere and R12GS.
It would be great to see them market a bike with the lightness and suspension of the new Tiger 800 XC but with Honda reliability. I hope you are right but I am skeptical.
I agree, Honda must be targeting the current sub-1000 cc market. But, that field is fairly well populated with substantial bikes from both KTM (their 690 is king of the actual dirt capable mid-size machines IMO), BMW and Triumph. So….what is it that Honda are bringing to market that isn’t there already, besides the cool name of Africa Twin??
Answer: Honda shops…..with parts availability and support/service. Honda shops are as ubiquitous as CVS pharmacies compared to KTM, BMW and Triumph.
I love the moto-SUV market in all its variations, but I would really like to see a bike that is big on power but light enough to really take into the woods. Something that one man can lift back up if dropped in a muddy arroyo without getting a hernia doing it, and substantial enough to do some relatively serious slab time also. Riding my XRR650 Honda on the highway is a barely tolerable experience. And, picking it up in the worst case scenarios of creek crossing gone wrong, or deep in the mosquito infested jungle of Arkansas can be border line doable (I’m pretty big so I can manage, but a smaller guy might be challenged).
Moto-SUVs are defined by compormise; you just gotta pick your poison. One thing….this sure looks good on the peek-a-boo photo.
I’d rather have a state of the art adventure bike with smaller engine displacement and must less weight, even if the price was equal or higher than whatever is this bike’s eventual ticket price.
It seems the main motivation for a liter sized bike is for marketing purposes. But from my reading, at least in comments here and at adventure bike forum, by overwhelming majority, potential buyers prefer the bike I describe and not persuaded by mere engine capacity in selecting such bike.
The F800GS I rented buzzed too much, lacked low end torque, and it’s front end was pure mush for my weight. Admittedly, regarding the engine comments, I was used to a well tuned R1150GS. (Shockingly, top end power might favor the F800.)
I have not kept up much with comments on Triumph’s 800cc triple adventure bike. I’m guessing that a twin between 500cc and 650cc is the sweet spot for the elusive “ideal” adventure bike. Again, as long as components were up to the task for full time adventure duty, I don’t think price would dampen market success for such bike.
It may seem like blasphemy, but considering the 2″ difference between 19″ and 21″ front wheels, why not split the difference with a 20″ version? It’s not like the industry avoids releasing models requiring specific tires. Look at Ducati Diavel’s insanely wide 240mm rear rubber. I bet there’s only one tire for that specific application.
I wouldn’t call it state-of-the-art, but the $3000 kit George Catt linked to below to adventurize a CB500X seems like a pretty good bargain, though the CB is still a pretty heavy bike at 430 lbs if I remember right.
I think the market for an expensive, light mid-displacement bike is small, but out there. I am certainly the target market. The KTM dealers around here sell every 690 Enduro they get their hands on. I test rode a 690 Duke just to get an idea for how the engine behaved on the highway and decided I wouldn’t want to live with it. TR650 for me instead.
I’ve rented both a Tiger 800 and an 800GS on trips to Utah before, and frankly, the weight savings on bikes that size don’t equate to much improvement in off-road rideability in my opinion, especially considering what you give up in terms of power and comfort.
I want an updated ’73 Yamaha DT 250. Now there was a bike that revolutionized off road riding. Capable, inexpensive, reliable …and it could be ridden on the street. 20 HP under 300 pounds.
I really like those old 2-stroke enduros from the ’70s. Fun, light, easy to ride and don’t require a step ladder to mount.
FZ-07 powered adventure bike with 5+ gallon fuel capacity, LED lighting, racks everywhere and no stinkin’ doodad electrical wizardry.
“FZ-07 powered adventure”
That would be sweet, but I wouldn’t want a V-strom / Versys competitor. I’d like to see Yamaha upset the large, one lung dual-sport market (KTM 690, KLR, DR, G650) with their little twin. I won’t hold my breath on that, though.
What’s wrong with the WR250R?
4 strokes, and you’re out?
Here’s a bike Honda could have built for us in the 80s. Several have been built in the after market but a dirt version of the CX never hit the showroom:
http://phil.micapeak.com/Denz/cx1.htm
With appropriate mods, the weight is low. Also luv the shaft drive, ala Tenere.
Who’d have thunk?
“With appropriate mods, the weight is low.”
Exactly how low is the weight? A quick google search gave a wet weight of 530 lbs for the CX if that is accurate. The 100-lb lighter CB500X kit you linked to earlier seems like a better starting point. No shaft though, which a lot of people like.
If you are in the mood for proto-typing, take a look at Highland’s engines for powering a project bike. I was so sad to hear of their management being killed in an airplane crash. I think they might have gone somewhere with their 750cc v-twin motors in their adventure platform. Light-weight engines, reliable (I guess, they look simple enough)in a light-weight-ish chassis. Nice.
First you ask for a smaller engine then you complain a 800 doesn’t have enough low end torque. What am I missing here?
If it’s a stronger pull in each gear you’re looking for, drop a larger sprocket on the rear. I guarantee you’ll have a hard time keeping the front wheel on the ground at that point.
I smell a VFR1200
…….squirrel!
Looks expensive. I’m more interested in the ADV 250.
I want that minute and a half of my life back after watching that video. That’s worse than all the Kawi H2R teasers! As far as the bike, yeah it’s going to be priced too high, and that’s too bad. The XLV1000 Veradero (never available in the US, but available in Canada and the rest of the world) was one of my favorite bikes ever. Imagine a V-Strom with build quality and Honda fit & finish and you’ll get the idea. How many Adventure bikes see the dirt anyway? About as many Jeeps and SUV’s??
Varadero also had fuel consumtion of and SUV!
A major reason so few adventure bikes see dirt, is because they are simply too difficult and intimidating for most owners to ride there. Largely on account of excessive weight. The solution to that “problem” is not to build another street focused VStrom. But rather to build a lighter, nimbler, more dirt worthy bike, that is still at least minimally capable of traveling down first world highways to get to the start of one’s “adventure.” 21/18, 75-85 at the rear wheel, 50-60 mpg, 450-475lbs fueled, 8″ ground clearance, will go a long way towards that end.
I dont know – i had a 950 super enduro for a while which was and is the best big bike offroad along with the hp2 and that was still really really hard to ride some places. My point is they can only build a twin down to a certain weight and it still wont be anywhere near the feal of a 300 lbs single. Svx looked interesting but that was a full on race bike not a travelling enduro. The most you can hope for , as an average rider, is something that can jam in the desert and just forget about tight single track with steep pitches as that’s where trouble happens.
You just can’t load enough stuff on the back of a 300lbs single for normal people to be comfortable for the month or two it takes to get from the Atlantic to the Pacific across Eurasia. And not even spoiled Germans have enough vacation time to go that far on single track and game trails alone. Adventure riding is usually understood to be about being able to visit villages and places where there are some signs of human life. You need gas, after all, which pretty much requires the place to be accessible by some form of gas truck. If all you want to do in Siberia is ride completely unexplored and unmapped single track, get a Ford Raptor with a couple of KTMs on the back. Which, come to think of it, sounds like a blast… 🙂
Given the nature of Honda’s recent new bikes, I’m prepared to be underwhelmed by the spec and flabbergasted by the price.
^^^Nailed it… Exactly what I was thinking^^^
And I’ll third what SausageCreature says… I expect it to weigh a ton.
+1
True….but in this case the model “Africa Twin” has some heritage for Honda.
With all the success of 990s, 1190s and 1200 ADV Bikes, they figured they would capitalize.
I’m not a potential buyer, but am hopeful they will bring out a class leader.
If they can achive what KTM had with the 950 more than a dozen model years before I’m pleasently surpriced.
I loved my 950. Had it come with Honda reliability, I’d almost certainly still have it. If that is what Honda is modeling after, then I applaud them.
Lets hope it is a significant improvement over the competition and not just Honda’s version of what is already out there. Lighter weight would be at the top of my wish list, not more electronic do dads.
I am willing to wager that Honda’s target competition is the Super Tenere. And as such, the Africa Twin will be similar in concept and execution to the Yamaha, with comparable on and off-road performance, features and weight (we already know it’s a parallel twin).
Same thoughts
It will be much more dirt focused than the S10/GS/1190. 21/18 wheels, and power levels suited for tires available in those sizes. A long stroke (narrow, torquey, fuel efficient, tractable, concept proven in the NC and to a lesser extent CB) engine optimized for efficiency at overland speeds (40-70mph). Hence giving similar real world range with a lighter, narrower 5 gallon tank, as a GSA gets from it’s massive 8. Think modernized KLR with twice the power and 10x the smoothness, sophistication and component performance.
I noticed Honda is still routing the exhaust down low, below the engine, where it’s vulnerable, instead of wrapping it tightly alongside the cylinders, like a real dirt bike. Probably as a concession to all those boring “normal” people, who don’t wake up every morning and reflexively put on full MX boots. But also leaving plenty of room for KTM’s upcoming 800 twin to be positioned even further over on the “dirty” side of twin cylinder adventure bikes.
Wow, you got all that from the non-descriptive press release, a couple of teaser photos and the crappy video?
That video sucked. Not 1 pic of any kind of motorcycle. I didn’t need to see a dude in a motel room do nothing.
He was having a demitasse and pondering his day.
A truly useless and uninspiring video. This does not bode well for the bike.
The fact that 53% of people in Europe chose DCT autos over a manual transmission means nothing on North American shores and what the people here will choose, look at how well DCT 700X and VFR 1200s are doing, not great.
In Europe, you have a difficult time finding anywhere to ride a dirt bike, it pretty much has to be a MX track, as true off road is mostly prohibited in the majority of countries. So it makes sense that all the road going Crosstourers will have DCTs because they are stuck on the street and having a bit of fun with the throttle will get you points or a confiscated bike a time in jail. If you can twist the wick, might as well be sensible and get an automatic.
I’ll await the real reviews, but the last thing I want in soft terrain that moves underneath me is a transmission that will hunt through the gears when the wheel is constantly slipping as I’m slogging through silt and mud. I’ll want a single gear with the rpms up to keep from stalling.
Like I said, I’ll await the reviews but I’m still excited about this bike.
“the last thing I want in soft terrain that moves underneath me is a transmission that will hunt through the gears ”
And sometimes you just need to be able to clutch the front up.
hence manual mode. I’m still not clear wether there is a foot gear switch as some of the dct hondas have it and some dont. I would need that just for habit in tricky situations
I fail to see how manual mode will give me a mechanism to pick up the front wheel as needed, but I am admittedly not familiar with Honda’s automatic.
The whole point of owning an “Adventure” bike, at least to the semi aspie engineering big-brains making decisions at Honda, is so one can go for rides in the “Adventure Motorcycling Zone.” As in, NOT North America nor Western Europe nor Japan. The main reason heavier Adv bikes like the GSA is falling out of favor, is because by now, every Hans, Jean-Michel, Mick and Mario are turning their sights to Africa, Central Asia and Russia, instead of the same old alpine passes they have been riding for decades. And, as Charlie and (particularly) Ewan demonstrated so aptly, the GSA is just a bit on the large side for most riders in those parts. Short on big OHV areas they may be in Luxemburg, but Europe is still the most important, and trend setting, market for Adv bikes. Heck, so many Europeans seem to be washing up in Magadan these days, that a boat owner could likely make a good living ferrying them all across the Bering to Alaska. For the start of leg 2 of their Northern Hemisphere RTW trip.
Unless Honda hands out free Magadan/Hokkaido ferry passes with this bike, that is……… Which they should, as Japan has some pretty good riding on it’s own, and nothing builds brand affinity and awareness like a chance to visit the factory etc… Plus, reliably making Magadan from Western Europe in comfort for regular riders, is kind of the holy grail for a large capacity twin cylinder Adv bike right now. A definite step up from the current status quo, hence a feather in Honda’s cap.
nice writing
I have a hard time believing that enough of these bikes are being used for truly remote adventure riding to have a significant impact on the sales of the bikes. If that were the case we’d have an air-cooled, diesel powered bike. I think these are selling to well heeled middle-aged men who are riding them on their home continents, kinda like Harleys.
Are heavier ADV bikes like the GSA falling out of favor? That sure doesn’t seem to be the case. Charlie and Ewan are probably responsible for encouraging the purchase of far more GSAs than DR650s. I think it is the promise of the possibility of an unpaved adventure that sells these types of bikes, not necessarily how appropriate a particular bike is to take on the Road of Bones.
If this Honda is indeed a lightweight alternative (with 1000cc, how light can it really be anyway – 450 lbs at best with prodigious use of aluminum?), I think the bike may be more a shot over the bow of an F800GS than an R1200GS.
The GS/A started a trend encouraging people to wander a bit off the beaten path. Many people joined that trend. And many of those came back with a newfound appreciation for lighter bikes than the one they were on.
What is happening now, is that those people are ready for trip number 2. Generally a bit more challenging that number 1. Etc., etc. Where formerly simply getting to Cape Town was the goal, now getting there with less reliance on the main arteries is what generates excitement. Ditto for Monglia and Eastern Siberia.
We’re still not talking about wheelying through the absolute bush on an EXC, carrying nothing more than a tankbag of Redbull and some spare parts, but more of a KLR trip than a GS/A one. Or more of a soft luggage than an aluminum pannier one, if you wish. Nothing that the KLR hasn’t been perfectly able to do for decades if comfort on the higher speed stretches isn’t a key selling point, but still a notable step towards the dirty end compared to the current standard, the GS/A.
I’m hoping for 450lbs with an engine efficient enough to give GS/A range at 60mph from 5 gal instead of 8. 475 is probably more realistic, but still 100lbs below the GS/A and S10. And in a much more standard issue dirt bike chassis to boot.
i bet pricing will start at 18k
Here’s another concept from Honda:
http://www.advpulse.com/adv-bikes/crf250-rally-new-honda-adventure-bike/
Make it light and not too tall, not all people are 6ft tall. Minimal electronics, abs and traction control should be sufficient. And give the engine more character with a 270-degree firing intervals.
Make it light and tall. Not all people are under 6ft tall.
🙂
Hey not everybody is under 7 feet tall you know!!!!
Most of the supercross and outdoor national guys are 5-4 to 5-6 max. They do just fine with a 36-37″ seat height on real dirt bikes. The key is to keep your feet on the pegs.
If that’s not good enough advice, then get the 250L.
I ride a CRF 250M
Really, you are comparing nationally ranked riders to the average Joe?
And where did you get your data? MANY riders of SX and MX are average height or above.
And they ride 220 pounds bikes in the dirt. I ride a 550 pound bike on the street and some dirt roads, with luggage, and a passenger at times, in traffic and at walking speed.
Keeping my feet on the pegs? Really? That’s a silly notion when you take into account getting on the bike. parking off camber, dealing with a passenger etc.
I do OK with my 29 inch inseam, but just yesterday I couldn’t get the kickstand back up because of slight incline. Had to get off, put the kickstand up and remount. It was tricky and I have 30 years of experience.
BTW,I ride a full size KTM 350 in the dirt.
Off topic, but still: Please name four that are average height or above (I would say 5´11´´ and up), SX or MX, 250 or 450, top 20 riders?
In MX, at the highest levels, its very difficult to find room for your inside leg in deep rutted corners.
On topic: Its entirelly possible to make adjustable ergos. The OEMs just don’t want to bother, not on street bikes and not on MX bikes.
Barsha, Reed, Dungey, Stewart (the younger one), Tomac, just to name a few. I don’t know about exactly taller than 5’11, but certainly not small guys.
What does this have to do with adventure bikes?
Make it tall so i have legroom and give it a 360 degree crank so.it has a sweet sound.
360 crank got too much vibes, and needs a slave piston or crankshaft mounted counter rotating dead weight, so more engine weight and less compact.
this will be either a 180 or 270
I will bet money it has a balancer
Make it light and give it plenty of ground clearance.
Check this out, folks, roll-your-own. I will be at the Overland Expo in Mormon Lake, AZ next weekend to get a glimpse of this kit:
http://www.adventuremotorcycle.com/spotlight/news-archive/19-spotlight/news/942-news-rally-raid-cb500x-adventure#
Pretty nice upgrades to that bike for $3000.
I’ll be getting that kit for my CB500X!
What a poor video. I’m tired of teaser video’s and the “dark and mysterious” message they try and push in them.
Agree!
Well if you haven’t noticed it seems everyone peddling consumer items these days needs the teaser vids before making their great reveal. A real example is what typically occurs in September out of Cupertino. It’s just the way of the world today and the masses must be responding to it or it wouldn’t happen. (I’m tired of being hyped also!)
No beak…would not buy…. (not!!)
we need this in Canada don’t forget about us mr Honda
I hope that it weighs 500 pounds so we can read all the complaints that it should be 200 pounds less.
hehehe
and that it can’t do double and triple jumps. 😉
With a DCT? that should be novel. The adventure scooter has arrived.
I’m not very optimistic about the CRF1000L being a dirt oriented adventure/dual sport bike. Considering that the current CRF250L weighs about 20% more then a 250 dual sport/adventure machine should why would this be any different.
Because the crf250l is a low priced commuter for world markets that’s meant for only light-duty off road.
A GSA is a lot more than 20% heavier than a dual sport bike…….
I eagerly await the specs.
This is such a tease for the USA market. Please bring this bike here. While there are some Euro brands that market a light weight, dirt-biased, large bore Adventure bike (i.e. KTM), the Japanese offerings have either been heavy or street biased.
It is coming to the USA, already up on the Honda website.. No real pics but can sign up for email updates on release date. Can’t wait!
re: “It is coming to the USA, already up on the Honda website.”
careful, I think that’s up there purely to gauge interest. see you have to watch Honda closely, nowhere do they commit to nor spell out they are bringing you anything.