Honda’s highly anticipated CRF1000L Africa Twin has received pricing for the U.S. market at $12,999 for the standard transmission model, and $13,699 for the DCT model. Both models will feature ABS and “Honda Selectable Torque Control”. Honda says the bike will reach U.S. dealers during the Spring of next year. Here is the information released by Honda this morning, together with some photos of the final production machine.
Powered by a brand-new 998cc parallel-twin engine, the Africa Twin is available in two versions—one with a highly advanced Dual Clutch Transmission (DCT), and another with a standard gearbox; pricing is set at $13,699 and $12,999, respectively. Both versions come standard with ABS and Honda Selectable Torque Control (HSTC) and are extremely capable in highway and off-road applications.
“The CRF1000L Africa Twin is one of the most exciting new products of the 2016 model year, and we’re pleased to provide customers with additional information, including details on our competitive pricing,” said Lee Edmunds, Manager of Motorcycle Marketing Communications at American Honda. “No fewer than 32 patents have been applied for on this innovative model, and its specifications surpass the competition in several important areas. We know our customers have been hungry for a no-compromise, do-it-all adventure bike, and we’re confident that the Africa Twin fits the bill.”
CRF1000L AFRICA TWIN
The highly anticipated Africa Twin was developed following the “True Adventure” concept, with an emphasis on achieving outstanding performance across a broad array of applications, from open highways to technical trails. To that end, the parallel-twin power plant was designed to have concentration of mass and a low center of gravity, with the Unicam® head and dry-sump crankcase enabling a low engine height. In order to realize a compact package, components like the oil tank, oil pump and water pump have all been incorporated into the engine, and a number of components, including the battery, are located as near as possible to the vehicle’s center.
Both the standard Africa Twin and the Africa Twin DCT come with ABS and HSTC. For certain off-road conditions in which the ability to have differing wheel-speeds is advantageous, the HSTC and rear ABS can both be switched off. On the highly advanced DCT version, an accessory foot-pedal shifter is offered for customers who want a traditional feel. (In stock form, the DCT is shifted either automatically or, when in manual mode, by buttons on the left handlebar.) Other available accessories include pannier cases, a top box, heated grips, an electrical socket and more.
To help maximize durability off-road, the Africa Twin has ample ground clearance, a tough aluminum skid plate, a high-tensile-steel semi-double-cradle frame and a minimum of projecting parts. A slim cross section and smooth layout simplify moving back and forth on the bike in order to maneuver through challenging sections. Between the standard adjustable saddle and an accessory low version, seat height can be adjusted between four different settings ranging between 34.3 and 32.3 inches. The Africa Twin has the most suspension travel in its class: 9.1 inches for the inverted 45mm Showa® fork and 8.7 inches for the rear wheel. Adjustable compression and rebound damping are standard at both ends, as is hydraulic adjustable spring preload (in order to more easily accommodate passengers or cargo). Off-road-friendly features include tube tires, wire-spoke wheels, hollow aluminum axles, wave-design brake rotors and a rubber-mounted aluminum handlebar with a tapered design. An innovative air-intake design makes it possible to access the viscous air filters without removing the fuel tank.
The rally-style upright windscreen minimizes buffeting at high speeds, and the instrument panel has information efficiently arranged in a vertical layout. LED headlights are standard.
- Colors: Red/Black/White Dakar Rally, Silver
- Prices
CRF1000L Africa Twin: $12,999
CRF1000L Africa Twin DCT: $13,699
- Availability: Spring 2016
No tubeless tires? No sale. Even KTM saw the light on this a while back.
Too bad for the tubed tires. In this day and age, tubeless radial tires are necessary for highway travel in my opinion. The reason I bought the tenere was that it provided spoked tires that were tubeless and a sweet driveshaft. I hope this bike gets great sales though. Honda is a little late returning to this segment.
I really like that Honda went this way rather than the larger/tourier/heavier route. This is a really nice other-side-of-the-coin to the 2014+ V-Strom 1000. Both are lighter, smaller, and less expensive than the BMW/KTM1190/Super-T bikes, with the Strom more road-centric and this bike more dirt oriented.
Regardless if this particular bike floats your boat, one thing is very apparent: this is the Golden Era of the ADV bike. If you can’t find one that you like, you’re just not paying attention.
Well said, but I think the Honda’s clearance, wheel size/type and chain drive is what makes it more dirt Road orientated. It is still heavy, but all these bikes can blast down dirt roads and chug on rough stuff, both of which can be fun and in no way should they be compared to sub 250lb dirt bikes, even if some great riders can do anything on them: I am sure detractors know the comparison isn’t pertinent, but they like to point it out anyway.
To be fair, I said “ligherER” not ‘light. 🙂 My point is just that in the world of the liter-sized ADV bikes, this one is ‘dirtier’ than the Strom; I’m not suggesting that we’ll see one at this year’s Jack Pine Enduro. Both are filling a similar spot in the market compared to the much larger 1200+ jobbers is all. But ya I agree for sure; I’m pretty sure nobody is comparing this to a KTM 300EXC.
Also the Strom is chain drive as well.
forget the offroad part of these bikes, they make great street bikes. I have been on a adv bike since 95 and have never been to starbucks. I am sure honda will sell a lot of these. that big muffler may get in the way of luggage.
Anyone else notice the cleated footpegs under removable rubber pads?
Brake pedal is cleated too, and both it and the shift lever are folding-type. I’m looking forward to the test reports.
WOW! Too heavy 530lbs (DCT), Low power, one of the worst power/weight ratios, and way overpriced to start. Good luck with this pig. It’s like a big CRF250L. Probably very reliable, and extremely unexciting.
WOW! An emotional opinion based on spec sheet numbers… Worthless.
He’s got a point, though (although the non-DCT version is somewhat lighter). I really thought that a clean-sheet, chain drive, parallel twin ADV bike supposedly oriented to off-road would manage to come in lighter than, for example, a V-Strom or KTM 1190 Adventure. That’s supposed to be one of the advantages of parallel twins compared to V-Twins, isn’t it – lighter weight? It may have more ground clearance than most, but I’m still not keen on the idea of trying any real off-roading on a bike that comes in at over 500 lbs.
I know the intent of a large ADV bike or Trailie but if my intent was extreme off-road riding I wouldn’t be looking at liter+ bikes to start with.
If I owned this bike I would be looking to use it for daily street use (no Starbuck’s, I make my own!) and some forays off-road to go exploring. I would not be looking for it to serve the role of a lighter dedicated off-road machine, especially in tight woods action but to effectively allow me to traverse off-road as wanted.
That’s it, no expectations that it will do duty as a motocrosser, trials machine, or MotoGP stand-in.
500 lbs is about what my 950 Adventure weighed, and it was extremely capable off-road and loads of fun.
These big ADV bikes are not small light motorcycles. I think mainly due to their having dual roles as off road and on road cross country bikes. This bike is lighter than the most popular ADV bike, the GS 1200 Beemer, however it has a little less displacement and horsepower. For a company like Honda this bike is right in line with other Honda offerings, an everyday bike for the masses, not the lightest, not the most horsepower, not the most technologically advanced, unlike the specialty bikes the Europeans produce. It also costs less.
Someone compared this to a big CRF 250L ( which gets universally great reviews btw) and that is basically what it is. A big friendly dual purpose bike. Not going to please the most savvy off road enthusiasts, but will in all likelihood get universally great reviews from people who buy and ride them, and the aftermarket will be there to make it more specialized.
One thing I have always found to be true about Hondas is that, for the most part, they work much better as everyday motorcycles than their spec sheets or even a lot of magazine reviewers would lead you to believe.
Maybe I just don’t have the skills to handle a tall, 500 lb bike in any sort of real off-road conditions. Hey, it seems like a nice enough bike for what it is, but not ground-breaking.
Hey, man, it just takes doing it! I do not consider myself a skilled rider, but practice makes perfect. Or makes progress at least.
I agree the bike is not groundbreaking. I don’t think it was intended to be. Honda obviously thinks there is a gap in the market offerings between the middle weights and the big guns. The consumer will decide if they were right or not.
Sometimes what we fail to remember, this is a huge country with so many varying landscapes. Off roading in south Texas is different than off roading in Colorado which is different than off roading in Florida which is different than off roading in Ohio. How they could ever build one bike to meet everyones expectations of conquering off road is beyond me, but they certainly try. ( this goes for every mfg, not just Honda)
In my experience, tire choice and gearing are really the only things riders need to consider changing on their bikes to adapt to varying off-road conditions, though armor and ground clearance are certainly pertinent with respect to rocky areas. I think the different terrains present more of a challenge to the adaptability of the rider than the adaptability of the bike.
I think the challenge manufacturers face is what we see play out in the market (and these discussions): they have to decide what degree of off-road prowess their target market expects from the bike. Buyers that really will tap into the performance potentials of the bikes will take the next step to set them up for a certain type of riding/terrain.
I agree with that to an extent Jeremy but consider riding in desert vs riding in mountains vs riding in deep woods vs riding in rocky terrain. ground clearance, wheelbase, engine characteristics of torque vs raw horsepower some of which can be mitigated by gearing but if you have to make lots of tight turns in the trees you want a short bike with steep rake and a real grunty engine, where in more open terrain you want longer wheelbase, and lazier rake for stability at high speed and a n engine more geared for high rpm speed. Thinks as little as width of handlebar, height of handlebar etc make a big difference. I’ll bet if you and I each designed our ideal off road bikes they would be very different, same for street bikes. A mfg trying to make 1 bike to do both and pease both of us is going to have a very tough job.
I also might add it would be IMPOSSIBLE or nearly so for a mfg to make 1 bike that would satify me on the street and dirt in one machine, because my preferred street bike is a litter bike, but my preferred off road bike is a 250. They couldn’t make a liter bike as light as I would need and I couldn’t handle the power of one if they could.
My XR650L at around 330lb is a bit too heavy for good off road work too. My KLX 300 was more like it at nearly 100 pounds lighter. With a couple mods it felt twice as powerful as the 650. Amazing what weight does to spoil performance.
One of the first bikes in a long while from Honda that I would consider. Glad they capped the displacement at under one liter. That’s more than enough for most applications and keeps the mass down. A tubeless tire option would be nice though. Did not enjoy dealing with tubes on my KLR.
I like it. With ABS and traction control already standard how hard would it have been to come with or at least have the option of electronic cruise control. I see more and more bikes like Super Ten,BMW,Triumph Explorer and some 800 Tigers etc are adding cruise. I think it would help sales with it. Once you have a bike with it, you get used to having it on trips.
It is a nice looking bike, the frame construction says econo-bike but I certainly won’t hold that against it. This bike really just insures that I will be riding V-strom’s for the rest of my life. why? because this will drive their used prices even lower. They are already selling for 1998 600cc sportbike prices. Used strom’s are not really exciting bikes at all, just highly functional, reliable, comfortable and almost free….its hard to ignore that
“Used strom’s are not really exciting bikes at all, just highly functional, reliable, comfortable and almost free….its hard to ignore that”
It’s hard to ignore how offensive they are to the eye as well! 🙂
Butt ugly, just like me. That’s why we’re perfect together. We’re too ugly to pose, too dirty to get close to, too unsociable to follow and just too easy to get along with.
You’re right on most accounts Ben. When I ride my Wee, I almost feel guilty because it’s so affordable, reliable, packable and it has long range. I don’t know if there’s a better bike for the price.
This Honda is very nice looking and I’ll bet they sell every one they make.
Wee was the most comfortable bike I’ve ever had. Sold it to get a 1200 Adventure. Big mistake.
Good job, Honda! I really love this bike. I own a RD03 Africa Twin and feel the same pull to this one. It is well thought out and priced right. I am looking forward to the Red/White/Blue HRD color treatment. I would imagine that one is coming.
Anyone know if it is possible to slip the clutch on the DCT with a push of a button? Aka Wheelie a DCT using the aid of clutch slip?
Sort of like the slight push on the CRF50’s shifter. I use a Rekluse on my 350 EXC and love it in the tight NE woods. It’s not DCT but that ability to just hold onto the bars and not worry about clutch fanning when you get into trials type situations is GREAT! (I know just go FASTER) I imagine that most woods riding on this bike is trials type riding and the DCT might be the ticket for that Long Ride Down to Starbucks as well.
Don’t know of the DCT action you are asking about but for the riding type you describe the use of the Africa Twin would be like using a broad sword to dice onions! Not sure this would be the tool of choice in tight woods action? Anyone?
I have a 2012 Honda VFR1200 DCT, and I doubt if you would want it on a dirt bike, or dirt road bike. Its terrific when in traffic, or up a canyon (manual/auto toggle, up/down shift buttons for when YOU want it to shift). The most difficult part is taking off or stopping. Taking off, one needs to drag the rear brake, to get the clutch to engage and still have a steady throttle (or else it wanders between engaged or disengaged if not a drag start)and stopping it continues to downshift, and if your turning in as you slow down, it pulls the bars. You cant put it into gear if you are in neutral and rolling, and you cant put it into neutral if in gear and rolling, you need to stop, then toggle between neutral and drive. Its a wonderful feature on a big touring STREET bike, I used to race VET EX, and the DCT isn’t for dirt bikes, imho.
From Cycle World:
“Honda also provided some details about the optional Dual Clutch Transmission. Since it uses a common crankcase, the DCT powertrain is the same width as that of the manual transmission version.
In standard manual mode, the rider shifts using triggers on the left handlebar. Of the two automatic modes, D is designed fuel efficiency and comfort, while S is for extra performance. Additionally, there are three shift schedules from which to choose: S1, S2, and S3.
For smoothness and improved control, the DCT will partially disengage the clutch in certain low-speed maneuvers to reduce the effects that quick throttle movements have on the machine. In G mode, the ADV mode, Honda has made the connection to the between throttle and rear wheel more direct (sounds like the one we’d like the best…).
The new CRF1000L’s DCT also has one other neat feature: incline detection. While you’re riding uphill, upshifts are delayed to keep rpm in the thicker part of the powerband; while you’re going downhill, DCT downshifts sooner for more engine braking.”
Let’s hope, Honda has fine tuned the DCT to another level, it will need to have many nuances of finesse, to be able to even begin to satisfy, someone riding off road. When I think about the multitude of situations, each with different clutch and throttle techniques needed to ride off road, it will take a lot for me to see any advantage having a DCT for off road use. The incline detection, seems out of place, as in manual, it will stay in the gear its placed in. I would not call it a “neat feature”. That the DCT will disengage the clutch at slow speeds, certain maneuvers, having quick throttle movements with the clutch disengaged, seems out of place. Don’t get me wrong. I like my VFR1200 DCT, I would have to ride the new tankslap, to see if there is anything worthy in its construction. imho
Again talking about my VFR1200 DCT, it will wheelie, just put it in manual, and nail it in first gear. No clutch slipping needed, better have the traction control on, when it happened to me, my first reaction was to reach out for the clutch lever (it has none), but the TC cut the momentum and front end came down. This all happened instantaneous, without the TC, and no hand clutch to pull in (When you pin the throttle, often letting off simply gives it more torque)the only other option is a strong dose of rear brake, and if your foot is below the pedal, there isn’t time to move it. I’m no beginner rider, things happen fast when at the peak of a wheelie.
Is there some kind of competition to see who can make the bike with the tallest seat height? When the seat is 2 inches higher than my inseam, that tells me to look elsewhere.
It’s actually lower than my inseam in its tallest setting!
It’s just hard to make bikes that have off-road aspirations with 30-inch seat heights.
Apart from Trials bikes!
You do know that trials bikes haven’t actually had any kind of a saddle for quite some time.
Short people got no-body!
Eh. There are plenty of low-seat bikes out there. If anything, there seems to be a competition to make a bike with the LOWEST seat height, and for some reason manufacturers talk about a low seat height as if it’s a good thing and a selling point. For tall people it’s actually the opposite – low seats suck when you have long legs, so it’s great that there are at least a few bikes out there that won’t make me fold up like a pretzel.
13 Grands for a 1 liter parallel twin? No thanks.
For less than 2 grands more one can get a Yamaha Tenere or better yet, KTM’s excellent 1190 Adventure.
Or you could spend you 13 grands on a 800cc parallel twin.
Not sure how this pens out as a negative as you infer? This hasn’t even hit the street yet and your comparison seems to be based solely on dollars and displacement. Being of lower displacement, the Africa Twin would be expected to cost less than one of greater displacement. The AT also looks to be of significantly less weight compared to the Tenere. While the KTM is lighter it is also much more dear to the pocketbook and with a much more sparse dealer network. Unless you feel there isn’t anymore room in the segment I’m not sure where the issue is here?
Are you serious?
Owning a KTM is absolutely nothing like owning a J-bike in any way whatsoever. The Austrian machine needs lots of frequent and expensive maintenance to keep it in top condition. And Honda has always made better motorcycles then Yamaha so the 10-A-Ray is really not even a consideration.
Out of the 30 some-odd bikes I’ve owned over the years, the worst reliable was a Honda and the best has been a Yamaha. And I own a BSA to boot.
I would love (read “prefer”) a version of this with the XR650R engine, possibly the 450. I never needed to go over 100 mph in or on the way to the dirt.
The engine from the TRX 700 which features electric start and fuel injection might be preferable to the kick only 650R. For now you’ll have to get by with this. tp://www.hondaproracing.com/rally/machines/?machine=honda_crf450_rally&team=team_hrc
No center stand with tube tires? No way will one of these be in my garage. I was waiting for the final specs and price and now a KTM 1190 will be in my garage. Honda should at least have put a center stand on the bike but I guess they are worried about weight and ground clearance. Too bad for Honda.
After no centerstand tube tires and Honda dealers almost as bad as BMW its KTM time for me.
It’s designed to be ridden off-road, so it’s not supposed to have tubeless tires or a centerstand. Have you ever tried to dismount and remount a tubeless tire in the middle of nowhere using a couple of small tire irons you have in your tool kit? I’ve got two No-Mar tire changers, but I can’t carry them with me on an off-road bike. Nor do I want to be restricted to the sorry choice of tubeless off-road tires.
Tubeless tires and centerstands are fine if you dress up in textile adventure gear with 20 pockets for your Long Way Down To Starbucks adventure, but if you’re really riding where this kind of bike is designed to be ridden, the last thing you want is a set of tires that need a support truck to change.
Well said.
The whole idea of tubeless is that you don’t need to dismount tires. You plug the tire while still on the bike and go. There are some dirt-centric corners of this bike’s riding envelope where you might prefer tubes to be able toe repair unusual punctures, but they’re far, far less common than the foreign-object puncture that bikes like this typically get. And tubed tires make the need for a centerstand on a 525-lb bike even more acute.
“There are some dirt-centric corners of this bike’s riding envelope where you might prefer tubes to be able toe repair unusual punctures, but they’re far, far less common than the foreign-object puncture that bikes like this typically get”
And therefore, there are already far, far more bikes of this type out there, with tubeless tires, for those who prefer that. And for those who’s got tire and tube change down to muscle memory, now they have a big Adv they can bond with as well…
Advancements in tubes (and tires) have made them much more puncture resistant as well. And the lighter rims made possible by going tubed, bashes tires and rims less over rocks. I’m personally more comfortable plugging a tubeless than changing a tube, but I’m 90 (OK, honestly 95) % a street rider. All the riders I know who ritualistically bang up their bikes in Baja every year, stick to tubes. Many try Tubliss once, then go back to tubes.
Hence, I strongly suspect tubeless is preferable in those situations where the difference is one of convenience. While tubed rules where the difference might be critical. After all, every (at least self proclaimed) “hard core” GS adventurer, will tell you that once you stray too far from the Starbucks parking lot, you gotta bring some tubes anyway, in case the rims get too bent out of shape to seal anymore….
Honda has also long since abandoned chasing solely US/Euro/Japan riders. Part of the reason for the lower price and slightly less extreme seat height, is to produce an Adv bike for a wider world. Where relative familiarity and infrastructure again leans in the direction of tubes.
Anyway, I traded my 1190 Adventure for a Concours, so feel free to disregard anything I say about Adv bikes….
“Long Way Down to Starbucks…” Lulz.
+1
I recall reading somewhere a center stand is an option? Handy for wheels out / tube changes on a bike, even better if the bike will balance on either end with a wheel out.
Excellent!!!! Now I wait until dealers knock out 2-3k MSRP
Good luck with that. This bike will be in high demand for years with a premium tacked on by most dealers. It’s just the way it is.
They will start out that way thinking they can jack it up because “it’s a Honda”. They will sell a few to the early adopters and the rest will sit until they come to their senses.
You’re about 30 years too late. Through the early 80s the Japanese overproduced and frequently had NOS through the succeeding MY. In the mid-late 70s Yamaha made it their goal to overtake Honda, their method being to simply produce more bikes and worry about selling them later.
A world wide and severe recession hit in the early 80s. All Japanese brands had leftover NOS, Yamaha being the worst case all (I heard that only a loan from Honda saved Yamaha’s life). Yamaha was selling early 80 MY through the mid-80s. I know because I bought two for absolutely irresistible prices.
The Japanese learned their lesson. Since that era they rarely over produce. Yamaha require buyers to actually pre-order and put down payment on the costly FJR1300.
You would have loved the buyer’s market of the mid 80s. No way Honda overproduces this long anticipated high end model. Likely out of stock by year’s end.
Yamaha did that… for 2003. Dealers stock the FJR since then, no preorder or down payment of a buyer required.
You can still buy NOS motorcycles. Especially in states that have a definable riding “season”.
If this was the AT everyone wanted I would agree, but it is not.
I remember quite a few people saying that about the CB1100 when it was released.
I can still go to Honda dealers here, find a new-old-stock 2013 1100, and buy it for less than $7500 out the door…
There are still new 2013 CB1100s for sale around here too. The “Africa Twin” brand does have some allure to the ADV community though. It will be interesting to see how the bike sells. I think they will sell well, but not to the point that dealers will be tacking on premiums to the MSRP.
What a shame, such a wonderful motorcycle. then again if it’s what you’re looking for, what a bargain!
If you really can buy one for $7500 OTD, that is a heck of a bargain. Even if it isn’t quite what you are looking for.
I know, that’s down in NC700 territory or FZ07 territory. I paid a lot more than that for both of mine and never regretted what I shelled out.
Your right,it is a great bargain.I just can’t believe it took Honda this long to bring back the AT.The lost sales have to be incredible vs.if they would have introduced this in about 2009-10.They could have added the DCT later.
re: “Now I wait until dealers knock out 2-3k MSRP”
you assume Honda will be flooding their network with more than 1 or 2 units per dealer…? any shop who doesn’t sell there’s will likely be trading to a dealer who’s got a valuing customer coming off the dime.
Take a look at the rest of their lineup. The valkyrie is selling for 3-5k less MSRP. It will sell well at first were demand will be high. But the dealers will have them out priced to a point were they will have to start discounting them because no one will buy them. Also if they dont start offering test rides how can they sell more? Look at the New V-Strom 1000 you can easily get those discounted for less than MSRP.
Yup – Adventure models of the 2014 V-Strom 1000 can be found for $8900 + TTL around here. A flabbergasting deal.
Wow. That is a good deal. I rode one, and it is a heck of a bike.
Like a cheaper super tenere with more clearance, chain drive and a 21″ front wheel, plus tubes and about 60 lbs lighter. Nice to have the option.
If you’re comparing the non-DCT version it’s actually more than 70 lbs lighter, and 81 lbs less than Super Ténéré ES.
I REALLY want to like the Super Ten more but things like that just make it so difficult to remain true “blue”.
575-511 lbs so 64 based on the numbers I saw quoted … I just know going by the numbers because I was looking for the oil capacity of the 2012 ST and saw the weight fully wet in the manual… Honda website said 511 for the non DCT. 200lbs heavier than the ktm690 Endnuro R – that’s a wild guess, so open to correction, but I think these two bikes (690 and ST) are on either end of the spectrum for potential Africa Twin customers and may compete depending on what someone is looking for. This Honda fits really nicely in the middle, I am assuming it is a “better” performer off road than the smaller bmw and triumph bikes with 21″ front wheels. More performance less weight with go anywhere capability ktm 690, great long range comfort and capable on rough stuff Super Tenere. Lots of other options depending on brand preference and priorities, but for me this one is somewhere between the bikes I own (the ktm and Yamaha if you haven’t guessed), and if I could only own one this might be it. The 1190 R (that some have mentioned as their preference) and GS 1200 just seem way more pricey and more powerful to compare directly but there is still lots of overlap depending on what you are looking for … I would choose an 1190 R, but would be looking at the Africa Twin based on price (and tire savings).
Well 64 lbs is still a good chunk, and I don’t think Yamaha focused as much to keep its weight as centralized as Honda did with the AT. Like mentioned elsewhere on this thread, the base model was spec-ed at 503 lbs before. Don’t know what happened to that figure now that the price has been released. Perhaps they have a non-ABS model for other markets. I went to Yamaha’s site for the ST weight figures. I like the Super Ten, but I like the AT a lot more. Street-oriented tires just don’t do the AT justice. It really looks like a Dakar race bike with knobbies.
As far as I can tell from the instrument cluster pic, the AT redlines at just a little over 7500 rpm, suggesting it’s tuned for a lot of grunt just off idle… perfect for off-road. The fuel economy ought to be really good as well. I think lofting the front wheel will be cake with the AT.
Agreed. It’s a great option for less weight in the heavy dual sport bike segment, with more off road orientation.
Very handsome bike for its kind. I just might need to trundle down to the local Honda shop for a little seat time. Sure, I’ve gotten used to shaft drive on my Norge but a chain, especially these days wouldn’t be a deal breaker. Thinking of the debated tubeless/tube tire issue, doesn’t Slime make a sealant for tubes? I seem to remember something of the sort used preemptively for those riding in areas with thorns, etc. Provided a sealant is effective, might that lessen worries?
“doesn’t Slime make a sealant for tubes?”
They do, though I’ve only tried it on my mountain bike, and it proved to be effective. Neither I or anyone I ride with have ever had a thorn puncture a motorcycle tire in all my time riding off-road, though I sure it has happened to someone.
As far as the debate goes, I like tubeless tires for bikes I don’t take off-road and tube tires for ones I do. Too many of the off-road induced punctures to tubeless tires I’ve seen can’t be remedied with a plug kit as some people here imply. Most of the gashes do not leave little round holes that plug up nicely. They are usually jagged, non-uniform punctures and slashes, sometimes to the side wall. I’ve also seen tubeless tires go flat from bent rims. There is no plugging that. A couple of hardcore GS guys I know actually run tubes inside their expensive tubeless spoke rims.
I have pinched tubes. But, that happens at a very brisk pace over very rough terrain.
Oh, I’ve pinched them too. But I’ve always been able to fix them.
Oops. To clarify the “thorn” comment, I meant to add that the punctures that the Slime tubes on my mountain bike worked well on were from thorns. I picked up a sheet metal screw once, and the Slime slowed but did not eliminate the leak.
Hey Honda, if you want me to, I’ll gladly take one of these to Arkansas and ride the snot outa it for you guys on some rocky single track trails, water crossings, dirt fire roads and such. I’ll even buy my own lunch and dinner; I wont even charge for my services. That should be a pretty good test to see if everything holds together like its s’posed to.
Hmmm, I guess I throw my useless observation/opinion in here too…..Nice
Wow – knock it out of the park HOMERUN! Is this HONDA?! The same company that overprices everything…..because it’s a Honda? I’m duly shocked / surprised and Pleased – I want one…………..
Love the bike, and they nailed it on the price.
The colors are fine, but would have preferred the Euro only tri-color like the old Transalps that I always liked!
Nice, but bigger than I’d personally like. Something like a CB500X with rally raid treatment is what I’m after.
Waiting to see if Yamaha will capitalize on this segment with their 700. That could be The One if they can do it < 450#/$10k
“Something like a CB500X with rally raid treatment…”
Been done. See here and elsewhere:
http://giantloopmoto.com/reserve-your-rally-raid-products-honda-cb500x-adventure-kit/
yep! that IS the bike I’m talking about. want it..
First Honda I’ll take a look at since 2008. Priced right too.
Wait, they’re trying to sell a beak less bike in the US? Get out of here!
Honda, GIVE US THE BEAK!!!
That is one seriously ugly bike!
Does it clash with your purse? Can’t match the color to your Big Dog?
JimW: You’re wrong.
Excellent…I am definitely interested.
Thank you Honda for finally officially bringing an Africa Twin to the USA. We will ride it and enjoy it.
I wonder where americans drive that things.
Same place we drive everything. On the superslab.
Moab
To Starbucks.
I will ride it mostly in the western high deserts & mountain trails, Pacific NW, Canada, and Alaska.
While wearing the latest $1000 Klim jacket and $450 Sidi boots.
No
Naturally!
Looks and reads like a winner to me. I would bet it is a lot less maintenance hassle and cost than my old 950A.
And I’ve seen too many unfixable tubeless setups limp in out of the baja bush to believe they are any better than strong tubed tires ridden in a sensible manner.
Chain drive plus inner tubes…sorry I just cannot live with both…..come on, why do you suppose the popularity of the BMW Boxers?… but I do like the concept
Re: “come on, why do you suppose the popularity of the BMW Boxers?”
Brand marketing and exclusivity?
The boxers never leave the highway.
My ’03 R1150GS does!
I have serious doubts regarding the windshield’s ability to provide anything close to a buffet-free pocket of clean, quiet airflow, but other than that one concern this is the first recent ADV-style bike that has ever piqued my interest. I think it looks good, the weight isn’t unreasonable, it’s not overly laden with expensive electronic gadgetry, and the seat height options ought to accommodate most riders.
Gripes…
The hard bags, accessory electrical socket and heated grips should have been included as standard equipment. And where is the centerstand? This thing is chain driven, and it sports tube tires. It needs a centerstand. Also, considering its make-no-mistake offroad intentions, a proper skidplate is a glaring omission.
I’m through with long trecks to God knows where using tube type tires.
I’ll stick with BMW and others who have tubeless spoked tires.
Long treks to God know where is exactly where I would want tubes.
+1 tube to that!
Amen, Jeremy! When you’re in the middle of nowhere, you want tires you can change and repair with tools you carry on the bike.
I’m really liking this bike. I had rather hoped the bike would be more an alternative to the F800GS and Tiger XC (about 20 – 30 lbs. lighter in other words) as its power output will certainly be more comparable to those machines that the R12GS. Regardless, I still like it a lot.
Wish it had tubeless tires, but I guess I understand the choice for tubes. It’s just so easy to plug a tubeless tire and go! That’s a more reasonable price than I expected. If the reviews are good and it makes decent power I might just replace my V-Strom.
And what do you do when the tubeless tire gets a big gash in the sidewall and you’re 50 miles from anyplace that can dismount/mount tubeless motorcycle tires?
Skid plate is missing in those pics.
Wait! Weight?
I remember reading 503 lbs for the standard version. The DTC weighs more, but I don’t remember how much. I am sure you could google it.
It looks like they used the BMW F800GS as inspiration. I wonder if it comes with a three year warranty as well. Great commuter bike.
No beak. It will never sell.
Yeah, but just think of the accessory beak business! 🙂
I want.