Posts: 12,677
Threads: 77
Likes Received: 3 in 3 posts
Likes Given: 0
Joined: Dec 2014
I am unsure what that exactly that means, however, I will leverage the  emoticon as a positive response.
("Earl Grey, hot.")
Posts: 7,087
Threads: 94
Likes Received: 579 in 316 posts
Likes Given: 971
Joined: Apr 2025
Earl Grey by Twinings, loose, is my favour.
To keep in balance, I will have it on my clutch lever-L that your bike is lacking from.
Lord Popgun approve this must.
Posts: 12,677
Threads: 77
Likes Received: 3 in 3 posts
Likes Given: 0
Joined: Dec 2014
(03-13-2020, 11:54 PM)Cobalt23_imp Wrote: GO, thank you for that complete update!!!!!!!!!!!! Very helpful and also confirms some of my issues with my CB1100 are not just me, namely I am only 5'10" but get uncomfortable after about 50 miles.
I haven't pulled the trigger on the AT but I know the longer this guy has the bike the lower the price will go especially with the recent hit to everyones 401k. I look at the AT's online and really would like one of the blue/red/gold rim versions but this '16 is going to be a BIG bargain for someone . . . maybe it should be me!
If it were not a DCT I probably would have already bought it but I have been doing a lot of research on the DCT . . . slowly coming around on that item.
I would definitely have a new farkle list with this bike since it is totally stock and '16 AT's were a little stripped.
Also there are some concerns in reviews about suspension and tires on the '16's don't know if that is legit or just nit picking?
Thanks again GO!!
 Cobalt.
If possible, try to request a demo ride of the DCT at the Honda dealership. It will give you some insight in regards to behaviour. However, be aware that the true appreciation comes after a few hours with the DCT, unlike the basic clutch version. If you manage this, a tip would be to realize that "Drive Mode" is conservative (and fuel saving) when compared to the Sport Modes and Manual Mode riding. Ensure to try at least "S1" mode and Manual Mode when demo riding.
If the AT comes with Dunlop Trailmax tires, I suggest ejecting them at first opportunity. I use road tires (Bridgestone A41), but there are many very good 50/50 riding tires available. Check out the Africa Twin forums for more details.
In regards to the CB1100 seat comfort, for your height you might (??) actually benefit from an aftermarket seat replacement. This Forum is rich in seat offerings for the CB. If it is also your legs, then the AT could be for you.
Posts: 2,542
Threads: 125
Likes Received: 0 in 0 posts
Likes Given: 0
Joined: Mar 2013
(02-21-2020, 07:35 AM)Cobalt23_imp Wrote: Does anyone have experience with a Honda Africa Twin?
I found a really good deal on a 2016 ABS DCT red/black. I am intrigued but not sure if I am in love with the bike or just in love with a cool bargain.
It wouldn't be a replacement for by CB1100 (it's a keeper), but probably ride a while and pass it on . . . or maybe I fall for it hard??
Any feedback from Africa Twin owners/riders?
Thanks,
C.B.
Yes, I looked at one up close when they first appeared in the showroom. My first thought was "where in the heck is the built-in step-ladder?". Seriously, that bike looked gargantuan to me. Not something that I would want to take off-road and if you're not taking if off-road I'm not sure I get the point. Unless of course you are a tall guy looking for some room to stretch out on your bike! Then it makes sense I suppose.
(02-28-2020, 03:10 AM)Charlie Bravo_imp Wrote: Very interesting. I am considering (gasp) selling my BMW and CB before I leave CA and getting a Triumph Tiger (or maybe an AT) in TX to have a one-bike-for-all things.
Are you speaking of Texas? What kind of "things" are you thinking of doing? Around 95% of the land there is privately owned so there isn't exactly a lot of accessible off-road exploring to do there like there is out west. There are places like Big Bend National Park where an AT would likely be fun and you can do some backcountry camping, but man is it ever a long, straight, lonely haul to get there. Although it is one of the few places that's actually worth that kind of trip to get to in my opinion.
Posts: 82
Threads: 7
Likes Received: 0 in 0 posts
Likes Given: 0
Joined: Jun 2019
Posts: 23,477
Threads: 697
Likes Received: 594 in 264 posts
Likes Given: 770
Joined: Apr 2025
A wet Texas dirt road is the slipperiest thing I have ever driven on, so an ADV bike would be at home there, although I'd want one easier to pick up than an AT, like a 250 something, because surely those slippery roads will land you on your tush a few times.
Posts: 12,677
Threads: 77
Likes Received: 3 in 3 posts
Likes Given: 0
Joined: Dec 2014
I'll ensure I have at least 50/50 tires before considering off-roading, especially in TX. 
Posts: 7,087
Threads: 94
Likes Received: 579 in 316 posts
Likes Given: 971
Joined: Apr 2025
(03-13-2020, 01:33 PM)GoldOxide_imp Wrote: 2019 Honda CRF1000LD Initial Review
Recently coming from a Honda 2014 CB1100A and a Honda 2018 NC750XD, I will attempt to share initial rider impressions of the 2019 Honda CRF1000LD (aka "Africa Twin" or "AT") and relative to the former said Hondas.
USE:
[ul] [li]Application: Anticipated 99% road, 1% off-road for the first few years.[/li] [li]Daily commuter spanning a spectrum of riding conditions including: Urban freeway, rural freeway, rural highway, backroads, and city roads.[/li] [li]Single rider tourer (most of the time).[/li] [li]Two-up riding on urban freeway and in-town setting.
[/li][/ul]
REQUIREMENTS:
[ul] [li]R1. Must be comfortable for at least two hours non-stop.[/li] [li]R2. Must have enough power to not to wish for more.[/li] [li]R3. Must achieve decent economy and have useful range using regular octane fuel.[/li] [li]R4. Must absorb pot-holes without drama.[/li] [li]R5. Must be reliable.[/li] [li]R6. Must have no shiny chrome-like bits to fuss over.[/li] [li]R7. Should have shaft drive.[/li] [li]R8. May have RLETs.
[/li][/ul]
PROS:
[ul] [li]So far the riding stature and seat comfort [R1] are very favourable for me. I have yet to feel discomfort after two hours of continuous riding. On the smaller CB1100, I'd be in such disposition after 65 minutes that no RLET could help. This is important to me and I continue to assess with different riding situations. If I do feel discomfort, I can easily and maintain a full upright stand on the footpegs below freeway speed. This is a tall bike, and it feels good to me.[/li] [li]The engine pulse speaks to me in a way that my body likes. I have rediscovered the inline-twin. It is not as smooth as the CB1100 inline-4, but is smoother than the NC750X inline-twin.[/li] [li]I have not found wanting of more power. The from-stop take-off with the DCT is a clear winner. On paper the AT twin is marginally more powerful at the top end in both available power and torque compared to the CB1100, yet its lungs displace 142 cc less (94 hp @7500 vs. 90 hp @7500, and 72 ft-lbs @6000 vs. 68.6 ft-lbs @5000). [R2] The point is: It is a very capable twin maybe up to 170 km/h, afterwhich the CB1100 just wants to keep going up. Respective 0-100 km/h and quarter mile statistics are: 4.3 vs. 4.2s, and 12.8 vs. 12.7s.[/li] [li]Factory exhaust note is seductive, especially compared to the stock CB1100. It is similar to the NC750X, but has noticeably more heft.[/li] [li]Engine with DCT will never stall. This is particularly useful on off-road steep hills.[/li] [li]Aftermarket SW-Motech center stand lifts the beast like a hot knife in butter. I do not recall a previously owned bike that was as easy, maybe the NC750X came closest with its stock OEM center stand.[/li] [li]The default DCT "D" Drive mode behaviour of the AT is superior to that of the NC750XD. Maybe this has to do with more engine displacement, but I suspect Honda engineers optimized the algorithm too. The NC is also much more limited in available power (54 hp @6250 and 50 ft-lbs @4750). The Sport and Manual modes are delicious. S1 and Manual modes are my favourite.[/li] [li]Fuel economy [R3] using regular 87 octane is so far about 4.6 L/100 km. This is not as good as the NC750X (3.7 L/100 km), but better than (for my style of riding) the CB1100's 5.3 L/100 km of mixed duties. My AT tank range is in the realm of 413 kms.[/li] [li]The AT's dual LED headlights are incredibly good, and superior to the NC750X's dismal offering.[/li] [li]The front wheel is 21" in diameter. The tire is narrow, however, I have yet to experience problems on lift bridges, and grated highways (surfaces scraped in prep for new asphalt). I found the factory tires on the CB1100 dismal on these surfaces. However, I had the Honda dealer change out the factory tires to Bridgestone A41s since the factory tires were the same Dunlop Trailmax garbage that came on my NC750X. The A41 is amazing road rubber and the big front tire and superior suspension makes potholes fun [R4]. This was never fun on the CB.[/li] [li]Turning radius of the AT makes me laugh. It is short and such a joy. It almost feels like a scooter, but without the loose steering feeling.[/li] [li]So far like the CB and NC, the reliability [R5] is typical Honda. However I will admit, I will need to get bogged down in profuse hot, humid summer traffic congestion to really get a gauge of bike behaviour. I am optimistic having dual radiators and large dual electric fans that blow hot air away from my legs.[/li] [li]I love the look of chrome ... ... on other people's bikes. The CB1100 is the most gorgeous steed out there. But [R6] the AT feels like a low maintenance girlfriend that won't let you down. The important things are easy to get at.[/li] [li]Brakes are very strong and firm. No complaints. Definitely better than the NC, and I am going to say better than the CB1100 because these don't squeal.[/li] [li]Suspension (front and rear) is fully adjustable and long.[/li] [li]Emergency stops cause the LED rear brake and front signal lights to fast-flicker warning nearby drivers.[/li] [li]The engine itself is mechanically quiet sounding.[/li] [li]Not sure if this is a pro yet, but the battery is lithium-based and very light and small. It is too early to determine if there are other advantages.
[/li][/ul]
CONS:
[ul] [li]As adventure bikes come, the AT is arguably the least ugly of the offerings. Nevertheless, it is still adventure-bike-ugly. If you squint hard enough (but not so hard that your eyeball pops out), it may have a few good angles. Maybe it is the exhaust can. Maybe something to change out down the road. I have seen some decent aftermarket offerings.[/li] [li]Tubed-tires: This model has them. The spoked-gold rims look nice, but I may consider a tubeless rim conversion kit in the future.[/li] [li]No clutch or similar method to emergency disengage powertrain. Have a heavy throttle wrist? Then you are going for a ride.[/li] [li]Final chain drive: As some forum members may recall, I like shaft drive. I wished this had a [R7] shaft drive, maybe like the BMW R1200GS.[/li] [li]I miss the steam dial tachometer. The LCD version is functional and responsive, but it is a little cold in character and gets washed out when the sunlight angle is just inconvenient.[/li] [li]Did not come with a factory center stand.[/li] [li]Compared to the '14 CB1100, freeway cruising engine RPM in sixth gear is about 700 RPM higher at around 120 km/h. However, you don't feel anything adverse. It is incredibly smooth.[/li] [li]There is an ambient air temperature reading on the instrument panel. However, I think it reads high by several degrees C. Too bad. Even my old Aprilia was spot on.[/li] [li]RLETs are problematic [R8]. The handguards adds a Darth Vader mask and being DCT, there is only one RLET seat. What to do? This is indeed an issue.[/li] [li]You can't bump start a DCT equipped bike. With care, it must be jumped.
[/li][/ul]
WIP:
[ul] [li]Cornering: I am still getting used to the high clearance and tall engine/fuel tank. General purpose cornering is very good, however, aggressive cornering requires more training with this machine ergonomics.[/li] [li]Factory windscreen: Wind noise and head buffeting is still being assessed. I will be adding a farkle that allows configuration of the existing screen. I hope to improve the experience.[/li] [li]Torque, engine braking and power are all user configurable at a flick of a switch. You can even override rear ABS for gravel road duties. This is arguably complex to some, however, once you understand what you want out of the AT, it is mostly a matter of recalling the profile from system memory.
[/li][/ul]
SUMMARY:
The honeymoon is still on every time I mount this beast. This feelin' is what every rider expects when they mount their machine.
You may consider Wunderlich (pricy) extension, if this is what you are looking for:
https://www.wunderlich.de/shop/en/wunder...001-1.html
(03-14-2020, 01:25 AM)Alain Lee_imp Wrote: (03-14-2020, 12:33 AM)peterbaron_imp Wrote: Just don't forget about Ural visitation in Acton...soon
There is a Ural dealership/Motorcycle scrapyard (vintage) south west of Peterborough, is that the one?
There is a Ural dealership/Motorcycle scrapyard (vintage) south west of Peterborough, is that the one?
Firstly and sooner, I was thinking about Acton, then in spring/summer, we may ride to Peterborough.
Posts: 12,677
Threads: 77
Likes Received: 3 in 3 posts
Likes Given: 0
Joined: Dec 2014
(03-15-2020, 01:20 AM)peterbaron_imp Wrote: (03-13-2020, 01:33 PM)GoldOxide_imp Wrote: 2019 Honda CRF1000LD Initial Review
Recently coming from a Honda 2014 CB1100A and a Honda 2018 NC750XD, I will attempt to share initial rider impressions of the 2019 Honda CRF1000LD (aka "Africa Twin" or "AT") and relative to the former said Hondas.
USE:
[ul] [li]Application: Anticipated 99% road, 1% off-road for the first few years.[/li] [li]Daily commuter spanning a spectrum of riding conditions including: Urban freeway, rural freeway, rural highway, backroads, and city roads.[/li] [li]Single rider tourer (most of the time).[/li] [li]Two-up riding on urban freeway and in-town setting.
[/li][/ul]
REQUIREMENTS:
[ul] [li]R1. Must be comfortable for at least two hours non-stop.[/li] [li]R2. Must have enough power to not to wish for more.[/li] [li]R3. Must achieve decent economy and have useful range using regular octane fuel.[/li] [li]R4. Must absorb pot-holes without drama.[/li] [li]R5. Must be reliable.[/li] [li]R6. Must have no shiny chrome-like bits to fuss over.[/li] [li]R7. Should have shaft drive.[/li] [li]R8. May have RLETs.
[/li][/ul]
PROS:
[ul] [li]So far the riding stature and seat comfort [R1] are very favourable for me. I have yet to feel discomfort after two hours of continuous riding. On the smaller CB1100, I'd be in such disposition after 65 minutes that no RLET could help. This is important to me and I continue to assess with different riding situations. If I do feel discomfort, I can easily and maintain a full upright stand on the footpegs below freeway speed. This is a tall bike, and it feels good to me.[/li] [li]The engine pulse speaks to me in a way that my body likes. I have rediscovered the inline-twin. It is not as smooth as the CB1100 inline-4, but is smoother than the NC750X inline-twin.[/li] [li]I have not found wanting of more power. The from-stop take-off with the DCT is a clear winner. On paper the AT twin is marginally more powerful at the top end in both available power and torque compared to the CB1100, yet its lungs displace 142 cc less (94 hp @7500 vs. 90 hp @7500, and 72 ft-lbs @6000 vs. 68.6 ft-lbs @5000). [R2] The point is: It is a very capable twin maybe up to 170 km/h, afterwhich the CB1100 just wants to keep going up. Respective 0-100 km/h and quarter mile statistics are: 4.3 vs. 4.2s, and 12.8 vs. 12.7s.[/li] [li]Factory exhaust note is seductive, especially compared to the stock CB1100. It is similar to the NC750X, but has noticeably more heft.[/li] [li]Engine with DCT will never stall. This is particularly useful on off-road steep hills.[/li] [li]Aftermarket SW-Motech center stand lifts the beast like a hot knife in butter. I do not recall a previously owned bike that was as easy, maybe the NC750X came closest with its stock OEM center stand.[/li] [li]The default DCT "D" Drive mode behaviour of the AT is superior to that of the NC750XD. Maybe this has to do with more engine displacement, but I suspect Honda engineers optimized the algorithm too. The NC is also much more limited in available power (54 hp @6250 and 50 ft-lbs @4750). The Sport and Manual modes are delicious. S1 and Manual modes are my favourite.[/li] [li]Fuel economy [R3] using regular 87 octane is so far about 4.6 L/100 km. This is not as good as the NC750X (3.7 L/100 km), but better than (for my style of riding) the CB1100's 5.3 L/100 km of mixed duties. My AT tank range is in the realm of 413 kms.[/li] [li]The AT's dual LED headlights are incredibly good, and superior to the NC750X's dismal offering.[/li] [li]The front wheel is 21" in diameter. The tire is narrow, however, I have yet to experience problems on lift bridges, and grated highways (surfaces scraped in prep for new asphalt). I found the factory tires on the CB1100 dismal on these surfaces. However, I had the Honda dealer change out the factory tires to Bridgestone A41s since the factory tires were the same Dunlop Trailmax garbage that came on my NC750X. The A41 is amazing road rubber and the big front tire and superior suspension makes potholes fun [R4]. This was never fun on the CB.[/li] [li]Turning radius of the AT makes me laugh. It is short and such a joy. It almost feels like a scooter, but without the loose steering feeling.[/li] [li]So far like the CB and NC, the reliability [R5] is typical Honda. However I will admit, I will need to get bogged down in profuse hot, humid summer traffic congestion to really get a gauge of bike behaviour. I am optimistic having dual radiators and large dual electric fans that blow hot air away from my legs.[/li] [li]I love the look of chrome ... ... on other people's bikes. The CB1100 is the most gorgeous steed out there. But [R6] the AT feels like a low maintenance girlfriend that won't let you down. The important things are easy to get at.[/li] [li]Brakes are very strong and firm. No complaints. Definitely better than the NC, and I am going to say better than the CB1100 because these don't squeal.[/li] [li]Suspension (front and rear) is fully adjustable and long.[/li] [li]Emergency stops cause the LED rear brake and front signal lights to fast-flicker warning nearby drivers.[/li] [li]The engine itself is mechanically quiet sounding.[/li] [li]Not sure if this is a pro yet, but the battery is lithium-based and very light and small. It is too early to determine if there are other advantages.
[/li][/ul]
CONS:
[ul] [li]As adventure bikes come, the AT is arguably the least ugly of the offerings. Nevertheless, it is still adventure-bike-ugly. If you squint hard enough (but not so hard that your eyeball pops out), it may have a few good angles. Maybe it is the exhaust can. Maybe something to change out down the road. I have seen some decent aftermarket offerings.[/li] [li]Tubed-tires: This model has them. The spoked-gold rims look nice, but I may consider a tubeless rim conversion kit in the future.[/li] [li]No clutch or similar method to emergency disengage powertrain. Have a heavy throttle wrist? Then you are going for a ride.[/li] [li]Final chain drive: As some forum members may recall, I like shaft drive. I wished this had a [R7] shaft drive, maybe like the BMW R1200GS.[/li] [li]I miss the steam dial tachometer. The LCD version is functional and responsive, but it is a little cold in character and gets washed out when the sunlight angle is just inconvenient.[/li] [li]Did not come with a factory center stand.[/li] [li]Compared to the '14 CB1100, freeway cruising engine RPM in sixth gear is about 700 RPM higher at around 120 km/h. However, you don't feel anything adverse. It is incredibly smooth.[/li] [li]There is an ambient air temperature reading on the instrument panel. However, I think it reads high by several degrees C. Too bad. Even my old Aprilia was spot on.[/li] [li]RLETs are problematic [R8]. The handguards adds a Darth Vader mask and being DCT, there is only one RLET seat. What to do? This is indeed an issue.[/li] [li]You can't bump start a DCT equipped bike. With care, it must be jumped.
[/li][/ul]
WIP:
[ul] [li]Cornering: I am still getting used to the high clearance and tall engine/fuel tank. General purpose cornering is very good, however, aggressive cornering requires more training with this machine ergonomics.[/li] [li]Factory windscreen: Wind noise and head buffeting is still being assessed. I will be adding a farkle that allows configuration of the existing screen. I hope to improve the experience.[/li] [li]Torque, engine braking and power are all user configurable at a flick of a switch. You can even override rear ABS for gravel road duties. This is arguably complex to some, however, once you understand what you want out of the AT, it is mostly a matter of recalling the profile from system memory.
[/li][/ul]
SUMMARY:
The honeymoon is still on every time I mount this beast. This feelin' is what every rider expects when they mount their machine.
You may consider Wunderlich (pricy) extension, if this is what you are looking for:
https://www.wunderlich.de/shop/en/wunder...001-1.html
(03-14-2020, 01:25 AM)Alain Lee_imp Wrote: (03-14-2020, 12:33 AM)peterbaron_imp Wrote: Just don't forget about Ural visitation in Acton...soon
There is a Ural dealership/Motorcycle scrapyard (vintage) south west of Peterborough, is that the one?
There is a Ural dealership/Motorcycle scrapyard (vintage) south west of Peterborough, is that the one?
Firstly and sooner, I was thinking about Acton, then in spring/summer, we may ride to Peterborough.
You may consider Wunderlich (pricy) extension, if this is what you are looking for:
https://www.wunderlich.de/shop/en/wunder...001-1.html
Thanks PB. I went with a very smart solution from Batzenparts out of Germany. The price was very fair, and it allows the OEM shield to be adjusted up and down by three to four inches.
Posts: 2,542
Threads: 125
Likes Received: 0 in 0 posts
Likes Given: 0
Joined: Mar 2013
Those of you entertaining thoughts of owning an African Twin might enjoy this episode of Harry's Garage if you haven't already seen it.
I've watched a number of his other videos featuring his ADV steeds, but I hadn't actually noticed this one until I went searching his channel just now to see if he had touched more upon the current AT.
Disclaimer: Harry's Garage is one of my all-time favorite YouTube Channels. He is the guy who founded EVO magazine and the truth is I could watch him review pretty much anything with wheels and would likely find myself enjoying it. (I always have thus far.) I would love to spend a day (or a week) hanging out with Harry in his garage. Not just because of all of the amazing cars and motorcycles that he owns, but also because he strikes me as the kind of guy that I would really love to sit down and have a beer, coffee or tea with while simply enjoying the conversation. Unlike another YouTuber that we've been discussing around here recently, I really appreciate Harry's in-depth, widespread knowledge, his insights, and in particular the genuine delight he seems to find in just about any vehicle that he encounters.
|
