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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.
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I sold my '14 CB1100 and '18 NC750XD in December 2019.
Yeah, I know.
= = =
For starters, I have no garage, so keeping multiple was tricky. Both rides were great in their own rite. The CB was glorious. The NC was incredibly practical. I wanted both in one machine, and more height.
So I bought a '19 CRF1000LD ...
http://cb1100forum.com/forum/showthread....#pid257857
= = =
I always thought the [late model] Africa Twins (AT) were ugly, like most ADV bikes. However, I knew it was the least ugliest of the ADV bikes.
The more I despised it, the more I liked it. The same thing happened to me with the CB1100 and NC750X. I avoided the CB because it was "too bright and shiny" - very dangerous. I gave in. The NC was strange in many other ways, but I gave in.
Local regional winter has hampered putting a lot of mileage on the AT, but so far the amount I have, I can't get enough. It is something to behold. It is powerful and sounds exotic.
I plan to write a rider's report in the coming months.
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(02-21-2020, 12:57 PM)GoldOxide_imp Wrote: I sold my '14 CB1100 and '18 NC750XD in December 2019.
Yeah, I know.
= = =
For starters, I have no garage, so keeping multiple was tricky. Both rides were great in their own rite. The CB was glorious. The NC was incredibly practical. I wanted both in one machine, and more height.
So I bought a '19 CRF1000LD ...
http://cb1100forum.com/forum/showthread....#pid257857
= = =
I always thought the [late model] Africa Twins (AT) were ugly, like most ADV bikes. However, I knew it was the least ugliest of the ADV bikes.
The more I despised it, the more I liked it. The same thing happened to me with the CB1100 and NC750X. I avoided the CB because it was "too bright and shiny" - very dangerous. I gave in. The NC was strange in many other ways, but I gave in.
Local regional winter has hampered putting a lot of mileage on the AT, but so far the amount I have, I can't get enough. It is something to behold. It is powerful and sounds exotic.
I plan to write a rider's report in the coming months.
Thank you for the reply! That is a BAD looking bike BTW! Very "John Player Special" looking, I really like it!
I rode a BMW GS850 at Barber Vintage Fest and it was a lot of fun and SOOOO different than my CB or the R Nine T I had just rode.
Decisions, decisions . . . I may test ride the Africa Twin Tuesday if it warms/dries up here. It is the red/black version . . . I really want to see if I could live with the DCT.
Thanks again GoldOxide
GoldOxide, I forgot to ask, is there an Africa Twin forum that you like? I have seen two different ones.
Thanks,
C.B.
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lol - thanks Cobalt. Hmmm, cigarettes ... has been a very long time.
Take the time and explore the bike, like any bike. Have fun.
Here is an update to my ride:
http://cb1100forum.com/forum/showthread....#pid260479
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(02-22-2020, 07:02 AM)GoldOxide_imp Wrote: lol - thanks Cobalt. Hmmm, cigarettes ... has been a very long time.
Take the time and explore the bike, like any bike. Have fun.
Here is an update to my ride:
http://cb1100forum.com/forum/showthread....#pid260479
Hahahaha, well not cigs but I like all the black/gold John Player Special race cars/boats/motors over the years!!
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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.
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(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.
It very well could be. Giving up the CB and/or the BMW could be a brain challenge, so definitely know your needs and do at least an AT test ride beforehand.
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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.
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(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.
Yes and yes. But if ugliness doesn't count, hmm.
Wisedrum
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Wow, GO, nice and detailed report. Tubeless tire option sound very safe and good to me.
Your pros to cons ratio = 1.8:1, so I assume , you are very happy with the switch, with obvious CB's sentiment.
Everybody knows that no bike is perfect. We always like something better from the bike we used to own.
One RLET ?, hmm...sound like very peaceful solution...If you install one, I may do the same, just to have "peace", so Guth may close his Department of the Completely Ridiculous and I may get a secret hand shake...finally 
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