Launch: Honda Africa Twin

I felt like a Hollywood adventure man, for a few minutes at least, as I was being pursued by a helicopter while riding Honda's all-new Africa Twin adventure bike through the peaks and valleys of New Zealand's South Island. It has to go down as one of the most exhilarating things I've done on a motorcycle.

Yes, that's right: we've ridden the Honda newcomer after a pre-launch PR campaign that seemed to go on forever with snippets, teases and selective leaks. But no longer, and this week Bikesales rode all three variants of the bike from Picton to the adventure playground of Queenstown over 1200km.

Quite an apt location to complete the launch, really, as the Africa Twin is a true adventure bike from Honda, not only reprising the Africa Twin moniker that began with the XRV650 in 1988 (which then morphed into the XRV750 two years later) but at a price that a lot of prospective Aussie customers are going to find irresistible.

The base Africa Twin (the bike is also known as the CRF1000L) will retail for $15,499, but it doesn’t include traction control, ABS, handguards and a bashplate which have homes on the other two models: the $16,999 CRF1000LA (as in ABS) and the $17,999 CRF1000L DCT (as in dual clutch transmission/ABS). The base model also has incandescent blinkers as opposed to the LEDs on the other two models — and the blinkers on all three are in a perpetual state of illumination.

AFRICA TWIN IN BIKE SHOWROOM

Granted, you won't find features like electronic suspension adjustment, a ride-by-wire throttle, power sockets and cruise control standard on the Africa Twin like other adventure bikes, so there certainly is that 'comes with a price' vibe. But does it really matter that your throttle is conventional and you can't set damping to 'comfort' on the fly? That's what I thought….

About 100 Africa Twins have been pre-sold to customers in Australia, with Honda Australia anticipating that demand will be about 30 per cent for the base model, 50 per cent for ABS and 20 per cent for DCT. That could all change, of course, particularly when an $18K outlay for DCT is still $6000 less than the base KTM 1190 Adventure. All three models have now started rolling into Australian dealerships.

Performance wise, the 998cc parallel twin is not the most potent mill going around (in fact, it produces less horsepower than one 800cc adventure bike) which will undoubtedly raise a few eyebrows, but with the 270-degree crank it's got that V-twin-like attitude and punchy delivery. There's more than enough amp in the engine, as adventure bikes shouldn't be about full-blown repertoires. Leave that for other market segments. The muffler on the Africa Twin produces an impressive growl as well.

The torque curve is extremely flat, with a 98Nm peak at 6000rpm, and the power ceiling is a claimed 94hp (70kW) at 7500rpm. Bore and stroke are 92.0mm x 75.1mm, and there are twin sparkplugs as well as a slipper clutch. It's also a Unicam design like the CRF-R motocrossers, and for weight reduction the water pump has been placed inside the clutch case. The oil tank has also been built into the lower section of the crankcase to make the ground clearance as high as possible.

DUAL CLUTCHING
Let's talk DCT. I was on one as we ambled out of Picton en-route to Hanmer Springs, a spanking little town in the Canterbury region (stay tuned for a story in our 'Advice and Destinations' section) of the South Island.

The bike also had Continental TKC80 knobbie tyres fitted, courtesy of Blue Wing Honda, New Zealand's long-time Honda distributor (over 40 years!) which hosted the launch. Blue Wing also had Continental's intermediate TKC70 knobby on a number of other units, and left the standard Dunlop road-leaning hoops on the rest of the press fleet.

Adventure bikes look so much tougher with knobbies on them, and they surprisingly go alright on tarmac — but longevity is, err, somewhat compromised…

Tyre sizes on the Africa Twin are 90/90-21 for the front and 150/70-18 for the rear, offering a multitude of options from a number of manufacturers. And those skinny tyres really slice through the dirt, as well.

This is becoming like a Ross Noble comedy skit — I am taking a while to get to the crux of the matter…. Aah yes, DCT. Honda's been a DCT practitioner for a while now, with the slow-selling VFR1200F (great bike, initial price too high…) really kick-starting the technology. And if you think it's an old blokes' domain, read on…

As mentioned, DCT is only found on the top-spec Africa Twin, and it can be used in automatic (just roll the throttle on) or a manual application via 'plus' and 'minus' toggles at the base of the left-hand switch block. There is also a park brake fitted in the same spot as a normal clutch lever, but it's that far away from your hand you'd never be able to grab it.

A foot shift pedal for DCT is also available, and other accessories for the Africa Twin include engine protection bars, a high screen, taller and shorter seats, 'comfort' footrests, a centrestand, heated grips, alarm kit, accessory socket, hard panniers and a bashplate (for the base model). All up, the panniers and top box hold 108 litres, while the low seat offers 840/860mm options and the high one 880/900mm. The standard seat heights are 850 or 870mm, and it's a simple process to change from one to the other.

I used the toggles on the DCT for a few minutes before switching to the auto setting — makes so much more sense to me. There, I was able to choose between 'D' and three 'S' modes, but I started with D on a get-to-know-you stroll.

In D and on a mild throttle, the Africa Twin changes gears at around 2000rpm, and is in top gear (sixth) by about 70km/h after a series of whisper, almost unnoticeable, gear changes. A more aggressive throttle produces, as a matter of course, more intensity and clamour. Push the button again and the DCT is in S mode, with a choice of three options in that setting — not that I could really notice a massive difference between them.

If you are taking it easy, S also short-changes like D  — but give the Africa Twin a fistful and it will rev hard or even hold a gear for a lot longer so it's always in the meaty part of the torque curve. It's very smart, and a great ally for the power characteristics of the engine.

DIRT ANTICS
On dirt, S mode is the obvious choice in DCT, particularly if you want to gas hard out of corners and step the back out — not only to steer but for the obvious fun factor. Daryl Beattie, Honda's ambassador and a shit-hot rider to boot, was the perfect exponent of the practice.

DCT in off-road also smooths out the bits and pieces that riders inevitably get wrong: missed gears, the incorrect gear choice or even stalling. It also has uphill and downhill detection.

There is also a 'G' button available in DCT mode, which stands for 'gravel'. It's supposed to produce a more direct connection between the throttle and rear wheel via reduced clutch slip, but like the different S modes I didn't really notice a big change.

G, like traction control, can be switched off on the fly (the throttle has to be closed, though), while ABS can be de-activated on the rear but remains permanently activated on the front end.

DCT adds about 11kg to the weight of the Africa Twin, taking the dry weight out to 242kg from 231kg.

There are three levels of traction control, and I rode on one (the least intrusive) for most of the launch (except when I was on the base model which doesn't have TC). One lets you hang out the back, but with the knobbies and on a harder surface you can probably just switch off the system altogether. On the standard Dunlops and a sketchier surface, well that's another thing.

NORMAL SHINE
Away from the DCT on the loose stuff, the Africa Twin still shines in 'normal' gearbox mode, with a light clutch and sweet-changing gearbox always on hand. You can easily make clutchless upchanges, as well.

Standing up is easy with the Africa Twin's slim waist, although the pegs are very small — I'd be replacing them with larger and more robust units straight away. The rubber tops on the footpegs can be removed to accommodate dirt boots, as well.

Dust was an omnipresent feature of the ride (I didn't think the South Island got that dry!) but Honda has engineered a solution to deal with too much powder. There's no ram-air effect into the engine as such, but instead three holes underneath the headlight channel into vertically stacked air filters underneath the front fairing.

With about 60 per cent of the ride on tarmac, the Africa Twin did it all, from commuting to scratching and faster touring. It really is a rock solid chassis, with the semi-doubled cradle steel frame forming the backbone of the entire operation. It's the same frame as used in the firm's CRF450R Rally bike. The suspension, including 45mm upside-down forks, is fully adjustable, with 230mm of front travel and 220mm at the rear.

Another plus for commuting or just getting out of tights spots in the bush is the tight turning radius at just 2.6 metres.

At 110km/h, the Africa Twin chewed about 4.5lt/100km of petrol, so that's well over 300km from the 18.5-litre tank. Hard-ish dirt riding saw the bike use about 15 litres in 250km.

The Africa Twin's seat is comfortable, but I just couldn't find much love with the taller accessory screen. It was in and out of my vision when I was sitting down, and with a fair bit of buffeting as well. Standing up wasn't an issue, but I'd be sticking with the standard one.

The Africa Twin has a strong and powerful stance, and is certainly cut from a different styling cloth to a lot of other adventure bikes. It's rugged enough without looking like it's trying too hard. There are three liveries coming to Australia: the silver (base) model and the choice between Victory Red and Tricolour for the ABS and DCT models. The Tricolour has gold wheels instead of black on the other two. Victory Red is my pick.

The clean sheet design for the Africa Twin has generated a level of enthusiasm at the Japanese juggernaut that is palpable, and it's certainly put Honda back in the adventure game with a bang. The middle ground between 800 and 1200cc adventure bikes has been filled, and the Africa Twin has the finesse, form, looks and price to incite more than just curiosity — this jigger will sell.

PERFORMANCE
Claimed maximum power: 94hp (70kW) at 7500rpm
Claimed maximum torque: 98Nm at 6000rpm

TRANSMISSION
Type: Six speed
Final drive: Chain
Clutch: Wet, multiplate or DCT with on and off-riding modes

CHASSIS AND RUNNING GEAR
Frame: Steel semi-double cradle
Front suspension: 45mm upside-down forks, fully adjustable, 230mm travel
Rear suspension: Monoshock, fully adjustable, 220mm travel
Front brakes: 310mm wave discs with radial four-piston calipers and sintered metal pads, ABS standard on CRF1000LA and CRF1000DCT
Rear brake: 256mm wave disc with twin-piston caliper, ABS standard on CRF1000LA and CRF1000DCT
Tyres: Front 90/90-21, rear 150/70-18

DIMENSIONS AND CAPACITIES
Trail: 101mm
Claimed dry weight: 231kg standard, 242kg ABS/DCT
Seat height: 850/870mm, lower (840/860) and higher (880/900)
Ground clearance: 250mm
Wheelbase: 1575mm
Fuel capacity: 18.5 litres

OTHER STUFF
Price: $15,499 standard, $16,999 ABS, $17,999 DCT/ABS
Colour: Silver (standard), Victory Red or Tricolour (ABS/DCT)
Test bike supplied by:  Blue Wing Honda, hondamotorbikes.co.nz

Local contact: Honda Australia, hondamotorcycles.com.au
Warranty: 24 months, unlimited kilometres