We say: There's no stopping the success of the Africa Twin. Since it's relaunch, it's been consistently our best selling bike. Although the new Adventure Sport version grabbed the headlines, the standard Africa Twin has had a host of upgrades too; improvements to the throttle response with ride by wire now standard, more torque settings, upgraded stainless spokes and approval for offload tyre fitment.
Honda says: Honda’s definitive full-size adventure machine gets a comprehensive update for 2018, with Throttle By Wire, 3 riding modes, expanded Honda Selectable Torque Control parameters, more responsive power delivery and engaging engine sound. It’s also 2kg lighter and features several detail improvements to enhance the riding and owning experience. Knobblies are now approved for fitment on the standard rim, too.
2 Model overview
3 Key features
5 Technical specifications
2018 marks 30 years since the legendary Honda XRV650 Africa Twin first rolled into Europe and while the motorcycle that now bears its name – launched in 2016 as the CRF1000L Africa Twin – shares no common part with its fore-runner, the machine’s ‘True Adventure’ philosophy means that it fully inherits the essence and spirit of what made the original so popular.
The balance between power and weight is at the heart of the Africa Twin’s appeal, then and now. The current version has proved itself a modern-day all-rounder, hugely popular with round-the-world adventurers, commuters and casual tourers alike, because it offers enjoyable and usable engine performance in a chassis that works as well off-road as it does on.
For 2018 Honda is building on the Africa Twin’s strengths, and its success. The base model receives a host of detail upgrades to both manual transmission and Dual Clutch Transmission (DCT) options that enhance the riding and owning experience, while the new Adventure Sports version extends the platform even further into long-range off-road territory.
Mr K. Morita, Large Project Leader (LPL) 18YM CRF1000L Africa Twin
“Our CRF1000L Africa Twin has proven itself a worthy successor to the original and very much the ‘Go Anywhere’ machine that we set out to make. Over the last two years it’s a motorcycle that’s covered millions of kilometres, and we have received plentiful feedback from owners. For 2018 we have improved the engine’s response, saved weight and given the rider real choice of engine performance and feel. ”
2. Model Overview
The secret to the CRF1000L Africa Twin’s wide-ranging abilities starts with its engine, which has to perform in off-road situations as well as on-road, over long-range tours, short commutes and all points in between. As such, it provides an optimum balance between power, torque, mass and physical dimension.
The four-valve 998cc parallel twin Unicam unit’s tractable and usable all-day performance belies its extremely compact dimensions. They are the result of clever packaging touches such as housing the water pump within the clutch casing, and using the engine’s balancer shafts to also drive water and oil pumps. As a result, longitudinally, it is the same length as Honda’s popular 500cc engine, and its short height contributes to the Africa Twin’s all-important 250mm of ground clearance.
For 2018, a modified airbox improves the mid-range response, as does a lighter balancer shaft weight. A revised exhaust serves up an even more evocative howl as revs rise and also contributes to the improved performance.
Another significant addition for 2018 is the new Throttle By Wire (TBW) system, which brings with it 3 riding modes to adjust engine character and output to suit riding conditions. Also new is an extended range of Honda Selectable Torque Control (HSTC) input.
The unique DCT (Dual Clutch Transmission) version features the standard manual mode – allowing the rider to operate gearshifts through triggers on the left handlebar – and two automatic modes. D mode offers the best balance of fuel economy and comfort cruising whilst S mode gives three different, sportier shift patterns to choose from. The DCT is also fully equipped to operate in an off-road environment and off-road functionality is enhanced by the G button. Pushing the G button in any riding mode modifies the control of the clutch system to give a more direct drive.
The Africa Twin’s semi-double cradle steel frame provides the perfect balance of high-speed stability and genuine off-road ability by combining sheer strength with flexibility. The engine is mounted on 6 engine hangers, which keeps vibration to a minimum, avoiding the need for steering dampers. For 2018, the addition of a lithium-ion battery contributes to a 2.3kg overall weight saving, while several detail changes further improve the machine’s off-road ability and durability.
The fully adjustable 45mm Showa inverted forks, fully-adjustable rear shock, dual radial-mount Nissin four-piston brake calipers and 310mm ‘wave’ style floating discs are unchanged for 2018. The 21-inch front and 18-inch rear spoked wheels are now constructed from stainless steel, and for 2018 block tyres are also approved for fitment.
The Africa Twin is styled with minimum bodywork in a tough, lightweight form that offers both wind protection for the rider and a slim, agile feel. Dual LED headlights maintain the original’s presence, while the negative LCD meter closely follows the layout of the Dakar race machine. Seat height adjusts 20mm from the standard 870mm down to 850mm, and an 18.8-litre fuel tank – and the engine’s fuel efficiency of 61.6 mpg (WMTC in DCT mode) – provides a range of around 248 miles.
The 2018 CRF1000L Africa Twin will be available in four colour options: Matt Ballistic Black Metallic, Pearl Glare White (Tricolor), Grand Prix Red (Team HRC Rally colour), and Candy Chromosphere Red.
3. Key Features
3.1 Engine management electronics
* TBW brings with it 3 rider modes to tailor engine character and traction
* The riding modes are comprised of different levels of Power (P), Engine Braking (EB) and Honda Selectable Torque Control (HSTC)
* HSTC now has 7 levels and OFF
The CRF1000L Africa Twin’s 998cc SOHC 8-valve parallel-twin engine’s 2018 upgrade sees it receive Throttle By Wire (TBW) plus riding modes and expanded Honda Selectable Torque Control (HSTC).
The introduction of TBW greatly expands the choices available to the rider to manage engine output, feel and rear wheel traction. Whereas the outgoing model had 3 Levels of HSTC, plus OFF, the new system features 7 Levels – from Level 1, for aggressive riding off-road on block pattern tyres, to Level 7 for maximum sense of security on slippery, wet tarmac. It remains possible to turn HSTC completely OFF.
There are also 3 levels of Power and Engine Braking available.
In a set-up first used on the RC213V-S – Honda’s street legal version of its MotoGP racer – three riding modes offer pre-set combinations of each parameter, suitable to different riding environments and scenarios:
TOUR employs the highest level of Power (1), mid-range Engine Braking (2) and high HSTC (6).
URBAN uses mid-level Power (2) and Engine Braking (2) and high HSTC (6).
GRAVEL mode allows the lowest level of Power (3) and EB (3) with high HSTC (6).
A fourth mode – USER – allows the rider to set and save his or her preferred combination of Power, EB and HSTC levels. Both riding mode and level of HSTC can be changed at any time using the controls on the left hand switchgear.
* New intake design and exhaust aid mid-range response
* New exhaust also designed to improve engine note
* New lighter balance shaft weight
* New lithium-ion battery saves 2.3 kg and enhances durability
* Power is smooth and consistent, with linear torque delivery
* Assist/slipper clutch helps upshifts and downshifts
Alongside the new engine management electronics for 2018, the airbox now features a 20mm longer funnel length, matched with redesigned exhaust internals to significantly boost mid-range response and sound. The 2-1 downpipe now feeds gas flow through two catalysers (rather than one) into a simplified, smaller volume (4.6L to 4L) muffler that houses two chambers rather three.
Peak power of 94 bhp still arrives @ 7,500rpm, with 99Nm torque @ 6,000rpm. Bore and stroke are set at 92 x 75.1mm, with compression ratio of 10.0:1; the 270° phased crankshaft and uneven firing interval create the engine’s distinctive throb and feel for rear wheel traction.
Good ground clearance – crucial to off-road performance – starts with a compact, short engine. So the crankcases are split vertically; the water pump is housed within the clutch casing with a thermostat integrated into the cylinder head. Manual and DCT versions of the engine share common crankcases with only minor external differences. The water and oil pumps are driven by the engine’s balancer shafts; for 2018 300g has been shaved from the balance weight, reducing inertia by 306g/cm2, further adding to the character and feel of the power delivery.
Four-valve cylinder heads, fed by PGM-FI fuel injection each employ twin spark plugs and dual and sequential ignition control for even combustion. Honda’s SOHC Unicam valve train is a feature of the CRF450R and the low-set position of the cast camshaft contributes to the compact nature of the cylinder head. The inlet valves are 36.5mm in diameter, the exhaust valves 31mm.
The engine uses a semi-dry sump and in-tank lower crankcase oil storage. This allows a lower pan depth, keeping overall engine height low. As the pressure-fed pump is located within the tank where it delivers its oil from, there is no need for a pressure-feed passage; again saving weight and space.
Secondary vibrations are neutralised by the mutually reciprocating motion of the pistons, while primary inertial and coupling vibrations are cancelled by the use of biaxial balance shafts. The front balancer shaft uses two weights, the rear only a single weight in order to save weight.
The aluminium clutch centre and pressure plate use ‘assist’ cams to ease upshifts (with light lever feel) and ‘slipper’ cams for deceleration and downshifting. The six-speed gearbox uses ‘pierced’ shape dogs for 1st, 2nd, 3rd and 4th gear, allowing use of a smaller, lighter clutch. Oil gathering ribs on the main journal side of the primary gear ensure consistent lubrication for the gear, damper spring and primary sub-gear.
The lightweight six-speed manual gearbox uses the same shift-cam design as found on the CRF450R to ensure positive changes, and is equipped with an aluminium assist slipper clutch.
New for 2018 a lithium-ion battery is 2.3kg lighter than the lead unit it replaces, and offers greater longevity, both in terms of life and the ability to hold onto a charge when left.
A quickshifter is available as an optional extra.
3.3 Dual Clutch Transmission (DCT)
* Super-fast, seamless gear changes in Manual Transmission (MT) or Automatic D mode
* S mode (with 3 levels) revs higher and downshifts sooner, for aggressive riding
* G switch improves rear wheel traction when off-road
* Incline detection adapts shift pattern depending on road gradient
Honda’s unique DCT delivers consistent, super-fast seamless gear changes, and very quickly becomes second nature in use. It uses two clutches: one for start-up and 1st, 3rd and 5th gears: the other for 2nd, 4th and 6th, with the mainshaft for each clutch located inside the other for compact packaging.
Each clutch is independently controlled by its own electro-hydraulic circuit. When a gear change occurs, the system pre-selects the target gear using the clutch not currently in use. The first clutch is then electronically disengaged as, simultaneously, the second clutch engages.
The result is a consistent, fast and seamless gear change. Furthermore, as the twin clutches transfer drive from one gear to the next with minimal interruption of the drive to the rear wheel, any gear change shock and pitching of the machine is minimised, making the change feel direct as well as smooth.
The extra benefits of durability (as the gears cannot be damaged by missing a gear) impossibility of stalling, low stress urban riding and reduced rider fatigue add to the DCT’s appeal
Three modes of operation are available. MT mode gives full manual control, allowing the rider to shift with the handlebar trigger control buttons. Automatic D mode is ideal for city and highway riding, and achieves optimum fuel efficiency. Automatic S mode offers three levels of sportier riding, as the ECU lets the engine rev a little higher before shifting up, and shifts down sooner when decelerating for extra engine braking.
In either D or S mode, DCT offers immediate manual intervention if required – the rider simply selects the required gear using the up and down shift triggers on the left handlebar. At an appropriate time DCT seamlessly reverts back to automatic mode, depending on throttle angle, vehicle speed and gear position.
DCT for the Africa Twin is also fully equipped to operate in an adventure environment, with off-road functionality enhanced by the G switch positioned on the right side of the instrument panel. Pushing the G switch in any riding mode improves traction and machine control by reducing the amount of clutch slip during gear changes.
Further functionality for the DCT system comes in the form of incline detection, by means of which the gear shift pattern is adapted depending on the grade of an incline to provide optimum control.
* Wet weight 2kg lighter at 230kg (MT version)
* Rider footepgs and pillion footpeg hangers redesigned for off-road use
* Stainless steel spokes improve durability and ease of care
* New Emergency Stop Signal function for rear indicators
The CRF1000L’s steel semi-double cradle frame provides nimble-on road manners plus high-speed stability matched to genuine off-road ability, agility and strength. Thanks to the compact design of both engine and frame, ground clearance is 250mm, with wheelbase of 1575mm and rake and trail of 27.5°/113mm. For the 2018 model, wet weight is 2kg lighter, at 230kg (240kg for DCT version).
A number of other updates for 2018 will be appreciated by off-road riders: the footpegs are now wider, and feature beefed-up steel mounting plates; the pillion footpeg hangers have also been redesigned to allow more room for the rider’s feet when standing, and the instruments are angled at a shallower angle to allow the rider to see them more easily from a standing position.
With stroke length of 230mm. the 45mm Showa cartridge-type inverted front fork offers class-leading levels of performance. For all-round compliance and feel the long extension stroke combines with a low spring rate and spring preload. Rebound and compression damping are fully adjustable. A cast aluminium top yoke and forged bottom yoke – joined by hollow aluminium stem shaft – clamp the fork legs with two bolts each top and bottom.
Matching the supple front suspension, the Showa rear shock delivers 220mm axle travel. Its upper mount is set low for mass centralisation and it features a 46mm cylinder and remote reservoir for stable damping control under more extreme off-road riding conditions. Spring preload can be adjusted via a dial on the shock body; rebound and compression damping are also fully adjustable.
The Africa Twin is styled with minimum bodywork in tough, lightweight form that offers both weather protection for the rider and a slim, agile feel; the rear mudguard and carrier are also easily removed. Dual headlights maintain the original’s signature presence. The seat height adjusts 20mm to either 870mm or 850mm.
For 2018, the rear indicators now also offer an Emergency Stop Signal function. At a minimum speed of 53km/h, with either brake working if negative acceleration of a minimum of 6.0m/s2 is detected, the hazard lights flash to warn other road users a hard stop is in process. At the same speed the threshold is reduced with ABS in play – for wet conditions – to a negative acceleration of a minimum 2.5m/s2.
The indicators now also auto-cancel; rather than using a simple timer, the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the situation.
Compact two-piece radial-mount four-piston calipers work dual 310mm ‘wave’ floating discs through sintered pads and serve up consistent stopping power and feel on-road or off. The rear 256mm ‘wave’ disc features hole punching and shaping to deliver secure braking performance. Lightweight two-channel ABS can be turned off for the rear caliper only.
Like the CRF450R Rally, the CRF1000L Africa Twin uses 21/18-inch front rear spoked wheels, wearing 90/90-21 and 150/70-18 tyres. New for 2018, the spokes are manufactured in stainless steel, improving durability. Also new for 2018 block pattern tyres (Continental 90/90-21M/C 545 and 150/70 B18M/C 70Q, rated at 180km/h and 160km/h respectively) are now approved by Honda for aftermarket fitment and use.
A full range of genuine Honda accessories are available for the CRF1000L Africa Twin, including:
Top box and inner bags
Upper and lower wind deflectors
Rubber pillion footpegs
DCT foot shifter
Fog lamps with cowl mounting bar
Lower and higher seats
|Monthly payment||£ 99.00|
|Customer deposit||£ 2,472.62|
|Amount of credit||£ 9,103.51|
|Number of monthly payments||36|
|Optional final payment (GFV)||£ 5,539.50|
|Total amount payable||£ 11,575.00|
|Representative APR||0 %|
|Option to Purchase Fee||£ 0.00|
|Annual contracted mileage||4000|
|Excess Mileage Fee (pence)||6p|
Representative Example, provided for illustration purposes only.
In PCP finance examples, the final payment is optional and is the minimum guaranteed value of the bike (providing the bike isn't damaged or beyond reasonable wear and tear for the age and mileage).
Your options at the end of a PCP agreement are to either hand the bike back to the finance company, use the bike as a part exchange against a new one or pay the final payment and take ownership of the bike.
In all cases of finance, the motorcycle belongs to the finance house until the final payment is made at the end of the agreement.
PCP agreements work best when you have a low deposit, want to have low manageable monthly payments and intend to part exchange or sell the bike at the end of the agreement. If you have a significant deposit, can afford higher monthly payments or plan to keep the bike beyond the term of the agreement then a finance proposal based on a regular monthly payment without a deferred final payment may provide the lowest total cost. We can talk you through all of the options we can offer.
Newcastle Motorcycles are a broker not a lender, and can only introduce you to a limited number of lenders.
Please contact us for more information about part exchange