Tracing its roots to the XRV650 and the NXR750 of the ’80s and ’90s as a dual sport and a Paris-Dakar rally bike, the Africa Twin, in Honda parlance, is called the CRF1000L. Combining design and function in what could be termed as a show of fine engineering, the Africa Twin, inspired by the CRF 450 Dakar Rally bike, looks proportionate and purposeful. The front fairing is tall, and accommodates radiator shrouds. The twin-LED head lamps look sleek. Offering a good deal of information is the instrument console, which is easy to read.
The 18.8-litre tank adds to the bike’s sleek profile, and so does the finely-contoured seat. The pillion rider seat is large and flat and s/he gets a chunky grab rail to hold on to. Using a clever height adjustment feature to switch between 820mm and 840mm height, the rider’s seat makes it less intimidating for riders of different heights to mount the bike.
Having the tightest turning radius in its class, the Africa Twin has a unique switchgear setup. The one on the left allows control of various modes in the instrument console for the readout and functions. The three-stage traction control switches are also on the left. Unusual are the paddle shifters (also on the left). A rocker switch on the right is marked N, D and S.
Available in India with a revised DCT transmission (a six-speed conventional transmission is offered in other markets) only, and which was first offered on the VFR1200 in India, the bike swaps gears on its own in D mode. Alternatively, paddles can be used to manually over-ride. The three-stage Sport mode offers varying levels of gear shift patterns. An additional G mode tweaks the clutch to provide better traction on loose surfaces. The new, 999.11cc parallel-twin engine was developed such that it would go with the plan to ensure the desired weight distribution.
As the revs rise, the engine emits a good growl. The bike’s ground clearance is impressive: 250mm. Easier and comfortable to ride, the bike profits much from precise throttle control. Shifts take place in a refined manner. While it is necessary to not blip the throttle when at a traffic stop in the D mode, if one is in a habit to do so, one better shift to neutral by using the parking brake; it is where the clutch lever normally is. The D mode makes city riding easy. When it is time to act, it serves to choose the Sport mode. Shifts are delayed, and changes in elevation as well as the surface are well accounted for. Downshifts are accompanied by braking to ensure the right amount of traction when exiting corners. Manual mode is available, but it is convenient to use the paddles.
Not blazingly fast, the Africa Twin, however, is user friendly. If the DCT gearbox inspires confidence, the bike, off-road, does a good job over trails and mountain side. The semi-double cradle frame, and the large 21-inch dia front wheel and 18-inch dia rear wheel play a definitive role. The brakes exert a good bite, and the traction control and rear ABS can be deactivated for precise control.
At 242kg, the Africa Twin is not the lightest as far as adventure bikes are concerned. Priced at Rs 13 lakh ex-showroom Delhi, the Africa Twin is made in India. Positioned against the likes of the Multistrada and the Tiger, it offers a unique proposition with the DCT transmission. However, experienced riders may ask for a manual transmission version, and Honda should offer one.
Pros: Sleek appearance, less intimidating to ride, DCT gearbox
Cons: Manual version needed, expensive