The Goodwood Test: Honda CRF1000L Africa Twin

Heritage 

The Africa Twin name hints at a rich history that stretches back to Honda’s glory days in the late Eighties. The original XRV650 Africa Twin was launched in 1988, inspired by the Japanese firm’s exotic NXR750V and 800V racebikes, which were in the process of winning four consecutive Paris-Dakar Rallies. It followed the factory racers’ V-twin engine layout, and combined classy red/white/blue looks with versatility and high-quality construction.

The Africa Twin didn’t sell in huge numbers, at least in the UK, but it earned a cult following in the Nineties after its engine had been enlarged to create the XRV750. Elegant, sweet-handling and robust, it was capable both on- and off-road; a genuine adventure bike before the term had been invented. Honda stopped producing the XRV in 2003, just as the demand for such bikes was taking off. More than a decade later, the all-new Africa Twin is continuing the story.

Design

That Africa Twin heritage is instantly visible in the CRF1000L, even though its 998ccc engine is not a V-twin, like the old XRV’s, but a liquid-cooled parallel twin with chain final drive. The new Honda’s tall, slender, twin-headlamp look is clearly inspired by the old model’s. So is its serious off-road intent, for a big adventure bike. Its long-travel suspension is backed-up by robust wire-spoked wheels, with a dirt-friendly 21-incher up front.

That SOHC, liquid-cooled engine makes a relatively modest 94bhp, and has a simple electronics package with only one riding mode, plus a three-way adjustable traction control system. Alongside the standard Africa Twin, with its conventional six-speed gearbox, there’s a Dual Clutch Transmission model (as tested), which gives a choice of automatic shifting or a manual, paddle-change system using left thumb and forefinger.

Performance

Don’t be deceived by its modest vital statistics: the Africa Twin might not be super-powerful but for road use it’s quick, flexible and hugely entertaining. The Honda accelerates enthusiastically and cruises effortlessly and pretty smoothly at main road speeds. The DCT transmission is a huge improvement on previous versions. Its auto mode, which is quickly adjustable between the normal Drive and more aggressive Sport, has an uncanny ability to pick the right ratio for almost every situation.

The fairing and hand guards give useful wind protection, in conjunction with a roomy and upright riding position. So does the screen, though it’s not adjustable, so tall riders will need the higher accessory. The height-adjustable seat is fairly comfortable. The Twin’s relatively light weight aids roadgoing handling, which is good despite the big front wheel. And the Honda comes into its own off-road, where its high-quality suspension, narrow tyres and torquey motor combine to make it much more at home than most big adventure bikes.

Passion

It’s easy to fall for the slim and stylish Africa Twin. It’s a distinctive, cleverly engineered bike that is every last millimetre a Honda, and brings a healthy blast of country-fresh air to the large-capacity adventure market. Fit and finish are excellent, and the traditional red/white/blue bike even comes with Eighties-style gold wheels. Like its revered predecessor, the modern Twin is an excellent all-rounder: quick, practical and comfortable on road, nimble and rider-friendly on the rough.

This Africa Twin is also more competitively priced than the old model ever was, though the recommended DCT option adds £700, and many buyers upgrade to the test bike’s spec with an Adventure pack of taller screen, heated grips, 12V socket, crashbars, fog lights, centre-stand and hard luggage. Plenty also ride the Africa Twin off-road on the bikes provided at former motocross world champion Dave Thorpe’s excellent Honda Adventure Centre in south Wales – or with a free taster session at the Festival of Speed.

Price tag of our bike: £13,684 (Africa Twin DCT £11,689 plus Adventure pack £1995. Non-DCT model costs £10,849)

Images courtesy of by Nuno Laranjeira & Honda