Quick Test: 1000 Honda CRF DCT Africa Twin
Circumstances:
Dry, sunny; 5-7 degrees Celsius
Saturday, March 12, 2016
Much has been written and published about Honda's newest motorcycle, the new CRF1000 Africa Twin. An icon from the 90s of the last century has been reborn; the spiritual successor to the XRV750. With the new CRF1000 Africa Twin, Honda has launched an entirely new class, between the 800cc machines like the F800 and the 800XC, and heavy allroads like the Super Tenere and the R1200GS.
Looking more precise to the new bike and its stats, it seems the CRF1000 Africa Twin can be seen also to be a successor to the XL1000V Varadero, which was produced until 2011. Actually, the VRF1200X Crosstourer was the intended Varadero successor, but this machine, despite its qualities, never really became popular inside circles of both XRV750 Africa Twin- and Varadero riders. "Too expensive, too heavy, too small tank, excessive fuel consumption" were frequently heard comments; irrespective of the fact whether they were right or not. Except to the comments on the fuel capacity, these were similar to the Varadero, during the introduction at the INTERMOT exhibition in September 1998.
A comparison between the latest CRF1000 Africa Twin with DCT gearbox and the last build Varadero seems strange, especially since the new Africa Twin has been designed as genuine, pure 50/50 Adventure bike. Where the Varadero excels in comfort during long (paved...) stages , you can push the Africa Twin effortless and playful outlets endlessness, where you don’t have to stop where the paved road ends.
But the differences disappear quickly knowing that the average ‘Adventurerider’ seldom or never leaves the beaten path. Looking in perspective; which of these two is the best travel bike, on the paved road?
Looking at both bikes parked besides each other, you notice that the bikes are very similar in terms of height and length; where especially the slender appearance of the Africa Twin strikes the eye. In front view, the corpulent fairing of Varadero seems much broader; making it an easy conclusion that all-weather protection of the Varadero must be better.
After getting on the Africa Twin, a first impression is striking. Despite the fact that the (adjustable) seat of the Africa Twin seat is not on the highest position, I notice that is much higher (and enjoyable!) as to the solid seat of the Varadero. Very enjoyable if you are more than 2 meters tall (6,8ft). You don’t hop on the Africa Twin, but you put it on if it was an tailor made suite. Everything is ready and at the right place. Driving away with the DCT needs some familiarization; you tend to operate the clutchlever, but there isn’t one. Indeed, the DCT version with Honda's gearbox with automatic clutch offers the rider a choice: you either carry out his work applying the "paddles" on the steering wheel, or leave it to the technique to do it for you.
The engine starts in N (Neutral) or D (Drive) position. Involuntarily you make a comparison with a car with an automatic gearbox; some cars with automatic gearbox have the tendency in 'D' to 'crawl' stationary. This is strange to the Honda; as long as you don’t use the throttle, the Africa Twin will simply stand in place and won’t move. You can choose the throttle responds from the default setting (D) or sporty (S), easy to choose with a switch on the control unit on the right handlebar.
Getting on the road in ‘D’ modus, after the first few miles, the bike gives the idea of being a tad ‘lazy’, but as soon as the engine has reached its working temperature, you feel how perfect Honda has developed its DCT. And it doesn’t take long switching from D to S: the shifting response increases considerably in sharpness making the riding experience much more dynamic. Actually, I have throughout the entire test a few hundred kilometers, kept the S mode. You have no inclination at all to return to the D position.
What is immediately noticeable, both the comfort of the saddle, as the all weather protection; even as tall as I am. The seating position for the rider is more "in" the fuel tank and fairing, and even my long legs, my knees feel fully protected; where on the Varadero the knees are more exposed to wind and rain. I used the Varadero’s optional heated grips; on the Africa Twin (the provided bike wasn’t equipped with heated grips) I did not even felt the urge to turn them on if they would have been installed. The handguards are designed like on a real enduro machine, fixed around the grips and mounted to the handlebar ends. They seem much narrower than on the Varadero, but the protection is so much better! Amazing is the protection of the upper body: Up to highly illegal speeds you stay protected from wind and you can ride with open visor till far above 120 km/h (70 mph). The saddle seems more narrow than the ‘chesterfield’ like saddle of the Varadero, but offers a surprising amount of comfort for the rider. In this saddle, you can travel for thousands of miles without the need of standing on the footsteps!
The Africa Twin is more than 50kg less heavier than the Varadero and you feel this especially when you need to move the bike by hand or at slow pace. While riding, the differences are less pronounced. The Africa Twin is much easier to maneuver in heavy traffic, but the over 280kg heavy Varadero proves that weight does not necessarily have to be a big disadvantage. Impressive... knowing that the design of the Varadero is of more than 20 years old (the Varadero was developed from 1996) and it can keep up with a more modern and balanced motorcycle as the new Africa Twin. Less weight makes that the Africa Twin is more sensitive to crosswinds and passing trucks. However, it is never annoying and Africa Twin manages to virtually all circumstances to keep on track like a freight train.
After a first encounter with Honda's DCT box on a VRF1200F (quit a few years ago), my first experiences didn’t make me jump out of enthusiasm. I experienced the DCT mostly too slow and not connecting with my personal expectations and riding style. The autoclutch shifted either too late, or too early, which became rather annoying especially during a more sporty riding style, making the DCT more of a liability than means to increase the pleasure of motorcycling.
How different is the art DCT on the Africa Twin! With quite something negative DCT experiences on the VFR and Crosstourer in mind, I got all the necessary suspicion and negative preconceptions on the Africa Twin. But to my own astonishing surprise, my preconceptions disappeared as soon as I rode the bike away. What an perfect, sublime and balanced system, this DCT with auto clutch! The throttle responds is perfect; what needs some habituation is downshifting during a more sporty riding style (especially during fast stages with lots of accelerations and decelerations). Furthermore, the Africa Twin has a very strong engine brake. Turning down the throttle, the bike slows down sharply on only the engine; which I actually did not expect from an engine with a parallel twin layout. Honda has given the engine not only the character of a V-twin, but also the spirit!
Overtaking cars on motorways is great fun: you're driving behind a slower motorist, whilst the gear indicator indicates 6th gear. In your head you want to switch back to the 5th or 4th gear, but to 80km/h (50 mph) the DCT remains in 6th gear. But then when you turn open the throttle to overtake, the DCT turns really quickly back to the 5th (or depending on your throttle response even 4th) gear and the bike literally propels you like a rocket completing the overtaking maneuver in an eye blink; to shift back up to 6th gear again returning on cruising speed. Unreal! Overtaking is almost getting addictive in this way... No, not getting, it IS!
Then accelerated down from 100 km / h (65 mph) to top speed: riding in 6th gear, but by opening throttle at once, the DCT gear shifts down in a flash to 4th and the DCT really reffs up before shifting up back to 6th till you reach top speed. On the DCT equipped version, the top speed really ends at 200 km / h (125 mph). Above 200 there is literally no reserve left, but knowing these values where unreachable with the 'old' 750 Africa Twin it really doesn’t matter. I assume the top speed in the manual versions will be a little higher, up to 220 km/h (137 mph). Not interesting on a bike like this, but what stands out is - again – the stability of the bike. Wow, this Africa Twin is a tasty, balanced motorcycle! The wind protection remains good even to high speed, and I dear to state that the all new Africa Twin is the very first modern Honda without causing the famous Honda turbulence around the riders’ helmet.
At the end of the day the Hondas are returned to discover another pleasant surprise: fuel consumption. I haven’t used the bike economical correct
but refeuling the Africa Twin shows an fuel consumption of 5,5 liters per 100 km (can’t tell you the figures in gallons, living in a metric world) The fuel injected Varadero came close at 6 liters per 100 km. I am convinced that the consumption will improve as soon as the bike has more miles done (the test model had only 24 km (15 miles) done, against 30,000 km (18,750 mls) for the Varadero. Despite the smaller fuel capacity (why now, Honda?) this will still lead to an acceptable fuel to distance ratio.
Summary of this short review: The new Africa Twin surprised me actually on all aspects and the biggest positive surprise is the latest generation DCT. Noticed that the wind protection and comfort of the Africa Twin are better in a direct comparison with the Varadero; so they will wipe out the Crosstourer too. Good economics, great Fuelconsumption, excellent gearbox; great drivability, less weight... actually all points which the far more expensive VRF1200X Crosstourer, compared to Varadero, can’t significant improve. And finally the price: average price (NL, Dutch listed) is comparable to that of the last series Varadero (around € 14,000, -) but the additional cost for the DCT version is definitely worth considering. I would regret it if I would buy the new CRF1000 Africa Twin without!
