Honda Adventure Riders Forum
Welcome to the Honda Adventure Riders Forum - Introduce Yourself and News Facts => News from Honda => Topic started by: Two Plugs on October 25, 2017, 23:38:27
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(https://www.nieuwsmotor.nl/images/motornieuws/2017/11_november/2017_EICMA/2018_Honda/2018_Honda_Africa_twin_1.jpg)
(https://www.nieuwsmotor.nl/images/motornieuws/2017/11_november/2017_EICMA/2018_Honda/2018_Honda_Africa_twin_2.jpg)
(https://www.nieuwsmotor.nl/images/motornieuws/2017/11_november/2017_EICMA/2018_Honda/2018_Honda_Africa_twin_3.jpg)
(https://www.nieuwsmotor.nl/images/motornieuws/2017/11_november/2017_EICMA/2018_Honda/2018_Honda_Africa_twin_4.jpg)
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(https://pbs.twimg.com/media/DMB6b_VVoAA5aIk.jpg)
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Lets hope for CRF1000R VCIF_salut
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Sure not much changes, a bigger tank .... 8)
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Bigger tank is nice, but would be nice to have R model too VCIF_salut
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And surely tubeless rims ... 8)
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TB or TT, dilemma of street bikers ;)
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I'm not holding my breath, likely to be pricey...
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I'm not holding my breath, likely to be pricey...
+1 neither me VCIF_ok
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I'm not holding my breath, likely to be pricey...
It will be easier (cheaper) to buy one base model and do it yourself VCIF_ThumbUp
https://www.autoscout24.com/offers/honda-crf-1000-africa-twin-gasoline-white-a7ac535a-3e51-462c-b5f1-e5b1af1e606c?cldtidx=1
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Which is what I have ended up doing. Just waiting to fit a camel auxiliary fuel tank to the bike.
I like the idea of buying the model then modifying the bike to your specs. My AT is 95% there now.
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Which is what I have ended up doing. Just waiting to fit a camel auxiliary fuel tank to the bike.
I like the idea of buying the model then modifying the bike to your specs. My AT is 95% there now.
VCIF_ThumbUp
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5 more days and we will see, gents!
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Waiting... went to see KTM too :D
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the countdown is on...
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Waiting... went to see KTM too :D
wise decision :-X :-X :-X :-X :-X
I love my 1290 SAT. Just do it!
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News is slowly seeping through from the EICMA exhibition in Milano, still awaiting the official press release; but for the moment it seems there is a new long range Africa Twin CRF1000 on its way with increased 22-24L fuel capacity, and fully electronic adjustable suspension.
More info's soon.
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Well at least Honda patented a new fuel tank...
(http://motorcycle.com.vsassets.com/blog/wp-content/uploads/2017/10/101917-honda-fuel-tank-patent-6-633x464.jpg)
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And more news...
The Africa Twin 2018 will receive the dashboard of the Adventure Scooter (Displayed below) ánd tubeless rims as option.
(http://www.moto-journal.fr/wp-content/uploads/2017/08/honda-x-adv-tableau-de-bord-jpg.jpg)
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Translated from the Dutch press release:
Important new model is also the 2018 Africa Twin Adventure Sports, a bigger, somewhat rugged version of the already known Africa Twin. 5.4 liters larger tank, longer travel suspension, heated grips, a screen, a larger bowl and skidplate. For the standard version of the 2018 Honda Africa Twin, there are some updates like new steps, another dashboard, 4-mode ride by wire and a better response in the middle area. The bike lost 2kg in weight by using a lithium battery
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Full text:
Honda’s Africa Twin has been a popular seller but it’s been found wanting for serious long distance off-road travel because it’s heavy, it’s down on power and lacks the comforts of the big super off-roaders. But fear not, for there’s a new Africa Twin Adventure with a whole lot more promise.
For a start the petrol tank has increased by 5.4l, which Honda say extends the range to beyond 300 miles. 300 miles in the saddle is a long time, so Honda have flattened the seat and made the riding position more upright keeping your more comfortable for longer. It also comes with heated grips, a power socket and a taller screen all to ease out the miles. If you want to take it off-road there are improvements there too with 22mm more suspension travel (adjustable for rebound and compression damping), a bigger sump guard plus wider footpegs for increased control when stood up.
The engine has had a few mods too, so a revised airbox and new exhaust give the mid-range a boost (along with a tastier exhaust note) but peak power remains the same, which is a bit of shame. Matched to this is an improved ride by wire throttle with three riding modes and a new seven stage traction control. There’s even an optional quickshifter now. Best of all, the Adventure comes in an awesome tricolore paint scheme that celebrates the original XRV650 from 1988.
CRF1000L Africa Twin Adventure
998cc parallel twin
94bhp @ 7500rpm
900mm seat height
243kg / 253kg DCT (wet)
The standard model also receives some updates including the new airbox, exhaust, throttle and traction control. The suspension and brakes are the same but the wheels now have stainless spokes and are approved for block tyres. There’s also a minor weight saving (2.3kg) from a lithium battery.
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(http://www.motomag.com/IMG/jpg/honda_africa_twin_adventure_sports_170821_dct_rfq.jpg)
(http://www.motomag.com/IMG/arton33724.jpg?1509729674)
2018 Honda CRF1000L Africa Twin Adventure Sports
1. Introduction
It’s been 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 the forerunner it inherits the essence and spirit of what made the original so good.
The balance between power and weight is the Africa Twin’s secret, then and now. The renewed machine has proved itself a modern-day all-rounder, popular with casual tourers and off-road adventurers alike (plus all riders in between) because it offers enjoyable and usable engine performance in a chassis that works as well on-road as it does off.
For 2018 Honda is building on the Africa Twin’s strengths, and its success. The base model CRF1000L Africa Twin 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 CRF1000L Africa Twin Adventure Sports version extends the platform even further into long-range off-road ready territory.
Mr K. Morita, Large Project Leader (LPL) 18YM Africa Twin Adventure Sports
“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, with the Africa Twin Adventure Sports we have used the revised CRF1000L as a starting point and added everything the long-distance rider needs to get the very most out of any adventure.”
* See separate CRF1000L Africa Twin Press Kit.
2. Model Overview
Side-by-side with its sibling, the CRF1000L Africa Twin Adventure Sports is obviously taller, with a flatter seat profile and more upright riding position. The fairing and screen offer more wind protection and a large sump guard and side pipe fully protect the machine. An extra 5.4L fuel capacity extends range beyond 500km, while heated grips and an AC charging socket add comfort and convenience.
The Africa Twin Adventure Sports’ comprehensive abilities start 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 Adventure Sport’s 270mm of ground clearance.
For 2018, a modified airbox improves the power unit’s 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.
A significant addition to the Africa Twin platform for 2018 is its 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 semi-double cradle steel frame provides the ideal balance of high-speed stability matched to 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. The new lithium-ion battery saves 2.3kg on the 2017 Africa Twin’s lead unit, and the Adventure Sports version shares several detail changes made to improve the platform’s off-road ability and durability.
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 constructed from stainless steel. In addition to the standard dual-purpose 90 front/150 rear rubber, block tyres are also approved for fitment.
Dual LED headlights maintain the original Africa Twin’s presence and the seat height adjusts 20mm from the 900mm to 920mm (both respectively 50mm higher than the standard model). The 24.2L fuel tank – and the engine’s fuel efficiency of 21.8km/l (WMTC in DCT mode) – provides a range of over 500km.
The 2018 CRF1000L Africa Twin Adventure Sports will be available in one 30th anniversary Tricolore paint scheme to celebrate the XRV650’s launch in 1988.
3. Key Features
3.1 Chassis
Longer travel suspension, flatter seat and more upright riding position
Extended fairing protection and taller screen
Heated grips as standard plus AC charging socket
Rider’s footpegs/pillion footpeg hangers designed for off-road use
Stainless steel spokes offer durability and ease of care
Emergency Stop Signal function for rear indicators
The Africa Twin Adventure Sports’ steel semi-double cradle frame provides nimble on-road manners plus high-speed stability matched to genuine off-road ability, agility and strength. Ground clearance is 270mm (20mm more than the Africa Twin) with wheelbase of 1575mm and rake and trail of 27.5°/115. Wet weight is 243kg (253kg DCT).
With stroke length of 252mm (up 22mm on the standard Africa Twin) the 45mm Showa cartridge-type inverted front fork offers excellent long-travel performance and control; 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 an extra 20mm travel, at 240mm. Its upper mount is set low for mass centralisation and it features a 46mm cylinder 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.
There are some other updates shared between both Africa Twins that off-road riders are sure to appreciate: the rider’s 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 easily from a standing position.
The Africa Twin Adventure Sports’ styling is less minimalist than the Africa Twin; the dual headlights are shared but it has a larger fairing matched with an 80mm taller screen to offer greater wind protection. It also features heated grips as standard plus an AC socket.
A large sump guard is unique to the machine and protects the underside while the front side pipes guard the bodywork. Brushed aluminium cowling panels add tough appeal and class; the rear mudguard and stainless steel rack are also easily removed. Aluminium side cases will be available.
For extended off-road use the seat features a flatter profile – and is 50mm taller – than the standard CRF1000L Africa Twin. It adjusts 20mm to either 900mm or 920mm (compared to 850mm and 870mm); there’s also a rear side pocket tucked away on the right. To match the raised seat height the handlebar position is 32.5mm higher and pulled back 5mm.
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, warning 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 Adventure Sports uses 21/18-inch front rear spoked wheels, wearing 90/90-21 and 150/70-18 tyres. The spokes are manufactured in stainless steel, for improved durability and ease of care.
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 fitment to take full advantage of the Africa Twin Adventure Sports’ off-road abilities.
3.2 Engine Management Electronics
Throttle By Wire (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 Africa Twin Adventure Sports’ 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 use of TBW greatly expands the choices available to the rider to manage engine output, feel and rear wheel traction to suit different riding conditions. Whereas the 2017 Africa Twin 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 maximum 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 anytime using the controls on the left hand switchgear.
3.3 Engine
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 70Kw 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, reducing overall engine height. 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 upshift and downshift (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 of the 2017 Africa Twin, 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.
3.4 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.
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This is the Africa Twin for which I was waiting! Bigger = better!
No news (yet) regarding price indication, but I assume it will be priced close to the € 20.000,- marque... :(
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Looking even more like the original 750cc version of the bike- I like, but my bike is it. Can't afford to play with yet another new bike.
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a small presentation in French (perhaps you can had sub-tittles )
https://youtu.be/tHDRzEmWVLo
An announced price 15 000€ Manual box & 16 000€ for DCT (in France) and available in February
VCIF_salut
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the real one
(https://lh3.googleusercontent.com/-wLo-AZAwFb2us-5LEA3kE48P8avn-W7KDQ8wXPIgISotANiFkbOBU8P77UCHrZFqpgGx0yZqoO09miWV_98L66lZFTaoEJ8waqqd9DlnFzo_3vPOwwYSh7ZoBMbxzKEC3py-4Xlb-YZ0JSMuf7q5Mq5bYAsT1SFzVBOhn2i87gLc-I5LVJmshCP1zppnKtthccJyi8QQv7BDaoc7kltr_rU7ceAU-1SOx3FgK6MtHbJ21_6UC_N2XotpJGw4uFfjjxPTy8AZJMXGNoSdTXXNJhsmku5oKMBvA20g7pXHmj5_5yng5v8GpF2_VXz350lqvKCRycrvgCb4nwOczgN5ksfyRkUzck4H2kGRZWjVKXZ3DSqwIoqwuHktMR-oLwJNZVR43kzEBPgQsz9yIJw5p9h8AsUUWOoAIoOnA-PD_1R4lQQMX8YwFPEWPM0c14UrhqXe9lKgUjKzTFYuawkHAxAYAkrXwR3G0Gl9vp4nTNfH_EVo1-2yBJG3pKS0hN8ueBp5nz-Dtqpdd_ujrqf3-R--5SEq6hfLTLEGz0zNE5ImY1wbPzP2N9phuFeyow8qWeAYi9w-Y0p9wQblIi3GZ9sR1B6QSHm8DBqHC5mFA=w705-h465-no)
VCIF_salut
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I added most of the things on my bike, just dont have the bigger tank and lighter battery :)
https://youtu.be/Wa7uXejkvyw
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https://www.youtube.com/watch?v=iOb3esXpnBU
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https://youtu.be/1gMuNGK53U4
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@Two Plugs - this is probably a good bike for you after White has done her duties. I'm still not sure about the suspension on it, I'd keep the Ohlins you just fitted to White and put it on this bike if you ever bought it.
I've made all the changes I need to my bike other than fuel range and this is coming. The thing I like about the Camel fuel solution, apart from it giving the AT a marginally larger fuel capacity over this new bike, is that I only fill the auxiliary tank when I need it.
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@Two Plugs - this is probably a good bike for you after White has done her duties. I'm still not sure about the suspension on it, I'd keep the Ohlins you just fitted to White and put it on this bike if you ever bought it.
I've made all the changes I need to my bike other than fuel range and this is coming. The thing I like about the Camel fuel solution, apart from it giving the AT a marginally larger fuel capacity over this new bike, is that I only fill the auxiliary tank when I need it.
Mighty White still has a long live ahead with me ;) But maybe, sometime in near future, I will win the jackpot in the Dutch State Lottery and buy the Twinny and keep Mighty White as well, lol. ;D
For the moment , the new car already punched a hole in my savings... Not a hole I regret, far from that, by the way... :o ;D
But the announced price in France (see posting Gilles) looks like I have to buy the bike over there. Those are the prices of a 'normal' CRF1000L in The Netherlands (starts at just below 16.000,-... )
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<discution about AT prices have been moved here (http://honda-adventure-riders.com/index.php?topic=1698.msg20078;topicseen#new)>
VCIF_salut
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It's nice to hear what everyone would like on the new Africa Twin, larger tank (check), tubeless rims (check) maybe also ask Honda for a 1100 VTwin engine and they might start producing Varaderos again. If only Carlsberg did bikes.
VCIF_ok VARADERO
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It's nice to hear what everyone would like on the new Africa Twin, larger tank (check), tubeless rims (check) maybe also ask Honda for a 1100 VTwin engine and they might start producing Varaderos again. If only Carlsberg did bikes.
VCIF_ok VARADERO
Being a BIG Vtwin admirer myselves... Have you actually had an extended testride on the CRF1000?
The Africa Twin's parallel twin really acts, behaves, sounds and feels like a Vtwin. The ingeneer who designed this engine, was actually brilliant in my modest opinion!
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The Africa Twin's parallel twin really acts, behaves, sounds and feels like a Vtwin.
That´s because they are both 270/450 degrees ignition timing. Of cause there´s a difference in the mechanical forces of a 90 degree V-twin and a line engine, but the sound and the characteristic is very similar.
The V-twin in the old Africa Twin/TransAlp/XLV/NTV/VT and Shadow models are 52 degrees between the cylinders and 76 degrees between the con rod bearings on the crankshaft, which gives an ignition timing of 232/488 degrees. That´s why these engines have quite a different engine characteristic (and sound), compared to the Varadero/CRF engines.
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Check, Bonne. But thats the same as comparing the 'old' 52 degrees engine with the Varadero's 90 degrees engine, or, in my case, the 45 degrees XLV750R engine.
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Yeah, that´s exactly my point, you cannot compare the old Africa Twin engine to the CRF or the Varadero engine, but because of the ignition timing the CRF and the Varadero engines are closer to each other in characteristic, despite the different constructions.
By the way, I wasn´t aware that the XLV engine is 45 degrees, I thought it was 52 degrees too. Looking it up, I found that it also has 90 degrees between the con rod bearings, which means it must be 225/495 ignition timing, as I asume it´s not 135/585 ;D
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https://youtu.be/aZ9UY3y8OYM (https://youtu.be/aZ9UY3y8OYM)
Adventure Sport AT presentation in spain; sure in french but you can use English subtitles
VCIF_salut
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Was looking at one in the flesh the other day -- it's stunning to say the least and one probable issue I could see people having is
the same as we have now, and that is wheel spokes --even on the new, out of the box bike in the showroom, I the spokes had a roughness about them , it will be interesting to see how they perform. On things like that you get the impression that the bean counters have made the decisions ,and I think that the Big H are being a bit '' penny wise and pound foolish '' . In saying that, if MY bean counter [ the wife ! ] said yes ,I'd have one in a heartbeat. ;)
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https://www.youtube.com/watch?v=s3ZstiZVB-0
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https://www.youtube.com/watch?v=g6Irx3Qwqhw
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Well It's great they make some kind of bigger AT, though I must be the only one who doesn't want it, honestly for travelling long distances on all kinds of terrain, I prefer my 2017 model with less electronics, really who needs 3 ride modes the throttle on these AT is so user friendly, better have much less possibility of failure !
Bigger tank is nice but honestly 400 km is already enough for me, I prefer having an external fuel container that I can fill or not, depending on what happens and save weight.
I'm not an experienced off-roader, so longer suspensions I guess I wouldn't feel the difference, 7 level traction control good but no problems with the 3 level one, again I think for my technical level it's not required, I just would love a cruise control on mine which strangely they didn't add with the ride by wire, pretty weird Honda !
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Well It's great they make some kind of bigger AT, though I must be the only one who doesn't want it, honestly for travelling long distances on all kinds of terrain, I prefer my 2017 model with less electronics, really who needs 3 ride modes the throttle on these AT is so user friendly, better have much less possibility of failure !
Bigger tank is nice but honestly 400 km is already enough for me, I prefer having an external fuel container that I can fill or not, depending on what happens and save weight.
I'm not an experienced off-roader, so longer suspensions I guess I wouldn't feel the difference, 7 level traction control good but no problems with the 3 level one, again I think for my technical level it's not required, I just would love a cruise control on mine which strangely they didn't add with the ride by wire, pretty weird Honda !
Maybe XR650L will be better for you? ;D VCIF_2757
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Well It's great they make some kind of bigger AT, though I must be the only one who doesn't want it, honestly for travelling long distances on all kinds of terrain, I prefer my 2017 model with less electronics, really who needs 3 ride modes the throttle on these AT is so user friendly, better have much less possibility of failure !
Bigger tank is nice but honestly 400 km is already enough for me, I prefer having an external fuel container that I can fill or not, depending on what happens and save weight.
I'm not an experienced off-roader, so longer suspensions I guess I wouldn't feel the difference, 7 level traction control good but no problems with the 3 level one, again I think for my technical level it's not required, I just would love a cruise control on mine which strangely they didn't add with the ride by wire, pretty weird Honda !
Maybe XR650L will be better for you? ;D VCIF_2757
OMG I would die with my 1m83 on such a small bike and no world travel with that thanks ;D
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Well It's great they make some kind of bigger AT, though I must be the only one who doesn't want it, honestly for travelling long distances on all kinds of terrain, I prefer my 2017 model with less electronics, really who needs 3 ride modes the throttle on these AT is so user friendly, better have much less possibility of failure !
Bigger tank is nice but honestly 400 km is already enough for me, I prefer having an external fuel container that I can fill or not, depending on what happens and save weight.
I'm not an experienced off-roader, so longer suspensions I guess I wouldn't feel the difference, 7 level traction control good but no problems with the 3 level one, again I think for my technical level it's not required, I just would love a cruise control on mine which strangely they didn't add with the ride by wire, pretty weird Honda !
Maybe XR650L will be better for you? ;D VCIF_2757
OMG I would die with my 1m83 on such a small bike and no world travel with that thanks ;D
Seat height 37' (940 mm) VCIF_varaGrey
http://www.motorcyclespecs.co.za/model/Honda/honda_xr650l%20%2002.htm
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OMG I would die with my 1m83 on such a small bike and no world travel with that thanks ;D
Quote from Dan Walsh (having a little dig at Charlie and Euan ? ) :
"No-one ever came back from a round the world trip and said - I wish I'd taken a bigger bike".
If you've not read Dan's book you really need to get hold of a copy : https://www.amazon.co.uk/These-Days-that-Must-Happen/dp/1846053102 (https://www.amazon.co.uk/These-Days-that-Must-Happen/dp/1846053102)
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OMG I would die with my 1m83 on such a small bike and no world travel with that thanks ;D
Quote from Dan Walsh (having a little dig at Charlie and Euan ? ) :
"No-one ever came back from a round the world trip and said - I wish I'd taken a bigger bike".
If you've not read Dan's book you really need to get hold of a copy : https://www.amazon.co.uk/These-Days-that-Must-Happen/dp/1846053102 (https://www.amazon.co.uk/These-Days-that-Must-Happen/dp/1846053102)
VCIF_ThumbUp
And XR650 is not a small bike!
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And XR650 is not a small bike!
In the context of the quote "Bigger" could mean size or weight. The XR650 is 80Kg lighter than the average GS.
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And XR650 is not a small bike!
In the context of the quote "Bigger" could mean size or weight. The XR650 is 80Kg lighter than the average GS.
Well he mention his height and "small" so I assume he thinks it is "short" bike...
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OMG I would die with my 1m83 on such a small bike and no world travel with that thanks ;D
Quote from Dan Walsh (having a little dig at Charlie and Euan ? ) :
"No-one ever came back from a round the world trip and said - I wish I'd taken a bigger bike".
If you've not read Dan's book you really need to get hold of a copy : https://www.amazon.co.uk/These-Days-that-Must-Happen/dp/1846053102 (https://www.amazon.co.uk/These-Days-that-Must-Happen/dp/1846053102)
I loved watching the long way round, it motivated me to travel with a motorcycle, I'm not really the track motorcyclist type, but I agree, to do what they did with a 253Kg bike plus the insane amount of baggage and the front wheel being only a 19", is pretty crazy ! If I would do such stuff, I would buy a XT 600z Tenere, no electronic and pretty much unbreakable.
Nice I will definitely read this book, thanks for the link !!! VCIF_ok
By small I mean before I had a MT-09 so 190kg and honestly for the torque of the engine, I found it too light and small packaged for my frame, I much prefer the stability the AT gives while riding and even with 20 less horsepower and 40 more kg, I ride much better than on the Yamaha !
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OMG I would die with my 1m83 on such a small bike and no world travel with that thanks ;D
Quote from Dan Walsh (having a little dig at Charlie and Euan ? ) :
"No-one ever came back from a round the world trip and said - I wish I'd taken a bigger bike".
If you've not read Dan's book you really need to get hold of a copy : https://www.amazon.co.uk/These-Days-that-Must-Happen/dp/1846053102 (https://www.amazon.co.uk/These-Days-that-Must-Happen/dp/1846053102)
I loved watching the long way round, it motivated me to travel with a motorcycle, I'm not really the track motorcyclist type, but I agree, to do what they did with a 253Kg bike plus the insane amount of baggage and the front wheel being only a 19", is pretty crazy ! If I would do such stuff, I would buy a XT 600z Tenere, no electronic and pretty much unbreakable.
Nice I will definitely read this book, thanks for the link !!! VCIF_ok
By small I mean before I had a MT-09 so 190kg and honestly for the torque of the engine, I found it too light and small packaged for my frame, I much prefer the stability the AT gives while riding and even with 20 less horsepower and 40 more kg, I ride much better than on the Yamaha !
It is not what you ride, it is how you ride it :)
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OMG I would die with my 1m83 on such a small bike and no world travel with that thanks ;D
Quote from Dan Walsh (having a little dig at Charlie and Euan ? ) :
"No-one ever came back from a round the world trip and said - I wish I'd taken a bigger bike".
If you've not read Dan's book you really need to get hold of a copy : https://www.amazon.co.uk/These-Days-that-Must-Happen/dp/1846053102 (https://www.amazon.co.uk/These-Days-that-Must-Happen/dp/1846053102)
I loved watching the long way round, it motivated me to travel with a motorcycle, I'm not really the track motorcyclist type, but I agree, to do what they did with a 253Kg bike plus the insane amount of baggage and the front wheel being only a 19", is pretty crazy ! If I would do such stuff, I would buy a XT 600z Tenere, no electronic and pretty much unbreakable.
Nice I will definitely read this book, thanks for the link !!! VCIF_ok
By small I mean before I had a MT-09 so 190kg and honestly for the torque of the engine, I found it too light and small packaged for my frame, I much prefer the stability the AT gives while riding and even with 20 less horsepower and 40 more kg, I ride much better than on the Yamaha !
It is not what you ride, it is how you ride it :)
Well I disagree, wouldn't take a HD XR1200 on a dirt road even though that motorcycle is lots of fun and I need torque otherwise I get bored to death !!!
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(https://pbs.twimg.com/media/DWzpSWAWkAE6Q2U.jpg)
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Had a sit on the Adventure Sport last Thursday (pictures have been shared on the Facebook group). I like it! But with an stock price (DCT) of close to € 19.000,- it is very, very expensive...
But I honestly love this bike! It was positioned besides a 'standard' Africa Twin and not only the fuel tank is 'bigger', but also the front fairing looks wider; which should have a positive influence on wind & weather protection.
It is also remarkably taller. Even being 2,04m tall, I really misjudged how tall it actually is towards the normal CRF. Really pulled a leg... ;D ;)
(https://photos.smugmug.com/Other/Varaderoforum/i-dfWGkpZ/0/38ea5639/XL/28276819_2027371680636279_8264884564046701483_n-XL.jpg)
(https://photos.smugmug.com/Other/Varaderoforum/i-KVnKm9W/0/24711267/XL/28277167_2027371627302951_8575597803226584833_n-XL.jpg)
I also loved the new GL1800 Goldwing. Its so much more nimble than the old GL1800. OMG, must be getting old... ;D ;D ;D
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some more months to wait before I can try it ... :'(