honda africa twin tft display price

In its first news release of the year, American Honda announces the return of the Africa Twin platform in both the standard version and the long-range Adventure Sports SE. The Africa Twin comes back with a number of focused refinements aimed at improving the riding experience, and both model variants will continue to be offered with either a manual gearbox or Honda’s automatic Dual Clutch Transmission (DCT).

While the 1,084cc engine still churns out 100.6 ponies, the DCT versions of both the standard Africa Twin and Adventure Sports models get updated with new refined settings for 2022. Specifically, Honda has further optimized the programming in the first two gears to deliver even smoother handling from a standing start and at low speeds.

In an effort to increase the daily practicality of the standard Africa Twin, the updated model now comes with the same rear luggage rack as its more travel-focused Adventure Sports ES sibling. In turn, the Adventure Sports variant gets a new 110mm lower 5-stage adjustable screen which, according to Honda, improves visibility while still offering plenty of weather protection. Both Africa Twin versions are compatible with Apple CarPlay and Android Auto as well, enabling hands-free playing of music, turn-by-turn navigation, rider communication, and more.

Pricing for the standard Africa Twin will be $14,499 with manual transmission and  $15,299 for DCT. The Adventure Sports SE will have an MSRP of $17,299 for the manual model and $18,099 for DCT. Look for them to arrive at your local dealer soon! More details can be found on the Honda Website.

Atop a ridgeline, I stopped to catch my breath. I’d been riding the 2022 Honda Africa Twin for nearly three hours off-road. I’d crossed two saddle-deep rivers, splashed through the mud and dirt, and bounced down some seriously steep grades of silty slick rock faces. But it had brought me here, overlooking this beautiful expansive valley.

It was early fall, and the cooler-than-normal temperatures and snow the week before had caused the aspen leaves to become a vibrant yellow. They fluttered in the wind, giving the forest ahead a shimmering effect. Very few folks had been to where I was standing, apart from those with little mechanical sympathy. Or horses. But with the Africa Twin, I could skirt around most obstacles, ducking and diving the hazards that stopped others in their tracks. Including this overlook.Jonathon Klein

Honda’s Africa Twin isn’t billed as the best, most hardcore adventure motorcycle on the planet. This particular bike even has the company’s dual-clutch automatic transmission and less-than-optimal dual-sport tires. Yet, after years of refinement and Honda’s penchant for delivering over-engineered everything, the Africa Twin is capable of so much more than what its spec sheet may suggest.

This is a motorcycle that’s comfortable, tall, athletic, and powerful, and it will give you the confidence to ride more. To ride further. And that’s exactly what you want in an adventure motorcycle. Something to push you off the map and find the untouched and peaceful. You want a motorcycle that helps you see a mountain, and the Africa Twin will do just that.

I’ve ridden the Africa Twin a few different times since its 2016 debut. From the twisty, turny mountain roads of Los Angeles to logging long-distance mileage, this is a motorcycle that’s always impressed me with its on-road capabilities. That sounds antithetical to something that bears the name “Africa” and conjures images of the Dakar, but a ton of folks are going to use the Africa Twin as a long-distance tourer and for good reason: it’s comfortable.

A height-adjustable seat takes center stage, as it accommodates riders of differing sizes—I’m six-foot-four—and allows them to comfortably plant their feet at a stop. Honda also paid special attention to the Africa Twin’s balance, as at 529 pounds wet, it’s a porker, and a top-heavy bike is the last thing you want. But there’s a sense of groundedness whenever you throw a leg over that can be lacking in other motorcycles of the same breed.Jonathon Klein

Powering the motorcycle is a 1,084cc parallel-twin engine that puts out 100 horsepower and 76 lb-ft of torque. If I’m being honest, that’s pretty low compared to other full-size competitors, like the 170 hp in Ducati’s Multistrada V4 S. But throughout my travels with the Africa Twin, I’ve never been left wanting more. Power is delivered quickly and efficiently through the six-speed dual-clutch automatic transmission, and that DCT has been retooled over the years to be better than it was when first introduced.

The one option available from Honda that I would’ve liked on this particular bike was heated grips. The Africa Twin got dropped off late in the year and the temperatures dropped precipitously coming into November. While the brush guards kept the wind off my hands, and a set of Dainese and Alpinestars gloves did their best keeping my fingers warm, they couldn’t compete with 15-degree temperatures. Heated grips would’ve gone a long way.

Other than the lack of heated grips, I haven’t found too much to take issue with. But being the picky journalist I am, I’ll call out the dash interface. The bar-mounted controls and how it interacts with the TFT display feels needlessly complex when you first sit down. And if you’re not up on how to use it, it’s super annoying while riding and trying to scroll through the four riding modes—Tour, Urban, Gravel, and Off-road, plus two custom settings. I actually found myself picking a ride mode before I set off and sticking with it until I came to a stop. It could be more intuitive, especially when riding off-road.Jonathon Klein

Just after the Honda arrived, I suited up and pointed it at the mountains across our valley. While I started at a trailhead I’d been to before, I veered off onto one of the unknown branches just before a section littered with deep sand. It was a choice, and one I almost regretted.

This particular trail was not built for a full-size ADV, as it was narrow, tree-lined, and on a steep decline. But the Africa Twin actually handled it pretty well. That wasn’t necessarily my own experience, though. I felt a bit squeezed, but I kept chugging along with confidence, at least until I got to the base of the trail. Lying before me was a set of three two-foot-tall steps, and thank you, off-road ABS, for stopping me on a dime in the dirt.

Now, it’s more than likely that pro off-road riders would’ve seen this obstacle and just jumped it. But again, the Africa Twin is 529 pounds. That’s a lot of weight to just yeet off a seven-foot drop, especially when it’s not your motorcycle. I decided to hop off and walk it down which worked. But I wasn’t out of the proverbial woods.

A short distance after the steps, a small 30-foot-wide river welcomed me. Without thinking too hard, I grabbed a heaping, handful of throttle and powered the Africa Twin right through it. It didn’t even stutter and a smile crept onto my face. That elation quickly turned into anxiety as a mile up the trail, a far larger water crossing entered the picture.

What I want you to take away from those stories is two-fold. First, the Africa Twin showed up on dual-sport tires. They’re grippy, but they aren’t the off-road spec rubber that either the Ducati or the CRF300L Rally had equipped with. Yet, even with that handicap, it handled everything without issue thanks to a combination of excellent engineering and somewhat idiotic confidence on my part. This is a motorcycle that’s so well-engineered that you’d have to really put it out of its comfort zone to trip it up. Or be a complete moron.

Honda’s Africa Twin is seriously good as both an on-road tourer or far-flung adventurer, and it does little wrong, including how much cash it commands.

Priced at $15,299, it’s a bargain compared to its classmates. Just look at its competition: the Harley-Davidson Pan America 1250 starts at $17,699, the KTM 1290 Super Adventure sits at $19,499, then you have the $22,500 Triumph Tiger 1200 Rally, followed by the $24,495 Zero DSR/X, the $25,259 BMW R 1250 GS Adventure, and finally the $27,195 Ducati Multistrada V4 S. The Honda might not have as much horsepower as some of those other motorcycles, but nothing comes close to its price-to-capability.

Even after all these years, the Africa Twin remains one of the best adventure motorcycles available. It’s a motorcycle that you can just jump onto and ride off into the wilderness, taking you somewhere you’ve never experienced. It’s the platonic ideal of an adventure motorcycle and you’ll love it for years to come.

Anti-Glare: Provides the same scratch resistance and protection as our Ultra-Clear protectors, but also helps to remove the glare/reflections associated with LCD/TFT dashboards. Anti-glare protectors have a matte appearance once fitted.

We take great care to ensure that our screen protectors fit accurately and that we have listed the correct protector for your model. We never release a product for sale until we are certain that the fitment is as accurate as it can be. Generally manufacturers retain the same dashboard shape for their entire model range, even if the dashboard displays themselves change.

In its basic form, it’s £12,399 (or £13,399 for the DCT model) – correct at the time of writing in April 2022 after Honda’s price increase of £400 on each model.

I can’t for the life of me understand why Honda clumped everything together in the messiest assortment of buttons I’ve ever seen. And then stuck it on the handlebars.

To make it worse, these buttons exist only because the touchscreen doesn’t work when the bike is moving. I wish Honda would either make it so the touchscreen works when riding or dispense with the touchscreen altogether and pass on the cost reductions to the customer!

It’s the same engine that’s in the Africa Twin. But to me, at least, it doesn’t feel like it! I’m pretty certain that my 2019 AT is quicker than the NT1100 – despite the smaller displacement.

Many people thought the original Honda Deauville was dull. And I can imagine them thinking the NT1100 is just as lacklustre. I must admit, I was expecting a little more oomph from its 1,084cc’s.

Lastly, the NT1100 appears to be less frugal than my Africa Twin. Throughout my ride, I averaged around 48mpg. And in a world where petrol prices are through the roof, that’s a concern.

One of the most important requirements for my next bike is that it’s lightweight. So I was somewhat bemused when I saw the DCT version of the NT1100 was a full 20kg heavier than my non-DCT Africa Twin.

I currently pay around £170 per month (over three years) for my Africa Twin on PCP. For the NT1100 with DCT, the payments work out (for me and my specific circumstances) at £185 over FOUR years, or £215 over three years.

That said, the NT is incredibly easy to ride and supremely comfortable. There’s not a doubt in my mind that Honda will sell lots and lots of NT1100 units!

The new 2020 Honda Africa Twin, no matter what type of Africa Twin you get, has the 6.5-inch touch-panel TFT LCD Multi-information Display with handlebar controls and features like Apple CarPlay and settings for the ABS, Torque Control, wheelie control and more. To help folks understand what’s what before they get out there knot the real-world,

“The electronic technology of the 2020 Africa Twin is amazingly capable, and Honda’s new Multi-Information Display simulator enables customers to more easily get the most out of their machines,” said Chris Cox, Manager of Experiential Marketing & P.R. at American Honda. “We encourage customers—whether they already own an Africa Twin or are in the market for a new adventure bike—to give the tool a try.”

Honda has just released the first look at their latest updates to the ever-popular CRF1100L Africa Twin & Honda Africa Twin Adventure Sports bikes, due for a 2022 release.

Available with a choice of Dual Clutch Transmission that’s popular for riders on-road and off, there are a few tweaks made by Honda to tempt adventure riders in 2022 - with a raft of competitors eager to take some of the spoils.

Specifically for 2022, the Japanese giant is making refinements to its range-topping adventurers by bettering their daily practicality - including adding an aluminium rear carrier on the CRF1100L Africa Twin as standard, a shorter 5-stage adjustable screen on the Adventure Sports model, and honing the DCT gearbox in the first two gears for even smoother handling with updated settings.

It goes without saying that both models will also receive new colourway options for 2022, with new graphic looks titled ‘Big Logo’ and ‘Cracked Terrain’ due for the standard Africa Twin & Adventure Sports models respectively.

For 2022, the CRF1100L Africa Twin now features refined Dual Clutch Transmission (DCT) settings for even smoother handling in 1st and second gears, standard fitment for the aluminium rear carrier, and striking ultra-modern ‘Big Logo’ graphics.

The 6.5” TFT display will also bring Apple CarPlay and Android Auto connectivity to the touch-screen that can be navigated with gloved fingers (Android Auto was introduced in 2021), along with standard-fit cruise control & four default rider modes - Tour, Urban, Gravel, & Off-road - and two User modes.

Of particular note for the ’22 model is revised timings for the DCT, allowing for smoother control when pulling away and in lower gears - something Honda has refined over 200,000 DCT-equipped motorcycles since its launch in 2009 on the VFR1200F.

It’s not quite an extensive overhaul of the Africa Twin model range for 2022, but refinements to the DCT ‘box will be welcome, alongside other small tweaks that may not have been included on the release notes. We’ll have to look forward to a 2022 test to find out for ourselves and let you all know.

In its basic form, it’s £12,399 (or £13,399 for the DCT model) – correct at the time of writing in April 2022 after Honda’s price increase of £400 on each model.

I can’t for the life of me understand why Honda clumped everything together in the messiest assortment of buttons I’ve ever seen. And then stuck it on the handlebars.

To make it worse, these buttons exist only because the touchscreen doesn’t work when the bike is moving. I wish Honda would either make it so the touchscreen works when riding or dispense with the touchscreen altogether and pass on the cost reductions to the customer!

It’s the same engine that’s in the Africa Twin. But to me, at least, it doesn’t feel like it! I’m pretty certain that my 2019 AT is quicker than the NT1100 – despite the smaller displacement.

Many people thought the original Honda Deauville was dull. And I can imagine them thinking the NT1100 is just as lacklustre. I must admit, I was expecting a little more oomph from its 1,084cc’s.

Lastly, the NT1100 appears to be less frugal than my Africa Twin. Throughout my ride, I averaged around 48mpg. And in a world where petrol prices are through the roof, that’s a concern.

One of the most important requirements for my next bike is that it’s lightweight. So I was somewhat bemused when I saw the DCT version of the NT1100 was a full 20kg heavier than my non-DCT Africa Twin.

I currently pay around £170 per month (over three years) for my Africa Twin on PCP. For the NT1100 with DCT, the payments work out (for me and my specific circumstances) at £185 over FOUR years, or £215 over three years.

That said, the NT is incredibly easy to ride and supremely comfortable. There’s not a doubt in my mind that Honda will sell lots and lots of NT1100 units!

Model updates: Honda’s definitive full-size adventurer was comprehensively updated for the 2020 with harder-edged off-road performance from a lighter chassis, slim rally-style bodywork and revised riding position; the newly-EURO5 compliant engine’s capacity was also increased, boosting power and torque. A six-axis Inertial Measurement Unit was introduced to manage riding modes and HSTC as well as three additional systems - Cornering ABS, Wheelie Control, Rear Lift Control, plus cornering detection functionality on the DCT version. A new full colour 6.5-inch TFT touchscreen incorporated Apple CarPlay®and Bluetooth connectivity, the new dual LED headlights featured Daytime Running Lights (DRL) and cruise control was fitted as standard.

2021 sees the addition of the much-loved Pearl Glare White Tricolour colour scheme, previously only available on the CRF1100L Africa Twin Adventure Sports version, for the Africa Twin itself.

It’s been over three decades since the 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 – was a brand-new machine from the wheels up, it fully inherited the essence and spirit of what made the original so popular.

It was the balance between power and weight that was at the heart of the original bike’s appeal, just as it was for the new model. With its unique, athletic appearance, an enjoyable, usable engine and capable, comfortable chassis, the CRF1000L Africa Twin proved itself a true modern-day all-rounder and has been hugely popular with round-the-world adventurers, around-town commuters and weekend tourers alike.

2018 saw the Africa Twin, in both manual transmission and Dual Clutch Transmission (DCT) form, receive Throttle By Wire (TBW) control plus 3 riding modes, expanded Honda Selectable Torque Control (HSTC) options, as well as intake and exhaust development for improved engine response and sound. The platform also expanded: the Africa Twin Adventure Sports – with the same updates but featuring improved wind protection, greater tank range and longer-travel suspension – extended the machine even further into long-range territory.

Building on strong European (and global) demand for both models, with over 87,000 sold worldwide since its 2016 relaunch, 2020 was a landmark year for the evolution of the Africa Twin. The touring comfort, technology and ability of the CRF1100L Africa Twin Adventure Sports* were further enhanced – adding the option of Showa Electronically Equipped Ride Adjustment (SHOWA EERA™). Meanwhile, the CRF1100L Africa Twin itself was comprehensively redrawn with an aggressive, compact rally style and even sharper off-road focus. Packing more power and torque, it was also significantly lighter – in keeping with the first principles set out all those years ago.

The 2020 CRF1100L Africa Twin was given a sharply-renewed focus on off-road core ability, that brought with it the look – and feel – of a true rally machine. Smaller, slimmer and 4kg lighter than the previous model, it offered even more athletic performance, thanks also to changes to the engine, which produced 7% more peak power, 6% more peak torque and much greater strength everywhere in the rev-range. It also became Honda’s first EURO5 compliant engine.

The frame was completely revised and featured a new bolt-on aluminium subframe. The new swingarm, too, was aluminium and based on that of the CRF450R moto-crosser. And at the centre of the Africa Twin, the addition of a six-axis Inertial Measurement Unit (IMU) controlled not only the 7-level HSTC but also 3-level Wheelie Control, Cornering ABS (with off-road setting), Rear Lift Control and DCT cornering detection. An OFF-ROAD setting also joined the URBAN, TOUR and GRAVEL default riding modes.

Tailored for complete control, the riding position featured a new slim-section seat and high-set handlebars. A full colour Multi Information Display (MID) 6.5-inch TFT touch screen brought immersive engagement with the machine’s systems, plus Apple CarPlay® and Bluetooth connectivity. The new Dual LED Daytime Running Lights (DRL) gave optimum visibility, improving safety, and cruise control was added as standard-fit.

For 21YM, the technical package is unchanged, but the new Pearl Glare White Tricolour brings the classic red, white and blue Africa Twin colour scheme back to the latest generation of the machine.

Aggressive and compact. Two words that sum up the Africa Twin’s taut rally-style bodywork. And it’s for a reason – to work better off-road. The fixed screen is short to allow for easy scanning of the trail ahead and, with a seat height of 850-870mm, the handlebars mount 22.5mm higher than the previous 1000cc model, giving a more upright riding position and comfortable control, whether standing or seated.

The full colour Multi Information Display (MID) 6.5-inch TFT touch screen keeps the rider in control of all of the Africa Twin’s systems, with each of the riding modes­ selectable through the top left of the screen. The MID can also be customised to show various levels of information relative to the riding mode chosen and is easy to use even when wearing gloves.

It also incorporates Apple CarPlay®, allowing use of an Apple iPhone® through the touchscreen. Navigation apps can also be accessed and displayed and via a Bluetooth helmet headset calls can be made or received. The iPhone® itself plugs into a USB charging port on the right of the MID. Hands-free wireless Bluetooth connectivity is also an option for an iPhone® or Android device and all control inputs are made from the left-hand switchgear.

The SOHC 8-valve parallel-twin engine’s essential architecture remained unchanged for the 2020 update, but displacement increased to 1,084cc, up from 998cc. And as a result peak power went from 70kW to 75kW @ 7,500rpm with peak torque going from 99Nm to 105Nm @ 6,250rpm. Significantly, the obvious increase in both power and torque made itself felt from 2,500rpm all the way through to the redline.

The 270° phased crankshaft and uneven firing interval create the engine’s distinctive throb and feel for rear wheel traction. For 2020 the cylinder head was completely revised, as was the larger diameter 46mm throttle body; the bore and cylinder pitches were also aligned to create a smooth air intake profile. The ECU setting was updated and the injector angle was modified to deliver a more direct spray into re-shaped twin-spark combustion chambers.

Honda’s SOHC Unicam valve train is a feature of the MX competition-specification CRF450R and the low-set position of the cast camshaft contributes to the compact nature of the cylinder head. For 2020 the valve timing was optimised and the inlet and exhaust valve lift was increased to 10.1mm inlet and 9.3mm exhaust (from 9.2/8.6mm).

The Africa Twin’s engine received the benefits of Throttle By Wire (TBW) control in 2018, allowing much finer management of engine output and character as well as expanded Honda Selectable Torque Control (HSTC) for rear tyre grip; for 2020 the system evolved to work in conjunction with a six-axis IMU*.

Honda has sold over 140,000 DCT-equipped motorcycles across Europe since the system first appeared as an option on the VFR1200F a decade ago. Testament to its acceptance in the marketplace, in 2019 DCT versions of Africa Twin (including Adventure Sports version) accounted for 45% of the model’s sales in 2019.

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.

DCT for the Africa Twin is also fully equipped to operate in an adventure environment, with off-road functionality enhanced by the G switch accessed via the TFT touch screen display. Activating the G switch in any riding mode improves the feel for available traction and machine control by reducing the amount of clutch slip during gear changes.

A new feature for the CRF1100L Africa Twin’s DCT system for the change to the 1100cc model for 2020 was cornering detection. When the IMU recognises the bike is cornering, the system subtly adjusts the shifting programme for the most natural gear changes.

At the very heart of the Africa Twin’s elevated on- and off-road performance is a Bosch MM7.10 six-axis Inertial Measurement Unit (IMU) tucked away at the centre of the machine, that measures – in real-time – roll angle/rate, pitch angle/rate and yaw angle/rate. It manages rear wheel traction via TBW and HSTC, front braking grip through Cornering ABS, front wheel lift through Wheelie Control and also adds Rear Lift Control.

In conjunction with the addition of IMU control for its 2020 evolution, the strength and rigidity balance of the steel semi-double cradle frame was completely re-examined by Honda’s development engineers to boost off-road ability – at the same time reinforcing its all-round on-road manners. Rigidity around the steering head was optimised to enhance feel for front end grip; the main spars were made slimmer and straighter and did away with the front cross pipe. Frame weight of the CRF1100L Africa Twin is 1.8kg lighter than the previous 1000cc model.

The range of Honda Genuine Accessories for the Africa Twin includes premium (42L) aluminium top box and panniers plus large (58L) plastic top box and panniers, two seat heights (a lower 825-845mm and taller 870-895mm option), touring screen, radiator guards, engine guards and side pipes, knuckle guard extensions, heated grips and an ACC charging socket.

** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.

The new 2020 Honda Africa Twin, no matter what type of Africa Twin you get, has the 6.5-inch touch-panel TFT LCD Multi-information Display with handlebar controls and features like Apple CarPlay and settings for the ABS, Torque Control, wheelie control and more. To help folks understand what’s what before they get out there knot the real-world,

“The electronic technology of the 2020 Africa Twin is amazingly capable, and Honda’s new Multi-Information Display simulator enables customers to more easily get the most out of their machines,” said Chris Cox, Manager of Experiential Marketing & P.R. at American Honda. “We encourage customers—whether they already own an Africa Twin or are in the market for a new adventure bike—to give the tool a try.”

When you ride an Africa Twin you quickly feel as confortable as if it was your regular bike. Renters always  return the bike with a smile on their face after having enjoyed it.

The Africa Twin is the only maxi trail motorcycle on the market that features Honda’s innovative and exclusive DCT automatic transmission. An automatic and manual gearbox at the same time that puts it a step ahead of the others bikes on the market.

We rent motorcycles ready to travel. That’s why our Africa Twin motorcycles are equipped with a complete travel equippment kit consisting of top case and side cases, already included in the rental price. They offer enough capacity so you don’t have to worry about you lugage you want to take with you on your motorcycle trip.

The Honda Africa Twin has a TFT screen that can be connected to your cell phone to make it easier for you to get around. For example, you can connect your phone to see Google Maps and get to places more quickly, regardless of whether it is an iPhone or Android.

The Honda Africa Twin features a seat that can be adjusted to two different heights without the needs for tools. This aids riding comfort for taller people and accessibility for shorter people. One bike, two heights.

A repeated comment from customers who rent the bike is its amazing versatility, which allows it to be enjoyed in all types of tracks and roads. Our customers have made long trips with the Africa Twin, from the North Cape to Morocco, through the Pyrenees, the Alps and Eastern Europe. There are no limits to the trips you can dream of on an Africa Twin.

- Additional mileage packs are available prepaid for 25€ (0,25€/km) on the CB500X and the X-ADV, and it cost 35€ (0,35€/km) on the Africa Twin and the NT.

Since its 2016 reintroduction, the legendary Africa Twin adventure-touring platform has undergone steady improvements aimed at carrying out its "True Adventure" ethos, and that is once again the case for the 2022 model year. The sporting- and off-road performance-oriented standard CRF1100L now comes with the same rear carrier as its more distance riding-oriented Adventure Sports ES sibling. Meanwhile, that version gets a shorter windscreen for improved visibility. Both Africa Twin versions are compatible with Apple CarPlay® and Android Auto™, and both are available with either a manual gearbox or Honda"s advanced automatic Dual Clutch Transmission, which has a program change for 2022, delivering smoother shifting in the lower gears.

Since the 1988 introduction of the XRV650 in Europe, Honda"s Africa Twin concept has come to represent the "True Adventure" ethos of ADV riding. That original version, based on the NXR750 and NXR800 factory racers that swept the Dakar Rally between 1986 and 1989, created a new market, grew into the XRV750 in 1990 and sold over 73,000 units before it was discontinued in 2001. The Africa Twin was reborn in 2016 with the CRF1000L, also offered in extra-European markets including the U.S. In 2019 the standard Africa Twin was joined by the more touring-focused Adventure Sports version, with improved wind protection, greater fuel capacity and longer-travel suspension. As was the case with the original, the modern Africa Twin has been a global hit with a wide array of adventure-riding enthusiasts.

Staying true to the "True Adventure" concept, both Africa Twin types feature a high-mount front fairing, upright body position and 21- and 18-inch front and rear wheels, respectively, capably expressing the model"s heritage.

The standard version features a slim, lightweight look, with compact lines that befit its off-road focus. Its minimalist, fixed windscreen eases front-rear bodyweight transfers during aggressive riding in rough terrain, while still minimizing wind buffeting on the chest at high speeds(An accessory high screen is available.) The fuel tank still holds 5.0 gallons, the tires and spoke wheels are tube-type, and there"s a new aluminum rear rack for 2022. The standard Africa Twin is offered in a new Grand Prix Red color for 2022.

Both iterations of the Africa Twin share the same handlebar height, and the handlebar bend delivers a comfortable riding stance whether seated or standing. The seat height is adjustable between two positions: 34.3 inches and 33.6 inches. (To allow even more adjustment, higher and lower seats are available as accessories.) Ground clearance is 9.8 inches.

Throttle-by-wire is used on the Africa Twin, featuring a Bosch MM7.10 IMU that performs real-time six-axis measurement (angle and rate for roll, pitch and yaw) to identify the motorcycle"s position and movement. This maximizes the accuracy of various controls and systems, including shifting, Honda Selectable Torque Control (HSTC), suspension, braking and lighting.

A bright 6.5 inch thin film transistor (TFT) LCD touch panel simplifies viewing, understanding and managing a plethora of data while concentrating on riding. Users can select from three screen-display arrangements and background colors, depending on personal preference.

The Africa Twin has a water-cooled, single-overhead cam, eight-valve, parallel-twin engine configuration, and for good touring capability, displacement is 1,084cc, achieved via 92.0 and 81.5 mm bore and stroke figures. The cylinder sleeves are aluminum, helping to minimize weight. The 270° phased crankshaft and uneven firing interval create the engine"s distinctive throb and feel for rear-wheel traction. The 46 mm throttle body"s injector angle delivers a direct spray into the twin-spark combustion chambers.

Honda"s SOHC Unicam® valve train is a feature of the CRF450R motocrosser, and the low-set position of the cast camshaft contributes to the compact nature of the cylinder head. The engine uses a semi-dry sump and in-tank lower-crankcase oil storage, allowing a shallow pan depth and reducing overall engine height. As the pressure-fed pump is located within the oil tank, there is no need for a pressure-feed passage, again saving weight and space.

In the world of powersports, Honda is a pioneer with DCT, having first offered it on the 2009 VRF1200. The 2016 reintroduction of the Africa Twin welcomed DCT to the adventure category, and it was well-received, thanks in part to the fact that it enables riders to focus attention on line selection and throttle control during off-road going, without concern of stalling. Globally, approximately half of Africa Twin customers choose DCT versions.

DCT delivers consistent, rapid, seamless gear changes, and very quickly becomes second nature to use. It utilizes two clutches—one for startup and first, third and fifth gears, the other for second, fourth and sixth, with the main shaft for one clutch located inside that of the other. Each clutch is independently controlled by its own electro-hydraulic circuit. For a gear change to occur, the system pre-selects the target gear through the clutch not currently in use. The first clutch is then electronically disengaged as the second clutch simultaneously engages. As the twin clutches transfer drive from one gear to the next with minimal interruption to rear-wheel drive, gear-change shock and pitching of the machine are minimized, resulting in shifts that are not only smooth, but direct. The extra benefits of durability (as the gears cannot be damaged by missing a shift), low-stress urban riding and reduced rider fatigue add to the appeal of DCT.

On the Africa Twin platform, Honda"s advanced automatic DCT technology benefits from the IMU, which allows cornering detection for optimized shift timing, and the algorithm smoothens acceleration from a dead stop. For 2022, the Africa Twin gets a control program change for smoother engagement in first and second gears.

Manual-transmission versions of the Africa Twin are offered for customers who still enjoy making gear selections themselves. The six-speed manual gearbox uses the same shift-cam design as found on the CRF450R to ensure positive gear changes. The aluminum clutch center and pressure plate use "assist" cams to ease shifting (with light lever feel) and "slipper" cams for deceleration and downshifting.

The Africa Twin"s Honda Selectable Torque Control utilizes the IMU, enabling smooth slide control and wheelie control, assisting riders of widely ranging skill levels by maximizing acceleration performance.

Note that HSTC does not eliminate the possibility of slides or wheelies; rather, it is an auxiliary system to assist the rider during acceleration operations. As is the case with models without HSTC, the Africa Twin will not handle unreasonable operations.

A lightweight, compact Eliiy Power lithium-ion battery helps minimize weight and centralize mass. This battery has minimal self-discharge, and Honda tests showed it to offer greater longevity than a comparable lead-acid unit, both in terms of life and the ability to retain a charge.

The Africa Twin uses a steel semi-double-cradle frame, with optimized rigidity/flex characteristics for challenging situations like riding with luggage, riding two-up, or off-road riding. For example, rigidity around the steering head has been optimized to enhance front-end feel and grip, and the main spars are optimized to enhance longitudinal rigidity for good handling under braking. The frame"s pivot plates are 600MPa high-strength steel. The rear cross pipe, which connects the left and right pivot plates in the upper area, is located in line with the shock stroke, resulting in a direct transmittal of surface information to the frame for good rear-wheel feel.

Intelligent, electronic suspension is offered on the Adventure Sports ES version of the Africa twin, in the form of Showa"s EERA. The system provides excellent response to immediately optimize damping force based on the suspension stroke speed at riding and the vehicle"s running condition, and aims to achieve high-level suspension characteristics required for disparate situations often encountered on adventure rides.

Front and rear suspension on the standard version of the Africa Twin are also fully adjustable including preload, compression damping and rebound damping, with tuning changes accomplished via traditional dials and knobs.

Regarding suspension hardware, both Africa Twin versions feature a 45mm cartridge-type inverted Showa fork with a most-in-class 9.1 inches of travel, and settings deliver on-road comfort and off-road performance. The top triple clamp is cast aluminum, while the bottom is forged.

The Pro-Link® rear-suspension system offers 8.7 inches of travel, and the shock is centered. A spherical, solid pillow ball mount is used at the top of the shock to minimize deflection and help achieve a precise feel in varying conditions. The aluminum swingarm, based on that of the CRF450R motocrosser, is extremely rigid despite being quite light. The Africa Twin has 9.8 inches of ground clearance, enhancing off-road performance.

The Africa Twin has ABS, and advanced technologies enhance braking performance and rider confidence in varying conditions. Separate modes for on-road and off-road work together with the riding modes, allowing application-specific braking performance.

The Africa Twin"s rear ABS can be switched off when the rider prefers separate front and rear braking performance, for example in order to brake-slide the rear wheel for off-road cornering.

A full range of genuine Honda accessories is available for both versions of the Africa Twin, including aluminum luggage, higher and lower seats, a DCT foot-shift pedal, a center stand, a tank bag and more.

Lighter. More powerful. And with more features than ever—that’s the new 2020 Africa Twin. Ready for even bigger adventures. Happy to carry you even farther. And offering the Honda quality, ruggedness and dependability you need when you’re miles from home. We’ve taken what we think is the world’s best adventure bike and made it even better, adding a whole suite of features including cruise control and a large touch-panel multi-information display that’s Apple CarPlay™ compatible.

We gave our new CRF1100L Africa Twin a bigger engine for 2020. By increasing the stroke by 6.4mm, you get more power and torque everywhere from idle to redline. You’ll have more grunt down low, and cruise easier on the open road.

The Africa Twin’s parallel-twin engine layout makes the bike shorter front-to-back. That means the front wheel can tuck in closer to the engine, shortening wheelbase and making the bike more nimble off road and on pavement.

The Africa Twin uses a unique twin air-intake design with two vertical filtration elements. All that clean air helps the engine deliver excellent performance, even under prolonged operation in dusty conditions.

Honda’s exclusive Unicam® engine design helps us give the Africa Twin a compact cylinder head for optimal engine placement. But the engine also benefits from superior performance, thanks to the entire cylinder-head layout. It’s the best of both worlds!

Using the same muffler-valve technology as our CBR1000RR Superbike, the Africa Twins’ new exhaust silencer helps lower emissions while highlighting ridability and power output.

Here’s one of the worst-kept secrets in the motorcycling world—Honda’s Africa Twins make great long-distance touring bikes. To that end, we’ve equipped our 2020 models with cruise control, just like our Gold Wings. Your next adventure really starts a couple of hundred miles away? No problem!

Our throttle-by-wire system greatly expands the Africa Twin’s versatility. First, you get seven levels of Honda Selectable Torque Control. Second, you can choose from four power delivery modes: Tour, Urban, Gravel, and a fourth that’s user-programmable. First used on our RC213V-S, throttle-by-wire is an excellent example of how Honda’s technology works for you.

Most twins use a 180-degree crank. By phasing the Africa Twin’s at 270 degrees, you get a unique power delivery that’s easy to modulate, especially in terrain where traction is challenging.

The Africa Twin’s Anti-lock Brake System (ABS) comes standard integrated with a 6-axis IMU, it knows when you’re leaned over, and compensates accordingly.

By locating heavy components like the battery as close to the bike’s center of gravity as possible, and using a compact engine, the Africa Twin provides a superior platform for excellent handling.

Our 2020 Africa Twin models offer two ABS modes: on-road and off-road. A third setting lets you turn the rear ABS off altogether for riding in the dirt.

The Africa Twin’s dry-sump engine design is the only way to go. The more compact sump increases ground clearance and eliminates the vulnerability of a conventional wet sump.

Can you see the Africa Twin’s water pump? Trick question! It’s tucked behind the right side cover, out of harm’s way. There are no vulnerable hoses leading to it either, a weakness on some bikes. Driven by the balancer shaft, in case of a tip-over or in rocky sections, it’s one less thing to worry about.

The Africa Twin doesn’t just look like an adventure bike—it’s the real deal. Exhibit A: Check out its long-travel front suspension. The inverted Showa fork is fully adjustable with huge 45mm tubes and 9.1 inches of travel—the most front-end travel in the 1000cc off-road class.

The 2020 Africa Twin’s frame is almost four pounds lighter than our previous model’s. Plus, we’ve fine-tuned it by making the steering head more resistant to twist.

The Africa Twin’s semi-double-cradle frame layout has been proven in countless Honda dirtbikes. In principle it’s similar to the design we use on our CRF450R Rally bike—a machine that’s designed to perform in the challenging Dakar rally and similar events.

Up front, the Africa Twin features twin four-piston brake calipers for powerful braking performance. The radial-mount design also helps make them stiffer, increasing brake feel and control.

With 43 degrees of steering lock both left and right, the Africa Twin provides excellent maneuverability on tight trails. This is one of the reasons the Africa Twin feels so much more nimble than many of the other bigger adventure bikes out there.

We shaved 500 grams from the 2020 Africa Twin’s swingarm—that’s more than a pound. This new piece uses technology developed on our CRF450R motocrosser. Any time you can take weight out of the suspension it’s a good thing, and helps handling and response.

The Africa Twin uses large-diameter hollow steel axles front and rear. They’re super strong, durable, but also light: a combination which describes just about everything associated with this bike.

The Africa Twin’s throttle-by-wire system lets us offer Honda Selectable Torque Control (HSTC). You can dial in exactly the kind of power delivery you want for the conditions at hand. Honda Selectable Torque Control features seven settings for a wide range of conditions, from pavement to fast, loose fire roads to challenging singletrack. You can also turn it off.

Front and rear wheel-speed sensors working with the Honda Selectable Torque Control (HSTC) let you dial in three levels of wheelie control. There’s also an “off” position—you’re the wheelie control here.

Not only is the Africa Twin’s rising-rate Pro-Link® rear suspension fully adjustable, it offers a 220mm stroke for 8.7 inches of rear-wheel travel. Even better, there’s a special remote preload adjuster—you just turn a convenient knob, and you can compensate for varying loads like a passenger or full panniers.

Real adventure bikes use spoked wheels because they better survive the dings and hits of off-road riding. All Africa Twin models feature a 21-inch front and an 18-inch rear for superior performance, especially when it comes to off-road riding.

The new Africa Twins feature a 6.5-inch touch-panel LCD multi-information dash display. You can choose between three displays, too, depending on how much information you want to see at once. The screen also enables the Africa Twin to offer integrated Apple CarPlay.

Apple CarPlay™* seamlessly integrates your compatible iPhone®* into your new Africa Twin. That means you can use your iPhone® to access Apple Maps, Apple Music, and other services easily. You’ll have access to weather, playlists and telephone numbers while aboard. Available Bluetooth®**-enabled wireless headsets let you communicate more easily than ever. And best of all, with more apps available every day, Apple CarPlay™ keeps your bike’s technology and convenience on the cutting edge.

Another example of fitting premium equipment to the Africa Twin wherever we can, the aluminum handlebar is lighter than a steel unit. The design tapers from a thinner diameter under your grips to a thicker section at the top clamp, and is fine-tuned for optimal flex and rigidity.

By narrowing the Africa Twin’s seat by 20mm, we’ve made it easier to move around on the bike, and also made it easier to get a foot on the ground at stoplights or in parking lots.

Standard on the Africa Twin Adventure Sports ES models, these seem like a luxury until the first time you really need them. Then there’s never going back.

We’ve changed the Africa Twin’s fairing to give you better wind management. We’ve also taken the opportunity to fine-tune the headlights. You’re sure to appreciate the changes on longer rides—plus the new fairing just looks great, too.

By using counterbalancing elements on two axes, Honda’s engineers can cancel out both primary and coupling vibrations from the engine. The result is that we can mount the engine solidly for superior strength and handling, yet you still get an extraordinarily smooth, vibration-free ride.

Adventure riding is an active sport, and that means you need to be able to move around on your bike naturally and athletically. The Africa Twin is extremely narrow where you sit, and the peg-bar-seat triangle lets you move up and forward and far back as well, to enhance handling, especially under demanding trail conditions.

Right from the start, you can outfit your new CRF1100L Africa Twin with a full range of Honda accessories, items like a centerstand, quick shifter, top and side boxes, a rally seat, rally footpegs, and much more