Dear Ryan Adams,

Just wanted to drop a quick note to say thanks that your vacation plans totally shat on your chance to compare Husqvarna’s all-new entry into the Middleweight Adventure Touring category, the 2022 Husqvarna Norden 901. I know how you were looking forward to traveling to the Azores to sample what might be a game-changer for the Swedish-turned-Austrian brand, which has experienced a remarkable renaissance under the wing of PIERER Mobility AG.

Frankly, dude, other than not having to endure pissing-down rain on the first day, you missed out.

Now, I know you might think, like a lot of ADV hardcores, that the Norden 901 is just a gussied-up version of the KTM 890 Adventure R you sampled back in February, but it just ain’t so. Husqvarna has arguably taken the Katoom’s basic architecture and hyper-refined it with, dare I say, a gentlemanly character. As a result, the Norden feels quite different from your beloved 890 Adventure R. It’s an ADV machine that should appeal to a more diverse crowd than the KTM. It isn’t the ultimate hard-edged off-road steed. The Norden 901 can chew the same dirt as its KTM cousin, just not in the same way. It favors a slightly less frenetic pace off-road, while offering greater comfort during long stints on the highway. According to Husky officials, that was the goal from the start.

What’s the same?

Of course, the Norden 901 and the 890 Adventure R share a lot of the same technology. Yes, the Norden 901 packs the same 889cc parallel-twin engine in the same chrome-moly steel frame as the 890 Adventure R. Its engine is tuned identically to the KTM, which produced 92.5 hp at 8,300 rpm and 64.1 lb-ft. at 7,100 rpm. Comparison to the KTM is inevitable, but get over it.

Besides, you already know the magic of the Norden’s motor. Smooth as silk and oozing torque everywhere except maybe at the very top of the rev range, the Norden can practically help you move a mountain, let alone negotiate its curves and inclines. Its dynamic and responsive Dell Orto throttle bodies and EMS allow you to dial up the precise amount of power for just about any obstacle in your way. You can almost lug the engine low enough to count the cadence of every firing stroke, or you can scream it very close to the rev limiter. It simply produces whatever thrust you need. Magnificent!

Like I said before, Ryan, the first of our two days of riding the Azorian island of San Miguel was a real soak-fest. At first, I thought it would suck having to guide the 498-lb (fully fueled) Norden 901 along the island’s narrow and curvy roads. Topped with wet asphalt, and worse – the snottiest of slick cobblestones I’ve ever experienced, these surfaces definitely put the Norden 901’s plethora of rider-aid electronics to the test. Accessible through Norden’s excellent new 5-inch TFT display (not the 7-incher found on the KTM 1290 Adventure as some surmised), the package includes three standard riding modes (Street, Rain, Off-Road). There’s also an optional Explorer mode if you really want to get jiggy with it in the outback. In addition, the Husky is equipped with the same switchable Bosch Cornering ABS which utilizes Street and Off-Road modes and the handy Cornering Motorcycle Traction Control (MTC) with nine levels of intervention (plus off) at your fingertips.

With traction at a premium, I played around with the Norden’s electronics and ultimately found bliss in Off-Road mode with the MTC set at 3 (9 is the highest level of intervention) and turning off the rear ABS. Explorer would’ve been the right call in wet, tacky conditions, but rear wheelspin was just a bit too much in the slick conditions. Conversely, Street mode curtailed the thrust a little too much. And Rain mode? It might as well be called Ice mode because it freezes the Norden’s peak power delivery at 82 horsepower. I simply don’t see where a competent rider would need that much intervention, but it’s there if you do need it. Training wheels aren’t included…but the point is…you can dial in a practical power setting for any conditions you encounter on your own adventure. The Norden always has your back.

And what’s different?

Alas, my dear Ryan, there are componentry differences that separate the Norden 901 from its KTM counterpart where it comes to ultimate off-road mastery. The most obvious of these is the suspension. Husqvarna opted to fit the Norden with a 43 mm WP APEX fork rather than the WP XPLOR-USD, 48 mm fork on the 890 Adventure R. It’s a fully adjustable separate-function fork, housing the compression damping in the left leg and the rebound damping in the right. That said, the APEX’s 8.8 in. (220 mm) of travel is a full 0.8 in. (20 mm) shorter than the EXPLOR’s 240 mm. Likewise, the Norden’s WP monoshock isn’t nearly as trick as the 890 Adventure R’s. It’s still a direct-link system, but with no PDS or piggyback reservoir and no compression adjustability either. However, Norden’s shock does get a handy preload adjuster knob. I’m told the ’21 890 Adventure R didn’t have that, but I guess we’ll see what happens in 2022, huh?

Husky officials told me they were willing to sacrifice a bit of off-road prowess for an added measure of on-road comfort on the Norden. True enough, the Norden delivers a plush and supple ride on asphalt, concrete, or cobblestone. My test bike was a little jouncy with the stock settings, but that was quickly cured with a one-click increase in compression up front and two additional clicks of rebound front and rear. With that, the next 200 miles were controlled and comfortable, no matter how bumpy the serpentine ribbon that lay ahead.

It was a little different matter when the pavement ended, however. The Norden can be dialed in to handle some rough country, but that 20 mm loss of travel is most noticeable when you push the pace. It’s not difficult to blow through the travel if you happen to hike the big Norden into the air, here or there. Said landings usually result in bottomed-out suspension front and rear, but nothing more. The Norden’s chassis maintains its composure, so you don’t have to worry about being thrown into a headshake condition. Still, that suspension clank is a polite reminder to dial back your aggression a little bit.

Whether you do or you don’t, though, the Norden 901 chassis is unflappable. It steers lightly and offers excellent feedback over whatever terrain you choose. It doesn’t feel too long or too short, and it places its poundage well enough that the only time you feel like you’re on a big bike is just before you let out the clutch. Even sliding the rear end is no big deal as long as you aren’t applying a lot of whiskey throttle. The Norden is as predictable and friendly as your grandma’s rocking chair.

The Norden 901 also gets an entirely different rotationally molded fuel tank in the interest of placing the go-juice in a more Cg-friendly location and to better complement that oh-so-sexy Norden bodywork. The result is a tank that is wider at the top and tucked in at the bottom for a slimmer profile. C’mon, Ryan. Can you really say you’ve ever seen a KTM that looks this good? The change costs some capacity, but the Norden 901 can probably make do with just a little over 5 gallons compared to the KTM’s 5.3. Husqvarna says you’ll still get over 248 miles of range between fill-ups. God knows that the Norden 901 can still hold out longer than you can before you start craving your favorite gas-station beef jerky. I should also mention that the fuel cell plays a part in the Norden’s excellent ergos, giving the bike a rather slim-waisted feel.

But the most critical part, the one that really separates the Husqvarna Norden 901 from the KTM 890 Adventure R, is the seat. If the Norden’s two-step adjustable saddle were the only difference between the two models, you’d probably swear you were riding two different bikes. Husqvarna fiddled with varying densities of foam until they got the one that would make the baby bear shed a tear. It’s just right! Slim enough to provide a tremendously narrow feel at the Norden’s waist when seated or standing, it tapers into a wide, almost tractor pan-like profile that allows you to scooch back and enjoy a relaxing ride all day long. It just goes to show that the Mattighofen crew does possess the talent to engineer a seat that doesn’t make you feel like you’re sitting on a sharp-edged 2 by 4.

The Norden’s braking components are by J. Juan. Lest you decry the lack of Brembos, know that these Spanish-made brakes are part of the Brembo group, so there’s little room to doubt their quality. Up front, four-piston, radially mounted brake calipers and two 320 mm brake discs apply plenty of whoa in concert with a 260 mm brake disc actuated by a two-piston floating caliper. Feel and feedback are excellent at both ends, and you can dial in power to your liking by simply experimenting with the available ABS settings. Easy peasy.

What needs to change?

Was there anything I didn’t like about the Norden 901? Yeah, as a matter of fact, there was. I can appreciate that the Husky comes standard with the Easy-Shift function, affording the ability to bang upshifts and downshifts without disengaging its smooth-and-precise Power Assist Slipper Clutch (PASC). The problem I had wasn’t with the system’s functionality but rather the Norden 901’s shifter. Unless you have boots with very little plastic and/or a fair measure of ankle articulation, you’ll probably find the shift lever arm to be too short and its location too low. With my Alpinestars Tech 5s I had a hell of a time getting comfortable, consistent upshifts, and I hit more than a few false neutrals along the route. Otherwise, the shifts were peanut-butter smooth when I got them right, and even if I shifted too early, the Norden 901 motor always made enough torque to take up the slack.

And there’s one change I’d make if I really wanted to try and get the Norden 901 on a slightly more level playing field with the KTM 890 Adventure R: tires. If I knew that my adventures would include a lot of dirt, I’d take off the Norden’s Pirelli Scorpion Rally STRs and swap them with a set of Continental TKC 80s. The Contis are still the gold standard in Adventure bike tires, and the off-road grip they provide would be a better match for the Norden’s power, particularly when cornering.

After that, it would just be a matter of accessorizing the Norden to my liking. Fortunately, Husqvarna is already offering a bunch of cool add-ons, such as a taller windscreen, Touratech aluminum side cases and top case, or Husqvarna soft cases. There’s also a suspension lowering kit that drops the seat height another 22 mm without affecting the Norden’s riding dynamics; heated seats; heated grips; and an Akrapovič titanium muffler that shaves weight and doesn’t require any ECU tuning.

Husqvarna is also developing a Ride Husqvarna Motorcycles app that lets you connect a smartphone to the Norden 901 via Bluetooth. The app gives you complete control over incoming calls, audio playing, and offers turn-by-turn navigation viewed through the TFT display. Operation is via the handlebar-mounted menu switch.

What’s the bottom line?

At $13,999, the Husqvarna Norden 901 is set to hit the ground as a reasonably priced machine that checks all the boxes for all but the most dirt-crazed riders. It may not eclipse the 890 Adventure R when the going gets really rough, but it more than makes up for that with superior comfort over the long haul. In fact, it might just be the best all-around ADV bike on the market in 2022. Time will tell.

The post 2022 Husqvarna Norden 901 Review – First Ride appeared first on Dirt Bikes.

IRVINE, CA – March 22, 2018 – Answer Racing, Iron Cobras, and WLF Enduro have joined forces for “Dirt Don’t Hurt,” a film launching Answer Racing’s new OPS (Off-road Performance Series) riding apparel line.

In 1976, Answer Racing was founded on a mission to ride dirt bikes as much as possible, and have as much fun as possible. Today, we teamed up with riders, builders, and an idea to showcase that original mission to riders looking to get out there more, and to those just exploring the world dirt bikes have to offer. As with most great ideas, “Dirt Don’t Hurt” and its two mechanical heroes were dreamt up around a campfire surrounded by friends.

The Answer Racing crew has always loved the off-road space and, after years in the lab, we’re ready to field test our world-class off-road apparel line. Fortunately, when your friends are incredible bike builders like Iron Cobras’ Evan Scott and WLF Enduro founders Luke Takahashi and Keith Culver, a healthy dose of dirt testing is merely an email away.

Within hours, the assembled crew had a plan: 2 bike builds – one inspired by off road’s past, and one its DAKAR-tested present, a group of friends, and one mega trail test from Southern California to The One Show in Portland, Oregon.

Two 2017 Yamaha WR450F dirt bikes were acquired. One would become The 81 – a vintage inspired shred machine. The other would become The Ghost, a modern rally-inspired beast.

Evan Scott of Iron Cobra Fabrication only had six weeks to take the bikes from stock to a show form that could also handle a week of punishment. It was down to the wire, but the bikes were ready to go.

Scott Sagud of MAG Group and Keith Culver of WLF Enduro, the two guys beginning the trip with Scott, convinced him that the trip was pointless if they babied the bikes. The ensuing ride would be a torture test for gear, bike, and rider, and out the other end all three remained mostly unscathed, minus a few well-earned broken bones and dents.

The final day of riding would be at the Pacific Northwest’s Holy Grail: Tillamook State Forest. With the rest of the WLF Enduro crew joining, they had perfect conditions for many of their first times at this world-renowned riding spot, making for a day they’ll never forget.

Finally, our band of merry men ended the trip at The One Moto Show in Portland, Oregon, where The 81 and Ghost sat amongst the custom world’s best and garnered more than their fair share of attention both for their appearance and the mud tracks they brought in through the front door.

From heat, sand, mud, rain, and trips to the ER – bikes, bodies and the upcoming Answer Racing OPS kit came out the other end ready for the trails ahead and the stories yet to be made.

About Answer Racing

Answer Racing started in 1976 with the goal to provide hardcore motocross enthusiasts with products they can trust. Fast forward to today and Answer Racing has not lost sight of the original vision. We put our 40 years of experience behind bars into every product we make. Whether you are a diehard racer or a weekend warrior, we’ve got you covered.

About Answer Racing OPS (Offroad Performance Series)

OPS is an expansive range of off-road apparel and accessories geared toward rugged conditions where performance, comfort, and durability are non-negotiable. Through collective decades of off-road riding, our team has identified areas in which innovative product can elevate the rider’s experience. We noticed most off-road gear is re-purposed mx gear. So we decided to incorporate lightweight and durable Cordura Stretch fabrics, heat resistant aramids, Cooling fabrics from 37.5, high denier nylons, waterproof/breathable laminants, and functional storage solutions resulting in the most functional, comfortable, and tough assortment of purpose built product we could imagine. By focusing on the specific needs and real-life situations the rider may face on the trail, we are able to create outstanding product that is everything you need and nothing you don’t.

For more information on the new Answer OPS (Offroad Performance Series), contact Scott Sagud at scott.sagud@maggroup.com

For more information on Answer Racing Editorial and or general Marketing opportunities, contact Randy Valade at rvalade@answerracing.com

For more information on getting rad on dirt and dual sport bikes, contact Keith Culver or Luke Takahashi at founders@wlfenduro.com

For more information on the builds, contact Evan Scott at evan@ironcobras.com

The post Answer Racing: Dirt. Don’t. Hurt. appeared first on Dirt Bikes.

Cypress, CA–November 6, 2017–Yamaha Motor Company, Ltd., today unveiled the prototype Ténéré 700 World Raid Adventure motorcycle, further expanding on the T7 concept model that was introduced last year.

Commitment to Adventure
Having pioneered the development of rugged, lightweight dual-purpose motorcycles back in the 1970s, Yamaha has always had a close relationship with the Adventure segment.

Developed from the legendary Dakar Rally winning race bikes, models like the original Yamaha XT600Z Ténéré opened up the possibilities of long distance exploration to every rider. With their durable designs, long range fuel tanks and unrivalled reliability, the first generation Ténéré models became some of Yamaha’s best-selling motorcycles, and helped to ignite worldwide interest in a whole new movement.

Following the outstanding success of the original air-cooled adventure bikes, the Yamaha Adventure lineup continued with models like the XTZ750 Super Ténéré, as well as the XTZ660 Ténéré – both of which became recognized as the definitive adventure bikes of choice for long distance riders who wanted performance, quality, durability and reliability.

The original Ténéré spirit has never gone away, and Yamaha’s commitment to the Adventure world remains as strong as ever.

Since T7 broke cover a year ago, it has experienced unprecedented levels of attention all over the world. Wherever the bike has been displayed, there have been crowds of eager riders waiting to see it and touch it, and videos of the T7 concept have attracted millions of views.

Ténéré 700 World Raid Prototype–Chasing the Next Horizon
Inspired by the remarkable levels of worldwide interest generated by the T7 concept, Yamaha has created the Ténéré 700 World Raid, a prototype model which is being used to develop the final specification of the production model.

Featuring the rugged rally-inspired character of the original T7 concept bike, and developed using the information gained from intensive testing of the T7 during 2017, this lightweight adventure bike is unlike anything else currently offered.

In contrast to many models available today from other brands, the Ténéré 700 World Raid’s low weight and slim chassis give excellent off road performance for more extreme riding in a wide variety of terrain – and its compact 689cc crossplane concept 2-cylinder (CP2) engine delivers a wide band of tractable and easy to use power that make it ideal for on and off road adventure riding.

This motorcycle knows no bounds, and is designed for riders with an active attitude who yearn for the feelings of total freedom associated with adventures on two wheels. Designed with Yamaha’s rally winning DNA, the motorcycle that captures the genuine Ténéré spirit is just over the next horizon.

Ténéré 700 World Raid–The Real Spirit of Adventure
At the very heart of the Ténéré 700 World Raid prototype is the same highly acclaimed 689cc CP2 engine that has been used in the popular MT-07.

With its compact design and linear torque delivery, this specially developed version of our highly acclaimed CP2 engine gives plenty of power for strong performance on the tarmac and dirt, while its mass-centralized layout and low weight contributes to the bike’s agile handling characteristics. The prototype also features a custom-made rally-style Akrapovič exhaust that reinforces the bike’s rugged looks and delivers a deep and powerful tone.

The steel chassis has been reworked and improved in key areas in order to achieve optimized on road and off road handling, and features capable upside down front forks and a monoshock rear that are designed to perform well in all conditions.

The Ténéré 700 World Raid features the same rugged-looking rally bike silhouette as the T7, with a number of fine tunings, such as a lower seat height, that make the future production model accessible to a wide range of adventure riders.

The fuel tank has been developed to give a useful range between refills, while at the same offering excellent ergonomics and contributing towards the machine’s low weight.

Carbon fiber is used for the side panels, front fender and the one-piece rear tail, and the cowl is equipped with a Dakar Rally machine inspired 4-projector headlight assembly.

The cockpit area is designed to enable the rider to locate additional equipment such as navigation devices, and this exciting adventure bike features the T7-inspired color scheme, with Racing Blue and carbon fiber bodywork.

2018 Ténéré 700 World Raid
Inspired by the huge levels of interest generated during the last 12 months, Yamaha will be taking the Ténéré 700 World Raid prototype on a challenging trip across the world throughout 2018.

During this special World Raid, a team of Yamaha riders will take on a number of tough adventure stages across the globe, enabling Yamaha fans in America, Australia, Africa and Europe to see, feel and hear the future of adventure riding.

To find out more about the Ténéré 700 World Raid, visit https://www.yamahamotorsports.com/adventure-touring/pages/yamaha-tenere-700-prototype.

To view the T7 concept that was introduced last year, visit https://www.yamahamotorsports.com/adventure-touring/pages/yamaha-t7-concept.

More information related to all Yamaha products can be found at https://www.yamahamotorsports.com.

About Yamaha Motor Corporation, U.S.A. (YMUS)
Yamaha Motor Corporation, U.S.A. (YMUS), is a recognized leader in the powersports industry. The company’s ever-expanding product offerings include Motorcycles and Scooters, ATVs and Side-By-Side Vehicles, Snowmobiles, Outboard Motors, Personal Watercraft, Boats, Outdoor Power Equipment, Golf Cars, Race Kart Engines, Unmanned Helicopters, Accessories, Apparel, and much more. YMUS products are sold through a nationwide network of dealers in the United States.

Headquartered in California since 1960, YMUS also has facilities in Wisconsin and Georgia, as well as factory operations in Tennessee and Georgia. For more information about Yamaha, visit www.YamahaMotorsports.com.

The post Yamaha Reveals Ténéré 700 World Raid at EICMA appeared first on Dirt Bikes.

Following a European release early next year, both models will be available in the U.S. in summer of 2018. Suggested retail price for the Adventure Sports model is approximately $2000 higher than that of the current Africa Twin.

Displayed previously in concept form, and developed as a powerful extension of the “True Adventure” mantra that drives the Africa Twin platform, the new Adventure Sports version features increased suspension travel, added ground clearance, enhanced creature comforts and a larger fuel tank for extended range. Both the Adventure Sports and the standard Africa Twin feature a long list of updates to the engine, electronics, and rider interface, while continuing to offer an ideal balance of power and light weight.

“The Africa Twin’s success on showroom floors and in comparison tests is evidence of the platform’s profound capabilities, but the Adventure Sports model expands the possibilities by making it possible to ride further and more comfortably,” said Lee Edmunds, American Honda’s Manager of Motorcycle Marketing Communications. “We’ve enjoyed seeing our customers put their own interpretations on the Africa Twin’s ‘True Adventure’ ethos, and with the increased capabilities of the new Adventure Sports, as well as those of the updated standard Africa Twin, we expect that spirit will be applied in new and exciting ways.”

COLORS
CRF1000L2 Africa Twin Adventure Sports: White/Blue/Red
CRF1000L Africa Twin: TBA
Availability: Summer 2018

KEY FEATURES
-The Africa Twin Adventure Sports has a larger fairing matched with an 80mm taller screen to offer greater wind protection, and comes standard with heated grips and a 12 volt accessory socket, facilitating longer tours in wide-ranging conditions

-The Adventure Sports model comes standard with larger sump guard and front light bars, as well as brushed-aluminum cowling panels, rear mudguard, and easily removable steel rack

-The Adventure Sports model has larger, 6.37-gallon fuel tank (compared to 4.97 gallons on the standard model), extending range

-Both CRF1000L Africa Twin models now have auto-canceling turn indicators

-The Adventure Sports model’s seat features a flatter profile and a 1.2-inch-taller height than standard model. The seat adjusts .8 inches, for a seat height of either 35.4 inches or 36.2 inches (compared to 33.5 inches and 34.3 inches). Handlebar position is 1.3 inches higher and .2 inches rearward compared to the standard version

-The Adventure Sports model has a storage pocket on rear right.

-On both models, the rider’s foot pegs are now wider and affixed via stouter steel mounting plates, whereas the passenger foot-peg hangers have been redesigned to allow more room for the rider’s feet when standing.

-On both models, instruments are positioned at a shallower angle to allow the rider to see them more easily from a standing position.

-The Adventure Sports model has updated, longer-travel Showa suspension, resulting in 10.6 inches of ground clearance (compared to 9.8 inches). On both models, shock preload, rebound damping, and compression damping are fully adjustable.

-Both models have compact two-piece, radial-mount, four-piston front-brake calipers and “wave” floating rotors front and rear. The lightweight two-channel ABS can be turned off at the rear.

-Both models feature front and rear wheels in size 21 and 18 inches, respectively, with stainless-steel spokes for improved durability

-On both models, the 998cc SOHC eight-valve parallel-twin engine is updated with a new airbox, now featuring a 20mm longer funnel length and matched to redesigned exhaust internals that significantly improve midrange response and sound quality.

-On both models, the engine’s balancer-shaft weights have been lightened by 10.6 ounces for added character and feel in power delivery
-The water pump is housed within the clutch casing, with a thermostat integrated into the cylinder head, while water and oil pumps are driven by the engine’s balancer shafts, contributing to a compact engine and optimum ground clearance.

-New for 2018, a lithium-ion battery is 5.1 lbs. lighter than the previous lead-acid unit.

-Both versions available with Honda’s advanced automatic Dual Clutch Transmission (DCT), delivering consistent, quick, seamless gear changes on-road or off. Rider can select from three different shifting modes, and a G switch enhances off-road functionality by reducing the amount of clutch slip during gear changes

-New for 2018, both Africa Twin models have Throttle-By-Wire system (TBW), opening the door to four individual riding modes and an expanded Honda Selectable Torque Control (HSTC) system

-HSTC now features seven levels (up from three), to adapt to a wide variety of conditions. HSTC can also be completely switched off, and three levels of power and engine braking are available.

DESIGN
The Africa Twin Adventure Sports’ styling is less minimalist than that of the Africa Twin; the dual headlights are shared but the new model has a larger fairing matched with an 80mm taller screen to offer greater wind protection. It also comes standard with heated grips and a 12V accessory socket, facilitating longer tours in wide-ranging conditions.

The Adventure Sports model comes standard with a larger sump guard and front light bars. Brushed-aluminum cowling panels add tough appeal and class to this adventure-ready machine, while the rear mudguard and steel rack can be easily removed. Aluminum side cases are available, as is an aluminum top box with mounting equipment specific to the CRF1000L2 Africa Twin Adventure Sports. Thanks to a 1.4-gallon larger, 6.37-gallon fuel tank (compared to 4.97 gallons on the standard model), range for the Adventure Sports model is extended.

On both Africa Twin models, the turn indicators now auto-cancel. Rather than using a simple timer, the system detects differences in front and rear wheel speed and calculates when to cancel the indication relative to the situation.

ERGONOMICS
For extended off-road use, the Adventure Sports’ seat features a flatter profile, and seat height is 1.2 inches higher than the standard model. The seat adjusts .8 inches, for a seat height of either 35.4 inches or 36.2 inches (compared to 33.5 inches and 34.3 inches); there’s also a rear storage pocket tucked away on the right side. To match the raised seat height, the handlebar position is 1.3 inches higher and .2 inches further back than that of the standard model, resulting in a more upright riding position.

On both CRF1000L Africa Twin models, the rider’s foot pegs are now wider and affixed via beefed-up steel mounting plates. The passenger foot-peg hangers have been redesigned to allow more room for the rider’s feet when standing, and the instruments are positioned at a shallower angle to allow the rider to see them more easily from a standing position. These updates benefit riders in off-road situations, an area where the tractable Africa Twin already stands out thanks to its user-friendly performance and size.

CHASSIS/SUSPENSION
The 2018 Africa Twin and Africa Twin Adventure Sports share a steel semi-double-cradle frame that provides nimble on-road manners plus stable high-speed characteristics, as well as genuine off-road capability. Thanks to updated Showa suspension, the Adventure Sports offers 10.6 inches of ground clearance (.8 inches more than the Africa Twin). Each has a wheelbase of 61.2 inches, and rake/trail figures of 27.5°/4.5 inches. Curb weight for the Adventure Sports is 533 pounds (556 pounds DCT), while the standard model weighs in at 507 lbs. (529 pounds DCT).

The Adventure Sports’ updated 45mm Showa cartridge-type inverted fork has 8.9 inches of suspension stroke (up .9 inches from the standard Africa Twin), offering excellent long-travel performance. At the Adventure Sports’ rear, a similarly revised Showa shock delivers 9.4 inches of travel, up .8 inches.

On both models, the shock has a low upper mount for mass centralization, and it features a 46mm remote reservoir for stable damping control under more extreme off-road conditions. Spring preload can be adjusted via a dial on the shock body; rebound and compression damping are also fully adjustable.

Compact two-piece, radial-mount, four-piston calipers work dual 310mm “wave” floating rotors through sintered pads and serve up consistent stopping power and feel on-road or off. The rear rotor has a diameter of 256mm and also features a “wave” design. The lightweight two-channel ABS can be turned off at the rear.

True to their off-road heritage, the Africa Twin models feature spoke front and rear wheels in size 21 and 18 inches, respectively, wearing 90/90-21 and 150/70-18 tires. The spokes are manufactured in stainless steel for improved durability and ease of care.

ENGINE
The 998cc SOHC eight-valve parallel-twin engine used in both Africa Twin models is updated with a new airbox, now featuring a 20mm longer funnel and matched to redesigned exhaust internals that significantly improve midrange response and sound quality. The two-into-one downpipe now feeds exhaust through two catalyzers (up from one) into a simplified, smaller-volume muffler (4 liters instead of 4.6) that houses two chambers rather three.

Bore and stroke are set at 92 x 75.1mm, with a 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.

For 2018, the engine’s balancer-shaft weights have been lightened by 10.6 ounces for added character and feel in power delivery. As was the case before, the crankcases are split vertically; the water pump is housed within the clutch casing, with a thermostat integrated into the cylinder head. The water and oil pumps are driven by the engine’s balancer shafts. These features contribute to the engine being compact and short, and to optimum ground clearance, a crucial element to off-road performance.

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, whereas the exhaust valves are 31mm.

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.

Secondary vibrations are neutralized 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.

On the manual-transmission versions, the aluminum clutch center and pressure plate use “assist” cams to ease shifting (with light lever feel) and “slipper” cams for deceleration and downshifting. 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.

New for 2018, a lithium-ion battery is 5.1 lbs. lighter than the lead-acid unit of the 2017 Africa Twin and offers greater longevity, both in terms of life and the ability to retain a charge.

An optional quick-shifter is available.

DCT
Honda’s advanced automatic Dual Clutch Transmission (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. When a gear change occurs, 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), impossibility of stalling, low-stress urban riding, and reduced rider fatigue add to the appeal of DCT.

Three modes of gear-change operation are available. Manual mode gives full manual control, allowing the rider to shift with the handlebar triggers. Automatic Drive mode is ideal for city and highway riding, and achieves optimum fuel efficiency. Automatic Sport 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 Drive or Sport mode, immediate manual intervention is possible; the rider simply selects the required gear using the up and down shift triggers on the left side of the handlebar. After an appropriate interval (depending on throttle angle, vehicle speed, and gear position), the DCT seamlessly reverts back to automatic mode.

The Africa Twin models’ DCT 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. In any riding mode, pushing the G switch reduces the amount of clutch slip during gear changes.

Further functionality for the DCT system comes in the form of incline detection, adapting the gear-shift pattern depending on the grade of an incline.

TECHNOLOGY
For 2018, the entire Africa Twin platform is updated by way of a Throttle By Wire (TBW) system that opens the door to four individual riding modes and an expanded Honda Selectable Torque Control (HSTC) system. The use of TBW greatly expands the choices available to the rider to manage engine output, feel, and rear-wheel traction. Whereas the 2017 Africa Twin had three levels of HSTC, plus OFF, the new system features seven levels—from Level 1, for aggressive riding off-road on block-pattern tires, to Level 7, for maximum sense of security on slippery, wet tarmac. It is still possible to turn HSTC completely off, and there are also three levels of power and engine braking available.

In a setup first used on the RC213V-S—the street-legal version of Honda’s MotoGP racer—three riding modes offer preset combinations of each parameter, suitable to different riding environments and scenarios:

TOUR mode employs the lowest Power (1), medium Engine Braking (2), and high HSTC (6).

URBAN mode uses mid-level Power (2) and Engine Braking (2), and high HSTC (6).

GRAVEL mode allows maximum Power (3) and Engine Braking (1), with high HSTC (6).

A fourth mode—USER—allows the rider to set and save his or her preferred combination of Power, engine braking, and HSTC levels. Riding mode and HSTC level can be changed at any time using the controls on the left switchgear.

HONDA ACCESSORIES
A full range of genuine Honda accessories is available for the CRF1000L2 Africa Twin Adventure Sports, including:

Touring bags
Aluminum luggage set
Rubber passenger foot pegs
DCT foot shifter
Fog lamps
Wheel stripes
Alarm system
Center stand
Sump guard
Lower and higher seats

The range of genuine Honda accessories available for the CRF1000L Africa Twin includes:

Top box and inner bags
Touring bags
Aluminum luggage set
Frame guard
Smoke windscreen
High windscreen
Upper and lower wind deflectors
Rubber passenger foot pegs
DCT foot shifter
Heated grips
12V accessory socket
Fog lamps with cowl mounting bar
Wheel stripes
Alarm system
Center stand
Sump guard
Lower and higher seats

The post 2018 Honda CRF1000L2 Africa Twin Adventure Sports appeared first on Dirt Bikes.

The CRF250L may not qualify for hard-core dual-sport status, and yet it leads the category with 20 percent of the market share. Around 4000 customers ponied up for a CRF250L in 2016—we’d like to think it’s because of our 2016 Honda CRF250L Ride Review. Whatever the case, people are buying CRF250Ls and loving ‘em, and we can’t fault them for that. Even though the CRF250L isn’t the quickest or fastest quarter-liter machine in the class by a longshot, that’s fine. It was never designed to be a massive off-roader as much as an off-roader for the masses.

Now, you might think that idea harshes your cool, but believe us when we say that you want the OEMs to produce machines like these, because if they are successful, and more people decide to move on to a full-fledged dirt machine, the manufacturers will produce more and better dirtbike models. That’s how it works.

The CRF250L already has a reputation as a “go anyplace within reason” dual-sport machine. Heck, we even had our 2016 test unit on a motocross track and had fun doing it! All we’ve ever really begged for is just a little more power. Well, for 2017 Honda has not only updated the standard CRF250L to give it a little more zest, it has also added a second, eye-catching model. In addition to the standard CRF250L, the all-new 2017 CRF250L Rally boasts Dakar Rally styling lifted straight from Honda’s CRF450 RALLY machine, slightly taller suspension and more fuel capacity than the CRF250L so you can have even more fun between filling stations. For 2017, the CRF250L costs $5149 while the CRF250L Rally costs $5899.

Honda recently invited us to sample both machines in Southern California, using the California headquarters of Johnny Campbell Racing as its headquarters. If you don’t know who Johnny Campbell is, then you must not know off-road racing, because the San Clemente-born Campbell is a legend in the discipline with a plethora of SCORE Baja 500 and 1000 wins as well as two finishes in the Dakar Rally. Now retired from racing, Campbell fields Honda factory-backed teams in the AMSOIL Grand National Cross Country Series, where team rider Trevor Bollinger is the reigning champion in the XC2 Pro class.

[See image gallery at www.dirtbikes.com]

Our band of journalists got the chance to sample the CRF250L and CRF250L Rally equally while embarking on a self-guided tour using the Rever navigational app on a route that mixed a good portion of off-road riding in with two-lane blacktop as we rode to and from the Robert Renzoni Winery for lunch before swapping models and heading back to JCR in the afternoon.

While the CRF250L Rally is technically an all-new model, it shares the updates made to the CRF250L, which include a 2mm larger throttle body (now 38mm rather than 36mm) and a revised airbox with a 100mm longer connecting tube for improved throttle response. The airboot has also been reshaped to give the CRF250L a better “pulse feeling” when riding. Its two-chamber structure is also more compact and thus a little lighter than the previous component. In search of a little more peak horsepower while reducing emissions, Honda also fitted a new ECU and increased the exhaust headpipe size by 10mm, to 38mm.

Chassis-wise the CRF250L receives a few more upgrades for 2017, including updated instrumentation that features a bar-graph tachometer to keep track of revs, LED bulbs in the taillight for improved reliability and brighter lighting, an updated license-plate holder and a new wave-style 256mm front rotor (the CRF250L Rally’s is bigger still, 296mm). Even better, both 2017 CRF250Ls are available with optional two-channel ABS that can be deactivated for dirt riding.

Where the CRF250L boasts new CRF motocross-style graphics, the CRF250L Rally offers an entirely different look. In addition to the engine upgrades the Rally model’s Showa fork travel is stretched 1.18 inches while its Showa shock rides on a different linkage than the CRF250L. Its Dakar-influenced styling also incorporates a 2.7-gallon fuel cell, .6 of a gallon more than the CRF250L.

Our day began with the CRF250L Rally, and it included some rather technical fire road terrain with plenty of rocks and huge washouts, courtesy of last winter’s torrential rains. It made for an excellent test of the Rally’s capability.

Despite the upgrades, the CRF250L and CRF250L Rally’s shared, CBR250R-based 249.6cc four-stroke Single is still no power monger, and yet it’s still a blast to ride. Its 76mm bore and 55mm stroke, DOHC four-valve favors rpm over torque, and there’s plenty of breath to keep the Rally rolling down the road or along the trail. The 250L motor is truly electric in feel despite its lack of grunt, and its smooth-shifting six-speed gearbox and linear-feeling cable-operated clutch facilitate the multiple gear changes needed to keep the engine in the “meat” of its powerband. The CRF250L’s ratios are identical to the CBR’s, but the CRF transmission boasts wider gears and strengthened shift dogs. The clutch is also fitted with a judder spring in its hub to absorb shock loads through the driveline if the rear wheel should snag a rock or a tree root on the trail.

The engine’s smooth and precise fuel-injection is a real plus, delivering clean, quick throttle response, though you still need to rev it up and snap the clutch in order to pop over rocks, ruts and other obstacles on the trail. When the going gets slick, the L motor has just enough flywheel inertia to maintain sure-footed traction through most of the off-road terrain you’re likely to attempt on the Rally. The real beauty of the Honda motor is that it instills confidence that allows the rider to grow his or her off-road capabilities without getting into trouble. Previous CRF250L testing has shown us that the engine’s fuel economy is around 73 mpg, so the CRF250L and the Rally should be as user-friendly at the gas pump as it is on- or off-road.

Neither the CRF250L Rally nor the CRF250L are lightweights either. Honda claims curb weights of 341.7 lbs. for the CRF250L Rally and 317.5 lbs. for the CRF250L in non-Abs trim, but weight isn’t really a shortcoming when you’re knocking about on either machine. The chassis shared by the CRF250L and the CRF250L Rally features a combination of twin oval-section main spars, a semi-double cradle bottom connected to a round steel, bolt-on subframe. Thanks to its greater fork travel, the CRF250L Rally’s wheelbase measures 57.3 inches, with the front-end geometry checking-in at 28.1° of rake and 4.5 inches of trail while the CRF250L rides on a 56.9-inch wheelbase with a 27.6° rake and 4.4 inches of trail.

Both machines deliver reasonably precise steering thanks to wide handlebars that afford the rider plenty of leverage when transitioning from left to right and back again. The chassis on both machines delivers a stable feel, allowing you to push either machine harder than you’d think you could. Experienced off-roaders might be wanting more performance in a few key areas, but not so much that the CRF250L or the Rally are a big letdown to ride in stock trim.

If there’s one area where the CRF250L Rally does come up a little short—and that’s ironic—it’s in the suspension department. Despite its 1.18-inch longer, 11.3-inch travel, 43mm coil spring Showa inverted fork up front, the added weight of the Rally’s bodywork and heavier fuel load tend to make the front suspension action feel mushy when reasonable hits are encountered. While the shock is mounted to a Honda Pro-Link rear suspension system with a monobloc tapered aluminum swingarm to yield 10.6 inches of rear suspension travel, both ends are on the cushy side once the pace goes beyond casual trail riding speeds.

That isn’t the case on the lighter CRF250L, which features essentially the same fork and shock but with 9.8 inches and 9.4 inches of travel respectively. The standard model doesn’t reach its off-road speed limit quite as quickly as the Rally will. We found out during our return leg to Johnny Campbell Racing that it is surprising just how silly you can get on the CRF250L before common sense prevails and keeps you from going on your head. The sensation is that the CRF250L’s suspenders simply have more spring tension, which delivers a tauter and more controlled feel that helps when you find yourself going a little too quickly in the rough stuff, and the CRF250L’s smaller and slimmer overall feel encourages such shenanigans in the first place.

But if you should find yourself needing to get on the binders, at least Honda didn’t scrimp on their performance. The 296mm wave-style front rotor on the CRF250L Rally and the 256mm wave-style rotor on the standard CRF250L, which are both clamped by Nissin twin-piston calipers, deliver a smooth and controllable feel when applied. The action is more akin to dirtbike brakes than streebike brakes, which is to say more linear than downright powerful, but the front brake on either machine works well with the 220mm rear disc and single-piston caliper out back to provide plenty of stopping power, and with the optional ABS there’s even less reason to worry about locking up either wheel during a panic stop. Adding the ABS option will set the customer back an additional $300 more than the base MSRP on either machine.

But whether you do or don’t opt for ABS, plan on spending a lot of time enjoying either of these machines. If you’re more of a long-distance guy or gal, then the CRF250L’s larger fuel tank, slightly larger feel and excellent wind protection should be to your liking. If you’re going to spend more time experiencing tight single-track trails, the CRF250L is probably a better bet. The Rally’s larger feel and windscreen enhance its all-day comfort, and it would be our first choice for a long road or trail ride. The standard CRF250L offers smaller, more dirtbike-like ergonomics for riders who really want to test their mettle on technical trails. Neither machine feels cramped or otherwise uncomfortable in the cockpit.

Either way, know that both machines boast the same top speed—about 81 mph—which is plenty for highway use. However, riding them that fast for any length of time isn’t all that pleasant. Despite their smooth-revving performance and vibration-quelling, gear-driven counterbalancers, our experience on the super slabs was that 6000 rpm was about the limit before secondary vibration began to creep through the bars, pegs and seat, making the ride less pleasant. Unfortunately, the bar graph tachometers on both showed that indicated 65 mph comes at a buzzy 6800 rpm. Keeping the revs to 6000 produces an indicated 58 mph, not really enough for Southern California freeway use but more than enough for two-lane, backroad exploration.

Even so, aside from the few shortcomings that are obvious concessions to their economy bike status, the 2017 Honda CRF250L and CRF250L Rally are very capable machines for the entry-level or casual dual-sport rider. Both deliver just enough engine performance, comfort, handling and braking to justify their existence, something to which the CRF250L’s sales figures already bear witness. More experienced riders might wish for more power or better suspension performance in the dirt, but that wouldn’t stop us from sticking either one of these little Hondas in our garage.

2017 Honda CRF250L Specifications
Engine Type: Liquid-cooled, fuel-injected, DOHC, single-cylinder, four-stroke
Bore x Stroke: 76.0mm x 55.0mm
Compression Ratio: 10.7:1
Valve Train: DOHC; four valves
Fueling: PGM-FI; 38mm throttle body
Ignition: Full transistorized ignition
Transmission: Six-speed
Final Drive: Chain
Front Suspension: 43mm Showa telescopic inverted fork; 9.6 in. travel
Rear Suspension: Pro-Link, Showa single shock; 9.4 in. travel
Front Brake: Single 256mm disc w/Nissin twin-piston caliper (ABS optional)
Rear Brake: Single 220mm disc w/Nissin single-piston caliper (ABS optional)
Front Tire: IRC Trails GP 3.00 x 21-inch
Rear Tire: IRC Trails GP 120/80-18-inch
Rake: 27.6°
Trail: 113mm (4.4 inches)
Seat Height: 34.4 inches
Ground Clearance: 10 inches
Wheelbase: 56.9 inches
Fuel Capacity: 2.1 gal.
Claimed Curb Weight*: 317.5 lbs.
Color: Red
MSRP: $5149 (add $300 for ABS model)
*Includes all standard equipment, required fluids and full tank of fuel.

2017 Honda CRF250L Rally Specifications
Engine Type: Liquid-cooled, fuel-injected, DOHC, single-cylinder, four-stroke
Bore x Stroke: 76.0mm x 55.0mm
Compression Ratio: 10.7:1
Valve Train: DOHC; four valves
Fueling: PGM-FI; 38mm throttle body
Ignition: Full transistorized ignition
Transmission: Six-speed
Final Drive: Chain
Front Suspension: 43mm Showa telescopic inverted fork; 11.6 in. travel
Rear Suspension: Pro-Link, Showa single shock; 10.3 in. travel
Front Brake: Single 296mm disc w/Nissin twin-piston caliper (ABS optional)
Rear Brake: Single 220mm disc w/Nissin single-piston caliper (ABS optional)
Front Tire: IRC Trails GP 3.00 x 21-inch
Rear Tire: IRC Trails GP 120/80-18-inch
Rake: 28.1°
Trail: 114mm (4.5 inches)
Seat Height: 35.2 inches
Ground Clearance: 10.6 inches
Wheelbase: 57.3 inches
Fuel Capacity: 2.7 gal.
Claimed Curb Weight*: 341.7 lbs.
Color: Black/Red/White
MSRP: $5899 (add $300 for ABS model)
*Includes all standard equipment, required fluids and full tank of fuel.

The post 2017 Honda CRF250L, 2017 Honda CRF250L Rally Ride Review appeared first on Dirt Bikes.

But which one?

Honda currently offers two versions of the Africa Twin, one with a standard six-speed manual transmission and clutch, and the other with an innovative Dual Clutch Transmission (DCT) that offers two auto-shift riding modes as well as a manual-shift mode. The DCT version retails for $13,999, or $700 more than the $13,299 standard Africa Twin.

The DCT is not new. The concept has been incorporated into select Honda streetbike models for the past several years, but the Africa Twin marks the first time that the DCT’s mettle has been tested in a motorcycle built for use off-road as well as on the street. We’re sure it won’t be the last.

Whether it’s equipped with a standard transmission or a DCT, the Africa Twin’s rumble is supplied by a fuel-injected, 998cc parallel-Twin with a bore and stroke of 92mm x 75mm, a 270-degree crankshaft and Unicam cylinder heads with four valves per cylinder. The compression ratio is a mild 10.0:1 Honda claims that the relatively compact engine produces 93.9 crank horsepower at 7500 rpm, and 72.3 lb.-ft. of torque at 6000 rpm. That’s believable. During dyno testing of the standard transmission model during Motorcycle.com’s 2016 Wire-Wheel Adventure Shootout, the Africa Twin delivered 85.7 rear-wheel horsepower at 7600 rpm and a peak rear-wheel torque figure of 67.0 lb.-ft. at 5900 rpm.

We had intended to put the two Africa Twin test samples on the dyno to see what the power and torque differences might be between the standard and DCT models, but that attempt was foiled when we threw the DCT model on first and found that it would not shift out of first gear no matter what mode we tried. The culprit? The DCT model has a front wheel speed sensor that helps to tell the DCT when to shift, and the front wheel must be spinning in order for that data to be gathered. So…no DCT dyno numbers.

But our sense both on the street and out on the trail is that there is little discernible difference in the power character of the two models. If anything, the DCT feels a little punchier from a standing start on the street, although this may have to with the fact that after you press the D button on the right switchgear, its drive train is already engaged when you rap the throttle, a sensation that may be slightly muted as the rider slips the clutch to come away from a standstill.

Otherwise, they feel pretty much identical, and they feel great. The Africa Twin’s parallel-Twin is the epitome of user-friendliness, delivering excellent throttle response, excellent low-end and perhaps the smoothest transition from bottom to top of any large-displacement Adventure bike in its class. But while the Honda engine is so linear, it’s no foo-foo scooter motor. It actually delivers a mellow dirtbike-style power feel and a surprisingly hearty exhaust note while remaining virtually vibration-free and extremely tractable. Then there is also the switchable Honda Selectable Torque Control feature, which offers three levels of traction-controlling intervention or can be disabled completely (although you have to disable it again every time you turn the key back on). The Africa Twin’s six-speed manual transmission and cable-operated clutch shift in typical Honda fashion, “like butta.”

The goal here, however, was to determine whether the Africa Twin’s DCT transmission would be a help or a hindrance in rugged off-road conditions. To guarantee the right environment, we fitted each model with Continental’s world-class TKC-80 adventure tires and then loaded them up and made the seven-hour trek to Gold Point, Nevada, to enjoy the annual AltRider Taste of Dakar adventure ride.

The DCT is claimed to enhance smoothness and efficiency from gear to gear by essentially engaging the next gear while the current gear is still in use. Honda says that this minimizes the power gaps that occur during shifting with a manual transmission. True to its name, the Dual Clutch Transmission features two clutches: one for off-the-line acceleration and first, third and fifth gears, and one for second, fourth and sixth gears. Honda says that since clutch operation is not required, the rider is free to focus on operating the throttle and brakes.

On the street and in the dirt, we found the DCT’s Drive and Sport modes to simply not fit our own performance-seeking tastes, but doesn’t mean they don’t work as advertised. The Drive mode delivers smooth, full-auto shifting from gear to gear for the best possible fuel economy, while Sport mode allows the rider also holds the Africa Twin in gear longer between shifts for a sportier riding experience. Both modes allow the rider control over the shifting via the “paddle switches.” However, switching to full manual mode allows the DCT to stay in one gear and to shift more quickly and precisely. And, if the rider rolls off the throttle before toggling the upshift button with his index finger, the gear change feels almost the same as a manual clutch that is engaged and released.

Still, dirt testing the DCT Africa Twin against the manual transmission version produced a difference of opinion among our two test riders as to which one works better. Along for the ride was independent motorcycle industry marketing and PR man Scott Shafstall, an experienced off-road rider and certifiable sand dune freak. A self-proclaimed rider-active rider, Shaffstall had reservations about the DCT’s dirt-worthiness.

“If there is one area where the DCT most notably lacked in my opinion it was acceleration responsiveness,” Shafstall said. “I know Mr. Rousseau will disagree but unless you want to constantly downshift with the paddle shifters, there did seem to be a lack of power in the powerband on the DCT. More experienced riders may adjust to this easily, but novices and intermediates may face a steeper learning curve. It’s great that you can downshift on demand, but relaying on the engine to upshift is something I don’t prefer.”

To which Rousseau responded, “Yeah, I get that, especially after I climbed on the standard transmission model Africa Twin and quickly realized by the slack clutch lever how much Shafstall had been fanning the clutch like he probably does on his personal Honda CRF250R. It just goes to show you how much dirt riders rely on the clutch, maybe too a fault, to keep their bikes moving forward without having to shift them as much. That’s the beauty of the DCT. I can upshift downshift with the click of a button for one corner or obstacle and then just as quickly shift back to the gear I was in before that. I think that with the DCT it is easier to be in the right gear for the obstacle or the terrain ahead at all times. That said, I certainly have no issues with the standard transmission model because, well, it’s standard.”

If there is one gripe about the DCT’s pushbutton shifter location, it is that it easy to accidentally activate the turn indicator when downshifting. Another test rider mentioned it during a recent short hop. It is worth noting.

During the Taste of Dakar ride, Shaffstall also claimed that there is a difference in handling between the two bikes. Granted, the DCT weighs in at 536 lbs., nine more than the manual model, but the weight distribution is about equal. The DCT places 272 lbs. (50.75%) on the front wheel and 264 lbs. (49.25%) on the rear wheel, whereas the manual transmission Africa Twin checks in at 527 lbs., with 268 lbs. (50.85%) on the front wheel and 259 lbs., (49.14%) on the rear wheel; the two versions share an identical steel semi-double cradle type with a steel rear sub-frame and 62.0-inch wheelbase. Still, in the dirt, Shafstall had issues with the DCT’s cornering tendencies and its stability.

“Overall, the DCT handled well in the dirt but the manual was easier to control, even with Honda saddlebags it had on it,” he said. “In deep sand the manual was a pig but a somewhat manageable pig. Overall though both models handled well in the dirt. I got the manual up to 107 mph on a straightaway, but only pushed 95 on the DCT as I was less comfortable with its stability at high speeds. The Continental TKC-80s proved their worth time and time again with good bite and minimal wheel spin. A steering stabilizer would have been useful on both Africa Twin models in deep sand (maybe I wouldn’t have crashed) and made me more comfortable to push to DCT to higher speeds. Personally I was not a fan of having to downshift the DCT to get in and out of corners. Call me old fashioned but I just like a clutch, and felt I could push the manual Africa Twin much farther and faster.”

Rousseau, on the other hand, saw it differently.

“I really noticed no difference in the way the two bikes carve or travel in a straight line,” he said. “Yes, you will shift the DCT more to keep the bike in the rev range you want, but it’s just so easy to get comfortable with that! There’s fumbling around for the gearshift lever before putting your left leg out to stabilize yourself in a loose corner, which saves time. Both versions exhibit an excellent, well-planted cornering character, which I will agree was helped by the more aggressive Continental tires in the dirt—they really are awesome skins! Steering is far from deliberate, even for 520+-lb. Adventure bikes. They steer with precision and with minimal effort at slower speeds, and there is plenty of steering lock to keep them nimble. Beyond that both did tend to feel just a little loose at pegged-in-top-hear speeds on fire roads, but that is to be expected when you consider the aerodynamic forces on them at that velocity. On single-track trails and two-track roads, they are a dream to ride, and I had no issues in picking my way through rocky sand washes or any sand in general. Whether you choose the DCT or the manual Africa Twin, a relatively light feel and excellent dirt handling are two of its best attributes.”

But there are areas where both riders agreed that both Africa Twin models excel, especially the suspension and the ergonomics. The Africa Twin’s Showa suspension is plush yet controlled in the dirt, and its lack of such techno-wizardry as electronic adjustments may appeal to hard-core dirtbike riders more than some of the other models in its class. Adjusting the Honda’s fork is accomplished by using a good old-fashioned screwdriver on the top and bottom of the fork to set compression and rebound damping, and via a manual preload adjuster on the shock. The suspension is easy to tune, and it works well in a variety of off-road conditions as long as you aren’t some complete psycho expert off-road rider who insists on pushing the envelope in rough terrain. On pavement, the Africa Twin offers a smooth and comfy ride.

Ditto for the ergos. The Africa Twin has a naturally comfortable feel about it. Its two-position adjustable seat is wide yet tapered on the edges to allow freedom of leg movement. Its 4.97-gallon fuel tank is not obtrusive, and its handlebar is well-placed, and the footpegs are wide and grippy, allowing the rider to feel at home whether seated or standing. Just the thing for long rides in the dirt or on the highway.

“Both bikes are light weight for their size and have comfortable seat and foot positions,” Shaffstall said. “Standing on the pegs for long periods of time is easy, especially with the taller windscreen [Honda offers two options].”

As for the brakes, street-savvy riders might find the Africa Twin’s dual 310mm dual wave floating hydraulic discs and Nissin radial four-piston calipers to be less than impressive on the street, but they work nicely with the 256mm wave hydraulic disc and two-piston caliper out back to bring the Honda to a stop safely every time. The Africa Twin also offers switchable ABS that can be disengaged to allow the rear wheel to lock, which helps experienced dirt riders to slide the Africa Twin around in the dirt. The overall feel at the brake lever and brake pedal is linear and controllable.

Fit and finish on both Africa Twin models is excellent except for one notable exception, the saddlebags. They are keyed to the ignition, which is great, but overall the quality of the bags just doesn’t match the rest of the bike. The bags are built cheesy despite their rugged looks, and we found them hard to close at times, even when empty. We would simply opt for accessory soft bags of hard bags along with beefy tubular steel bag protectors as well.

Beyond that, the minimalist design of the Africa Twin makes scrolling through the features on its digital instrument pod easy and intuitive. The instrumentation includes buttons that allow the rider to adjust the ABS and HSTC, and the DTC model also features a G [Gravel] mode button that reduces the pre-programmed slippage through the dual clutches for an even more aggressive, direct feel in the dirt. The instrumentation itself includes a speedometer, tachometer, fuel gauge, clock and gear-position indicator as well as a bar graph that shows what level of traction control is in play.

At the end of the day, our Taste of Dakar-riding test duo could not agree which Honda Africa Twin model was better? DCT? Standard? All they could agree on was that both bikes are excellent Adventure bikes that will take you anywhere you want to go, whether that’s down the freeway or over a mountain. The standard transmission model will always appeal to gear bangers who feel that technology such as the DCT detracts from the motorcycle riding experience because it does something for them that they can already do themselves.

On the other hand, technology-loving folks will appreciate the DCT for what it can do now and for where the technology might be applied in the future, like, say, a full-blown off-road model with DCT. Even Shaffstall showed some willingness to be open to the DCT’s future when he said, “It would be interesting to know the difference in service intervals and routine maintenance costs between the DCT and the standard model.” According to Honda, there is virtually no difference between the two models when it comes to maintenance costs.

So, DCT or standard transmission Africa Twin? Figure out who you are and take your pick. You’ll be happy with either one.

2017 Honda CRF1000L Africa Twin DCT Specifications
MSRP: $13,999
Engine Type: 998cc liquid-cooled 4-stroke Unicam 8-valve Parallel Twin
Valve Train: SOHC; four valves per cylinder
Bore x Stroke: 92.0mm x 75.0mm
Compression Ratio: 10.0:1
Induction: PGM-FI; 44mm throttle bodies
Ignition: Full transistorized ignition
Transmission: Six-speed w/Dual Clutch Transmission (DCT)
Final Drive: 16T/42T; chain
Suspension
Front: Showa 45mm inverted telescopic fork; 9.06 in. travel
Rear: Pro-Linkw/Showa shock; 8.66 in. travel
Brakes
Front: Twin 310mm dual hydraulic diss w/Nissin radial four-piston calipers; switchable ABS
Rear: 256mm single hydraulic disc w/Nissin two-piston caliper; ABS
Tires
Front: 90/90-21
Rear: 150/70R-18
Rake (Caster Angle): 27º 30′
Trail: 113mm (4.4 in.)
Seat Height: Standard 34.3 in. / Low 33.5 in.
Ground Clearance: 9.8 in.
Wheelbase: 62.0 in.
Fuel Capacity: 4.97 gal.
Claimed Curb Weight: 534 lbs.
Measured Weight (fully fueled): 536 lbs.

2017 Honda CRF1000L Africa Twin Specifications
MSRP: $13,299
Engine Type: 998cc liquid-cooled 4-stroke Unicam 8-valve Parallel Twin
Valve Train SOHC; four valves per cylinder
Bore x Stroke: 92.0mm x 75.0mm
Compression Ratio: 10.0:1
Induction: PGM-FI; 44mm throttle bodies
Ignition: Full transistorized ignition
Transmission: Six-speed w/manual clutch
Final Drive: 16T/42T; chain
Suspension
Front: Showa 45mm inverted telescopic fork; 9.06 in. travel
Rear: Pro-Linkw/Showa shock; 8.66 in. travel
Brakes
Front: Twin 310mm dual hydraulic diss w/Nissin radial four-piston calipers; switchable ABS
Rear: 256mm single hydraulic disc w/Nissin two-piston caliper; ABS
Tires
Front: 90/90-21
Rear: 150/70R-18
Rake (Caster Angle): 27º 30′
Trail: 113mm (4.4 in.)
Seat Height: Standard 34.3 in. / Low 33.5 in.
Ground Clearance: 9.8 in.
Wheelbase: 62.0 in.
Fuel Capacity: 4.97 gal.
Claimed Curb Weight: 511 lbs.
Measured Weight (fully fueled): 527 lbs.

The post Honda Africa Twin DCT and Standard Model Comparison appeared first on Dirt Bikes.

It’s nice to be loved, and every once in a while we get a golden opportunity to hang with our brothers at Motorcycle.com and take part in whatever journalistic madness they’re dreaming up at the time.

This time it was a massive, six-bike Adventure Touring shootout, and when MO ringleader Kevin Duke asked me if I could come and offer commentary on the bikes from a dirtbike rider’s perspective, I checked my insanely busy calendar and realized I would be able to squeeze some time with the boys in-between my address of the United Nations and my racquetball rematch with Vladimir Putin.

http://www.motorcycle.com/shoot-outs/2016-wire-wheel-adventure-shootout

Our three-day mission was to run the bikes through what were supposed to be tame two-track trails up in Big Bear, California, but by the time it was over, most of these 500-lb. behemoths were bearing more than a few nicks and cuts from some of the less-experienced dirt riders among our crew. It was nice to watch other people eating crap for a change, a stark contrast to when DirtBikes.com test riders Nic Garvin and Ryan Abbatoye take me on trips to the desert to test the latest in trick off-road hardware (“c’mon, you puss—eight feet is not that far to fall if you don’t make it up the face of that rock!”)

About the only grave tactical error I made was a failure to remove the rain liner from my riding pants on day one, and the resulting flume from my sweet-smelling thighs ran down the inside of the pants and turned my riding boots into a pair of hot springs, creating a tropical stench guaranteed to meet or exceed the smell of your average National Hockey League dressing room, and at the end of the day my socks looked like a pair of well-soaked dish rags. No wonder that the rest of the guys gave my tent a wide berth. Hell, even I didn’t want to sleep near me.

If you need proof that this isn’t just one of those tall tales that desert racers like to tell, skip to the end of the vid that supplements the story on the shootout. Better yet, don’t do that. Read the story and watch the entire video to gain perspective on what it was like to live with these two-wheeled wide loads for a couple days. Spoiler Alert: If you are a dirtbike guy, you’ll probably be cool with the outcome.

The post DirtBikes.com Visits Motorcycle.com’s Adventure Shootout appeared first on Dirt Bikes.