The Honda Africa Twin is a perennial favorite and on any short list when considering the purchase of an adventure motorcycle. The AT sits in a bit of a unique spot. With a 1084cc engine and weighing in at 529 pounds with the DCT, it has the dimensions of an open-class adventure bike. As an avid adventure bike tourer, I have ridden or owned many kinds of adventure touring bikes over the years. I gravitate towards the upright stance, and I love the versatility that comes with them.
Despite its good looks, reputation, and reliability, the numbers never added up for me. A 529-pound motorcycle with only 100 horsepower and a seat that didn’t look super comfortable, the Africa Twin didn’t seem competitive with other bikes in the category for my needs.
Honda Africa Twin Adventure Sports
First Impressions
My first impressions when picking it up? The Africa Twin is good-looking. The front lights look serious and ready for business. The proportions and appearance of the AT make it look like an overgrown dirt bike that was ready for some fun, though the seat still didn’t look comfortable. The high stance and 21-inch front wheel made me think it wouldn’t be as fun in the twisty canyons around LA.
Starting up the engine was a huge surprise for me. The reputation of Honda powerplants precedes it, so I was expecting some buttery smooth Japanese mill to fire up. Instead, I got a loud clattering engine more like a single-pot dirt bike than a buttery smooth adventure tourer.
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The next impression wasn’t much better than the engine sound. Looking at the cockpit, all the switches and buttons on various parts of the handlebar, and the Africa Twin’s two screens, I immediately felt that it is too cluttered. I was certain I would find uses for all the controls, but there had to be a cleaner way to execute it.
On the Road
Out on the street and then accelerating onto the highway ramp, the Africa Twin’s engine started to show its character. The initial clattering sound gave way to a much smoother sound, providing linear power with much more thrust than I expected. Although there were still some vibes in the grips, the engine started to hum along in a very nice way.
Weaving through LA traffic, I got a feel for the AT’s nimbleness and maneuverability. Those feelings continued throughout the test, regardless of conditions. The standard model I tested has adjustable Showa suspension, though not the semi-active electronic suspension of the Adventure Sports ES edition. The Africa Twin’s soaked up the various imperfections of the tarmac but never felt too soft or washy like some adventure bikes can. I did not make any adjustments to the suspension, though I would probably soften up the settings a little if I were to do long-distance touring and off-road.
Like most adventure bikes, the Honda Africa Twin is not for the vertically challenged. Most of my personal bikes are taller scramblers or adventure bikes, as I prefer the leverage of that height in the turns. The Africa Twin, with its 21-inch front wheel and long travel suspension, isn’t quick in transitions, but it never feels ponderous.
On a day dedicated to photography in the Angeles National Forest, I was chasing Ultimate Motorcycling Editor Don Williams on a much faster BMW S 1000 XR. I kept up, though it’s possible Don was just being nice. Keeping up with a motorcycle like the XR requires setting up the Africa Twin in the right way to get the most performance for how I ride.
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Africa Twin Owners! How to Use DCT, Electronics, Suspension & Ride Modes
Like many motorbikes today, the 2022 Honda Africa Twin has a variety of dash-controlled ride modes that allow you to adjust power, engine braking, traction control, wheelie control, and ABS (as well as suspension, if you have the Adventure Sports ES and its semi-active suspension). The four preset modes are Tour, Urban, Gravel, and Off-road. Each mode has appropriate levels of electronic intervention, and allows for easy switching in different riding conditions.
The Africa Twin I tested has the dual clutch transmission (DCT, an $800 option). Love it or not, it works very well. I will admit I am not a fan of automatic transmissions, as there is something about using a clutch and picking the shift points that appeals to me. My biggest issue with DCT is that it tends to shift up too quickly and down too slowly, and I often found myself in 5th or 6th gear at much slower speeds than I would like.
Luckily, the Honda has given the Africa Twin customizable power, ABS, traction control, engine braking, and shifting aggressiveness to tailor the experience to exactly what a rider wants. After experimenting with the various drive modes, I dialed in the User mode for more power and aggressive engine braking. I like the three display modes the Africa Twin offers for its console. Each mode provides increasing levels of information on the display.
Honda throws quite a bit of technical wizardry at you, along with a cockpit that has a corresponding complexity. I was initially overwhelmed by it all. However, the more I rode the motorcycle, the more I got used to it. Once I adjusted everything to my liking, I truly enjoyed riding the Africa Twin.
While I didn’t put it to the test in aggressive off-road riding, the times I did get into the dirt, the Africa Twin felt composed and confidence-inspiring despite riding on road-biased Metzeler Karoo Street tires.
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The standard 2022 Honda Africa Twin with DCT is priced at $15,299, which compares to other middleweight ADV motorcycles. While the power-to-weight ratio may not appear favorable, the seat of the pants feel tells a different story.
Honda Africa Twin Adventure Sports
Even more than the Africa Twin, the Adventure Sports is built for long, adventurous journeys. It has a larger tank (24.2 liters compared to 18.8 on the Africa Twin), a higher windshield, a taller fairing, tough-looking crash bars, slightly higher positioned handlebars and 2 cm more ground clearance than the Africa Twin. The adjustable seat can be set at 900 or 920 mm (on the Africa Twin: 850 or 870 mm).
The Adventure Sports model was first introduced as a 2019 model at a product launch I attended in 2018. Its name signifies that you’re entering a world of longer-distance and more comfortable adventure touring on the street. The fuel capacity of all Adventure Sports versions has been increased to 6.6 gallons, up from 5.0 in the standard Africa Twin.
On top of the tank sits a larger, more aerodynamic fairing designed to deflect high-mileage wind. Additionally, you receive a 19-inch front wheel and the Showa Electronically Equipped Ride Adjustment (EERA) suspension. This suspension provides slightly less travel than that of the standard model, with 8.3 inches in the front and 7.9 inches in the rear (standard Africa Twins feature 9.0 inches and 8.7 inches, respectively).
These changes-the front wheel and suspension-result in a lower seat height on the Adventure Sports, which is adjustable in two positions from 32.9 to 33.7 inches in low/high settings, approximately half an inch lower than the standard version’s options. These differences (more fuel, more wind protection, smaller front wheel, electronic suspension) are essentially what make an Africa Twin an Africa Twin Adventure Sports.
Honda's Dual Clutch Transmission (DCT)
Honda’s Dual Clutch Transmission (DCT) is available on any Africa Twin. However, using it on this model is, in my opinion, the best fit for adventure motorcycling. It shines here and truly belongs here. I absolutely loved having it, and my only complaint about it on a touring bike is that it makes me super lazy. I don’t even bother with the manual setting (see below); I just let the DCT robot completely take over.
DCT has been around for a long time now. From ATVs and sport-touring bikes in the early 2000s to the Talon family of sport side-by-sides, DCT has delivered automatic transmission ease-of-use into durable manual transmission systems. Honda says approximately half of all global Africa Twin owners have DCT.
DCT is essentially an electronically controlled hydraulic clutch system that operates two overlapping clutches simultaneously-one clutch manages startup, first, third and fifth gears, while the second handles second, fourth and sixth gears. During operation, the system pre-selects the upcoming gear for shifting through the disengaged clutch. Then, the clutches switch roles, and power is transferred.
You can control DCT in a few different ways based on your preference. There are three modes: Drive, Sport, and Manual. Drive is straightforward and somewhat boring, which is as intended. It’s like a car. Sport becomes more exciting with higher rev levels between shifts and quicker downshifts when decelerating. This creates a sporty feel, and you can customize the Sport mode with three levels for even more sportiness. Manual moves the gear-decision-making to your hands via triggers on the controls. You determine when to shift, and it listens-when appropriate. You can also use the manual up/down triggers in Drive and Sport modes to “drop a gear,” for instance.
Some cool tech integration to remember here: all this DCT business is optimized by the on-board IMU, measuring things like vehicle speed, throttle position and gear position, to ensure an errant downshift doesn’t upset the chassis.
The final word on DCT tech is the G-Switch. This is mostly for off-road use but can be useful if you like a certain feel for your clutch engagement or if you want to get spicy and slide the rear end on the gas, for example. The G-Switch function simply reduces clutch slip and allows more aggressive power to the rear wheel. This is good in off-road situations when you don’t want the lag of clutch drag.
Showa Electronically Equipped Ride Adjustment (EERA) Suspension
Showa’s Electronically Equipped Ride Adjustment (EERA) suspension system is an Adventure Sports exclusive in the Africa Twin range. And much like DCT previously mentioned, it fits on the big-daddy adventure touring weapon perfectly. While the overall travel is down a bit from the standard AT’s, this thing still has plenty of travel for all road and light off-road use.
The EERA system takes ride diagnostic information from the bike’s ECU, IMU and a stroke sensor in the suspension itself to calculate damping changes in about 15 milliseconds. Honda pre-programmed four suspension modes into the system, including a fifth customizable mode. Modes range from offering low-speed ride comfort to higher-speed stability and even off-road performance. Mode names like Hard, Mid, Soft and Off-Road make sense.
These programmed modes are linked to the various preloaded ride modes in the bike’s brain. These modes trigger different power delivery, traction control (Honda calls theirs HSTC or Honda Selectable Torque Control), engine braking, ABS settings, as well as these suspension modes, depending on the planned riding scenario.
Riding modes have been covered extensively, but for a recap, they include Tour, Urban, Gravel and Off-Road, and a couple of customizable user modes you can make your own. Also included in the suspension department is electronic preload adjustment. Need to give your friend a lift or load up for massive days of camping fun?
But far from perfect for everyone, every time, on every road. And while the system gives you ample access to customize your own modes to your liking, and comes with a very cool touchscreen display, the processes are not the easiest. You can see clear directions and steps on the Honda Powersports YouTube channel (video below). There, you will see the steps, which involve a menu of changes to set up your preferred combination of things, far away from the nearly on-the-fly ride customizing of some of Honda’s competition.
This is one of my only real complaints about the current Africa Twins. Riding this fully loaded ADV weapon is comfortable and fun. The torque output is spirited enough to get you in and out of California’s most brutal traffic, and the open road lets the bike spin along smoothly. It’s also a capable and careful in-town commuter. It’s Apple CarPlay- and Android Auto-equipped to integrate into your smartphone and helmet headset and the touchscreen control is cool.
2022 Honda Africa Twin Specifications
Here are some key specifications for the 2022 Honda Africa Twin:
| Feature | Specification |
|---|---|
| Engine | 1084cc parallel-twin |
| Weight (DCT Model) | 529 pounds |
| Transmission | Dual Clutch Transmission (DCT) optional |
| Suspension | Adjustable Showa (Standard), Electronically Equipped Ride Adjustment (Adventure Sports ES) |
| Fuel Capacity (Adventure Sports) | 6.6 gallons |
| Seat Height (Adventure Sports) | Adjustable, 32.9 to 33.7 inches |
| Brakes Rear | 256mm wave hydraulic disc with 1-piston caliper and sintered metal pads |
The cruise control is simple and effective, and despite all the buttons on the bars, they all pretty much disappear if you just want to ride and experience what’s going on around you. Honda’s preset ride modes incorporate smart amounts of electronic rider aides, and their intrusion into your ride experience is minimal. Gone are the days when traction control was clunky and ABS integration was rough. DCT will make you relax on your ride, if you’re into that sort of thing, and the electronic suspension will be a smooth companion, as well.
If I’m taking a trip across the open roads, paved or gravel, and hitting twisties, this is a great touring companion.
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tags: #Africa
