Africa Twin Crf1000l Review – A User’s Gripe

Aug 20, 2013
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Africa Twin CRF1000l – A User’s Gripe


There is no doubt the Africa Twin CRF1000l is an excellent machine with a strong heritage and the name Honda, synonymous with reliability. World Wide sales have been impressive and an award for Bike of the Year in some places. But as good as the bike is, like any other machine, it has flaws making you ask, “For the love of god, why Honda?”

How Very Dare you!

Blood is thicker than water, so they say. And brand loyalty can be a serious sore point for some when it comes to criticism. For the large majority, the Africa Twin is their perfect machine, and they’ll have it no other way. But let’s be serious for a second here, there is no perfect steed. Marketing, like any other brand, does have a strong influence on our purchasing decision.

I own an Africa Twin CRF1000l, so this review or rant, call it what you will, comes from a rider who waited three years in anticipation. I fended off my other options for a GS and KTM in favour of the AT due to its price, and one has to admit, those clever Honda ads riding through the desert sands and hilly climbs, waiting longingly for the next adventure ad to wet my buds! I have to point out here, 'My Site' is not supported by Honda, so that you get my drift.

If you’re one of the very few like me that ride this bike for its designed/marketed purpose, there are plenty of gripes that’ll have you effin’ and jeffin’ after a couple of 1000km or so. But let’s distinguish the riders’ view of a perfect machine from those who have a few complaints.



Rider Variations

We’ve all fallen for reviews on various channels, but it’s worth remembering reviews based on short time possession will not discover niggles. Manufacturers tend to lend their test vehicles for a few days to a week. Hardly enough time to get to know the bike. Personal ownership reviews tend to be the best, and of course, vary in great detail.

Most riders it has to be said, will never take their perfect machine off road. Many have also worked their way up the ranks from a lesser bike or ordered a different menu from their previous crotch rocket. The Africa Twin has attracted many bikers who have never considered an adventure bike before and have always stayed on the black stuff. And in Thailand, but not limited to, a breed of Africa Twin owners riding with empty hard touring cases!

Many of these riders have little to no piloting hours on the dirt and have not pushed their bike hard enough to discover little quirks. To those riders who never intend to take their machine off the road, you may well feel it is a near perfect machine, but in reality, it is far from the perfect adventure bike.

As my riding is more dirt orientated, I bought the Africa Twin due to its history and price here in Thailand which is half the cost of a BMW or KTM. I made the purchase knowing that if I needed to repair fairing etc. due to off road riding, repairing it wouldn’t be extortionate. It was right for me, and many others that I’ve spoken to. So without hesitation, I kitted the bike up with crash protection and 50/50 tires to suit my riding preference.



On Road Riding, Running In

On the road the bike felt great with its mediocre Dunlop rubber. Light, agile and almost mountain bike manoeuvrability. The power was smooth and ample enough for me not wanting anything more on Thai roads. The front wheel soaked up bumps and the odd pot-hole with ease, and despite the front diving under braking, I was sure an adjustment on the front suspension would counter this. I was running the bike in, so I didn’t push it too far on the road. After only 400km, I changed the tires to Mitas e07 to scuff them up ready for its 1000km service, and my first trip off road.

Eager to get on the dirt, I didn’t hang around after its 1st service.


Khao Krajom, Here I come!
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I’d ridden to this place many times before on my modified Kawasaki Versys which did an excellent job and was astonishingly reliable and robust.

Ridding to Ratchaburi was fun at 5 am with little to no cars. It felt comfortable compared to my Versys which often left me with a delicate derriere after 30 mins or so. Taking the opportunity to do so, I gave it some throttle - and compared to my previous comfortable speed of 125km on my Versys with Heidenau K60s before the buzz became too much, this thing was silky smooth.

I looked down, and the clock displayed 130kph. “Let’s give it some more”, I thought. As I reached a clean stretch of road, I hit 150kph where things started to change with a front wheel wobble. I carried tools with me, and after a little fettling and experimenting with the front suspension settings, I managed to iron most of the wobble out which was no doubt caused by the 50/50 knobblies.

After a few hours on the tarmac and a stop at a coffee shop, I reached the starting point of Khoa Krajom. As I made the first climb of broken tarmac that transformed into dusty humps, carved channels and a loose stones but steep, I noticed I was switching from 1st and 2nd gear more often than I’d expected (perhaps a 15 toothed front sprocket might help). I was a little surprised compared to the effortless throttle control of my modified Versys, a 90% street bike!
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After a few KM of climbs and descents, I quickly realised the Africa Twin requires a lot of throttle and prefers to be powered up rather than guided. Not a bad thing. And who doesn’t like the feeling of powering up a dusty trail? But there’s a flaw in this method – the suspension, which was a little hard after setting up to counter the wobble on the road. Once again, I faffed around with the front-end.

Making my way up was done so with some trepidation. The need for constant high throttle from 1st to 2nd on the climbs left me feeling a little out of control over the bike. Not enough in 1st, the bike stuttered in 2nd on some steep sections. Dropping back down into 1st to prevent stalling and dropping the bike was needed.

As I mentioned previously, I adjusted the suspension to suit the conditions, and powering up was met with humps, divots and ruts that didn’t match the capability of the suspension or lack of. The increased force caused by speed and terrain forced the front to near enough max out. Other factors also need to be taken into consideration. Standing on the pegs with your body over the bars going uphill increase the physical difficulties and load of the front. In this configuration, the rear isn’t taking the brunt of the action.

I got through it and made my way to the top safely. When I told the dealer prior where I intended to ride the bike, he was a little surprised. And many I have spoken to thought the bike was too heavy to do those climbs. But having made it so many times on my Versys with ease and confidence, I thought the Africa Twin would have been a doddle. It was the opposite!

After taking in the scenery on the mountaintop, I made the return journey back down which is trickier than the climb as it requires slower, more balanced speeds, sometimes riding over tracks a few inches wide with 1 – 2ft drops either side carved by heavy rains and 4x4 requires some skill on steep sections. Also, tires in this scenario or of utmost importance. If the tires let go, the ABS kicks in and this steed doesn't let you switch the front off.

I made the first couple of steep descents before reaching a point where one can continue on your original course, or take a left-hander which has a smoother descent. I bottled it and took the smoother course, something I wouldn’t have even considered on my modified Versys due to modifying the ABS.

That being said, one can’t fault the CRF1000l on the road. Its upright riding position provides long-term comfort with its adjustable seat. Handling is great and power is ample enough for these roads. An adjustable screen would have been nice to counter the buffeting. Torque control is fine, but far too aggressive with adventure tires.



Spicing up the relationship between rider and machine!
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To get the best out of the Africa Twin requires some confidence and understanding of the bike’s physics. It’s like an overexcited border-collie dog, requiring long brisk runs. It’s certainly no couch-potato but requires a healthy right-wrist to make this machine thrust! Powering through dirt, climbs, rough or smooth is begging to be done with throttle. And when you give it some, this thing eats most terrain up with ease, but certainly not in standard form!
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The Africa Twin CRF1000l out of the box is set up for riders in the 75kg mark. Regardless, the suspension isn’t adequate for speedy off road. The front, while adequate for the tarmac, is dated technology. The rear shock is good, but not great. The foot pegs would barely suite a 3rd grader’s sized feet - narrow and uncomfortable. The right-side peg is cast-made and many have reported broken brackets. The handguards are as useful as a chocolate fireguard offering nothing more than wind protection. The rear brake reservoir is placed in a precarious position. And worst of all, the fender is bordering on dangerous for off road use. A biker friend and I have succumbed to front wheel lockup due to the fender gap between the tire and collected mud. It’s a common issue. And the torque control is fine, but far too aggressive with adventure tires.
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None of the above matters to the street orientated rider that may venture on a dusty trail run while admiring passing flowers. But riders looking for real adventure need to make changes to the Africa Twin CRF1000l from tires to suspension, and a budget between 150k to 200k is required, and something to bare in mind before purchasing this bike based on clever marketing. And the differences in opinions are very apparent between those who actually give it some off road, and those who’d prefer not to get dirty.

Honda have marketed this bike for off road adventure, but for the love of god, why didn’t Honda address the simplest of issues such as the fender, pegs, mount and gaurds that would have added nothing to the budget! Suspension and tires are a personal thing as one manufacturer-make doesn’t suit all. But it seems Honda have penny pinched with the most ridiculous of items that would have otherwise made a near enough perfect machine.
 

blackb15

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Very interesting I have ridden one but I agree it's not really been made for the type of off roading you do in its standard form but same with all the big adventure bikes.
Safe riding
Paul
 
Jul 20, 2013
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Yes interesting write up – pity I remember you looking forward to the bike. Just a thought or two - what do the Guys (and Gals!) on ADV think of it stock and modified – or is this where your 150/200k upgrade cost from? You do appear to want to do fairly aggressive dirt biking - well aggressive to me! Think Americans demarcate it single vs dual track and due to weight / size is this not in the dual track cat? Were you just so used to your Versys that any change would be unsettling – I tried several times changing my VTR and never did.
 

blackb15

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I see at next week UK bike show the new model Africa twin is being introduced.Apparantly a more road / sports version I'm going the show so will be intresting to see.
Safe riding
Paul
 

princey

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Nov 5, 2017
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Hi, Dave no need to wait for Patrick in CM for another review on the AT.
So here we go its the best I can do lol
Reading FaraGit review which I loved and was very well scripted.

My AT is a DCT model and was purchased 2nd hand with 23.000km on the clock.
That said the previous owner had spent SHIT loads of money on the bike with extras.
Everything was "TOURATECH" a bonus IMO
.
After picking up the bike in Phayao, the next day I had booked a place on Dave,

2017 (9th) Annual Gtr Mae Hong Son Loop Memorial Ride

After meeting at the PT station just outside CM and seeing a full range of very nice big bikes to ride with, big smiles from me this is going to be fun?
But only having about 150 KM ride time I needed to be careful.

The DCT model takes a little bit of time to get used to, I always been used feathering the clutch as you move away in 1st gear.

Not so easy with the DCT, you need to be very careful as the bike will just blot forwards without the use of a clutch?
Great for off the line at the lights but slow turning can be problematic.

No need to go into detail how the DCT works we have all read other reviews about this.
But the first thing I noticed was the lack of engine breaking using the DCT auto setting.
Soon worked that one can, just Toggle down with the paddle shift for the correct gear you need for the amount of engine braking you need.?

Let's put that into perspective, take the BIG DIPPER road and with the hairpins on the big dipper.

I can toggle down to 1st gear and go around the hairpins without using the brakes.
That's good engine breaking for a 245kg bike.

When riding in full auto mode but not in SPORTS mode the down change can be a bit slow for my liking.
No problem just Toggle down with the paddle shift bottom to the correct gear you need at that time, it's very very quick to select and the power delivery is at hand.

My AT come fitted with K60 Scouts???
Very noisy with dry grip ok and off road not bad, but in the wet just stop and wait until the rain stops.
So IMO WTF is these good for.
Fitted Pirelli Scorpion Rally STR now, a well balanced 50/50 tyres that does everything it says on the tin.
Very impressed with the STR, had problems keeping up with Ian on his Triumph now, not down to BALLS just down to the K60 tyres. lol

Breaking is ok but IMO could be better maybe with the none DCT model with 35kg less maybe the brakes are better.

All the other bits on the bike ABS, traction control are great.
Seat comfort is just ok, could be improved.

Lights (LED) are good but you need to fit extra LED spotlights IMO.

I have a CRF250L as well because I do like hard core dirt riding (well hard core for me)
Would I take the AT where I ride my CRF250L a big NO, just too dam heavy IMO?
In the correct hands, YES would be great, so for me, I needed a good ADV bike with good 50/50 tyres then when the road gets a bit nasty, no problems.
I love the DCT AT it suits all my needs.

There you have it "MY REVIEW" on the DCT AT.

If there are parts I missed and you need my view on the bike please post your question.
Thanks for reading

Steve



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^Still have a set of K60s which I haven't been able to give away. Probably past the safe use date now.
 
Aug 20, 2013
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Yes interesting write up – pity I remember you looking forward to the bike. Just a thought or two - what do the Guys (and Gals!) on ADV think of it stock and modified – or is this where your 150/200k upgrade cost from? You do appear to want to do fairly aggressive dirt biking - well aggressive to me! Think Americans demarcate it single vs dual track and due to weight / size is this not in the dual track cat? Were you just so used to your Versys that any change would be unsettling – I tried several times changing my VTR and never did.
True about being more used to the versys. Now I don't mind getting scratched I'll take another trip up Khao Krajom soon. I am being more aggressive with it around places like Bo Din. Makes me think I'd be better off with a Husqvarna FE 350 or 450 as I seem to spend more time there than on the road at present. I intend to take it back up Khao Krajom more aggressively this month.
 

Cruzer

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Aug 23, 2019
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True about being more used to the versys. Now I don't mind getting scratched I'll take another trip up Khao Krajom soon. I am being more aggressive with it around places like Bo Din. Makes me think I'd be better off with a Husqvarna FE 350 or 450 as I seem to spend more time there than on the road at present. I intend to take it back up Khao Krajom more aggressively this month.

Hi just wondering if you ever took it back to Khao Krajom? What was it like? Excited to hear what you think!
 
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Hi just wondering if you ever took it back to Khao Krajom? What was it like? Excited to hear what you think!
Hi,
Yes, last year or thereabouts. Did 12hrs off road non-stop alone. Huey Kok Moo, then on to Khoa Krajom, from there back down and off road all the way to Kanchanaburi. Messed around with the bike since then but better experience this time around.

Crashed just before Xmas. Both bike and body recovering.
 
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Cruzer

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Hi,
Yes, last year or thereabouts. Did 12hrs off road non-stop alone. Huey Kok Moo, then on to Khoa Krajom, from there back down and off road all the way to Kanchanaburi. Messed around with the bike since then but better experience this time around.

Crashed just before Xmas. Both bike and body recovering.
Oh boy I hope you get well soon!! There's still too much riding to do! But overall happy with the bike I assume? Not thinking about switching to the new tenere?
 
Aug 20, 2013
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Oh boy I hope you get well soon!! There's still too much riding to do! But overall happy with the bike I assume? Not thinking about switching to the new tenere?
No plans to change to T7. Like the KTM790 that has so many hidden and not so hidden issues, I will wait for them to be ironed out. The KTM790 by pro riders is referred to as the 'toilet bike' despite the reviews. Clever marketing and all. But then again I wouldn't buy the new Africa Twin. While ironing some issues from the previous models it has developed problems elsewhere in the fuel system and inner tank quality. Great for me as people are buying my stuff to protect their bikes, especially in Malaysia.

While there is some news about KTM in Thailand, I know a little more that I cannot speak of as my wife is involved in the Auto industry and she will kill me. KTM has got to get realistic with their prices and servicing here. Yamaha will be the better buy, and the one I'd go for if starting from new.

Despite the mini conversation I had with the main man from here on Facebook (I was planning not to ride). I hope to be racing in the Rimba Rally Raid in Malaysia this year. The next upgrade on the bike will be the MST kit.
 
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Cruzer

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No plans to change to T7. Like the KTM790 that has so many hidden and not so hidden issues, I will wait for them to be ironed out. The KTM790 by pro riders is referred to as the 'toilet bike' despite the reviews. Clever marketing and all. But then again I wouldn't buy the new Africa Twin. While ironing some issues from the previous models it has developed problems elsewhere in the fuel system and inner tank quality. Great for me as people are buying my stuff to protect their bikes, especially in Malaysia.

While there is some news about KTM in Thailand, I know a little more that I cannot speak of as my wife is involved in the Auto industry and she will kill me. KTM has got to get realistic with their prices and servicing here. Yamaha will be the better buy, and the one I'd go for if starting from new.

Despite the mini conversation I had with the main man from here on Facebook (I was planning not to ride). I hope to be racing in the Rimba Rally Raid in Malaysia this year. The next upgrade on the bike will be the MST kit.
Good luck on the rally raid I hope you make a full recovery on time. Also, I heard the new 790 had issues but were already fixed- I guess not! As for the Tenere I was a but surprised when I realized the higher compression. I think that technically means you NEED to always use 95 or higher- strange on a Japanese adventure bike but I can understand it's for the performance- still strange though.

By the way that MST kit is absolutely filthy! Never seen it in person, never even seen or heard of it online but that is an absolute sick mod! It costs quite a bit though but wow what a mod!
 

canthai

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Been my policy over the years to never buy a new model. Wait for at least 2 years - read road tests by individuals who put some miles on them and tell whats what
Served me well
The media can not be trusted - Believe nothing of what you read and half of what you see.
 

Cruzer

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Aug 23, 2019
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Been my policy over the years to never buy a new model. Wait for at least 2 years - read road tests by individuals who put some miles on them and tell whats what
Served me well
The media can not be trusted - Believe nothing of what you read and half of what you see.

Thanks for your input man that's good advice!
 
Aug 20, 2013
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Good luck on the rally raid I hope you make a full recovery on time. Also, I heard the new 790 had issues but were already fixed- I guess not! As for the Tenere I was a but surprised when I realized the higher compression. I think that technically means you NEED to always use 95 or higher- strange on a Japanese adventure bike but I can understand it's for the performance- still strange though.

By the way that MST kit is absolutely filthy! Never seen it in person, never even seen or heard of it online but that is an absolute sick mod! It costs quite a bit though but wow what a mod!
Only plan for the front end. Cheaper than OEM.
OEM fairing alone 30k plus. Headlight a dare to think. During my crash the speedo was damaged. Honda wanted 32k for a new one. 11k from Canada. Managed to have mine repaired to maintain original mileage.
 
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Cruzer

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Only plan for the front end. Cheaper than OEM.
OEM fairing alone 30k plus. Headlight a dare to think. During my crash the speedo was damaged. Honda wanted 32k for a new one. 11k from Canada. Managed to have mine repaired to maintain original mileage.
Wow I had no idea OEM costs so much! 1,000 dollars just got a fairing? Ridiculous!
 
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I have never been able to work out why these big, heavy bikes are marketed/ridden off-road. Surely something lighter and more agile with a smaller (sub 700cc) engine makes a lot more sense?

Anyway, its fascinating reading a couple of reviews from a couple of owners.
 

Oddvar

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Just got a 2017 DCT with 25k on the clock. Plus all thinkable stuff on the bike. I did not buy it to replace my 250 dirt bike, nor do I believe it is a dirt bike. Maybe my 100k plus km on my CRF 250L prepared me a bit for the 1000cc.
Same height and so on.
I have taken it to Phu Piang on various gravel roads, boy was it fun. Kept it in G mode. Only front ABS engaged.
(G mode is traction off, manual gearing, shifting in a split second up or down on any rpm.)
Sure, keeping it in Sport 3 setting when doing U turns can be frisky, if you need slower respons put it in D mode.
Fits perfect between my 250 and my 1500 F6, all Honda's of course.:p
 
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Cruzer

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Just got a 2017 DCT with 25k on the clock. Plus all thinkable stuff on the bike. I did not buy it to replace my 250 dirt bike, nor do I believe it is a dirt bike. Maybe my 100k plus km on my CRF 250L prepared me a bit for the 1000cc.
Same height and so on.
I have taken it to Phu Piang on various gravel roads, boy was it fun. Kept it in G mode. Only front ABS engaged.
(G mode is traction off, manual gearing, shifting in a split second up or down on any rpm.)
Sure, keeping it in Sport 3 setting when doing U turns can be frisky, if you need slower respons put it in D mode.
Fits perfect between my 250 and my 1500 F6, all Honda's of course.:p
Nice man! Do you mind me asking how much that model cost you? I was just at honda big wing today and the CRF1100L's are in! They have both the standard and adventure sports versions- but curious enough and I need more confirmation about this- in Thailand, they are only offering the Adventure Sports with DCT (in the US you can mix and match), and therefore the Standard also only comes with a manual gearbox! They are nice looking machines however and fresh from the crate! They have 3 colors- 2 for the standard- Red and Matte Black, and 1 for the Adventure Sports (the 30th anniversary colors).

Also, no one asked me but here are some observations after some test drives of the older AT models-

I tried a 2018 version and a 2017 version of the AT. The 2018 AT models in Thailand have lower ground clearance than the previous versions (either this forum or ADV rider has the specifics of that). The 2018 definitely feels lighter in low speed maneuvers on road (even though the model was the adventure sports and heavier)- the 2017 (standard) felt like it was going to tip in easier and a bit harder to manage with a stronger feeling engine (more on that later). I did enjoy the higher ground clearance though because I felt like the 2018 versions are a bit too low for me (my legs are bent when putting my leg on the ground).

I've finally come to accept that the AT might not be the best bike if you have to drive around downtown Bangkok frequently, it feels much bigger and wider than you'd like to manage on a hot rush hour sukhumvit day, although I think you can get used to it to an extent. This is in comparison to my CB500x which I drive around downtown everyday (well normal days without coronavirus).

I wasn't a fan of the DCT model to start with, it was harder for me to make tight turning circles (something I might get used to in the long run), but I realize the riding modes (especially D) is very helpful for commuting! The bike doesn't feel underpowered but it tames the engine which is great for Bangkok traffic- whereas the manual bike with no rider modes goes all out- something you can learn to manage, but I imagine you will need to be playing with the clutch a lot managing the torque of a 1000cc engine and probably wearing out the clutch faster.

As this is my first liter bike, the torque was something else. Moving from the MT africa twin back to my bike made the cb feel like a little scooter- much much less torque, but also easier to tip in and maneuver. I don't have the 'hang on to that clutch or else you might rear end the guy in front feeling' as on the africa twin, but the comfort and calm provided for high speeds is a nice trade off.

Overall the AT is a great bike if you're willing to wrestle with it, weaving in and out of stopped cars on sukhumvit- but especially good on road for long travels and even standing up (better than cb with fat off road footpegs and bar risers)! Last thing is that the guy at the honda service center I spoke to said they didn't have many problems with AT fork anodizing issues like we're seeing in western countries- he didn't mince words, he just said Thai people don't ride them as hard as people in western countries lol- he may have a point, and probably hinting that this is really more of a road bike that can do a bit of off road more than anything else!
 

Oddvar

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I agree, any bike over 120kg is basically a road bike. To me a dirt bike is something to be feared because of the power and to be ridden as an untamed horse. If you don't get trown off you don't ride it hard enough.:p

As far as I understand all AT from 2018 and onwards sold in Thailand is a LD model. The D is for low version. An Ohlin upgrade to original height cost about 130k bath i've been told. That's why i decided on a 2017 L model with DCT.

For commuting Honda made the NC750 DCT. Lot's of poor videos on Youtube try to explain the DCT.
A guy in BKK has over 180k km on his NC and only done regular services..
Dual in English means what it means. The DCT consist of two-2 clutches. One on either side of the gear you are in. That's why it changes gear so incredible fast. Up or down. It comes from F1, and last time i saw a race, they were in a hurry and could not be bothered with an old conventional manual clutch.

We bikers are a conservative lot of boys. I remember prior to trying a dirt bike with Recluse clutch I was all against it. Took me less than a minute to like it.

Once you are over the mental barrier, the DCT is short of being a revolution to aggressive road riding. In D or Any S mode you can have full throttle and shift up or down in a curve and the bank sensor will make it a super smooth gear change. In manual I keep the rpm and change gears smoothly. In "G" on the other hand, all bets are off. A real beast.

My Valkyrie is a 350kg cruiser with a very low centre of gravity, I have to muscle and throttle in and out of curves.
The CRF's, both the 250L and the AT has a much higher centre of gravity and the respons is so much quicker and better for aggressive riding, well, aggressive to me.:D

I've heard the 2020 DCT have "Wheelie control"?
If you can't do wheelies an AT is definitely not the best bike to learn on.

After only 1400km on the AT, the bike and the DCT keep impressing me.

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blackb15

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Oddvar
When we were chatting in Roo bar I knew you were going to buy it well done enjoy and safe riding
 
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