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Months of teasing and years of speculation have finally come to an end, the Africa Twin lives again.

The CRF1000L is a totally unique machine from the ground up, the 998cc parallel twin is all new, as is the new twin-spar cast aluminium chassis. Changing the game however is Honda's Dual Clutch Transmission, a first for off road motorcycles.

Some have lamented that the new CRF1000L does away with the V-Twin configuration of the original XRV Africa Twins, don't fret, P-Twins offer a far more versatile package. Its easier to cant a parallel twin forward then it is a V, which frees up space above and behind the cylinders.

The engine itself uses lessons learned from the CRF program, a 4 valve Unicam cylinder head helps keep the engine as compact as possible. The single camshaft shares the same lightweight construction with the CBR1000RR Fireblade.

Honda had this to say: "The engine’s short height contributes to the CRF1000L Africa Twin’s excellent ground clearance – another prerequisite for a true adventure machine. It also uses clever packaging of componentry to both dynamic and aesthetic effect. The water pump is housed within the clutch casing, and the water and oil pumps are driven by a shared balancer shaft. Further reducing engine size is the lower crankcase design, which stores the oil and houses the pressure-fed pump.”

Look for the CRF1000L Africa Twin in dealers across Europe by this fall and on North American shores by early 2016. European base model pricing begins at €12,100. Europe will have the choice of HRC Tricolor (white), CRF Rally (red) and Ballistic Black, while North Aericam shoppers will be offered the AT in Silver or CRF Rally (red).

Full Technical Spec

Engine Type: Cooling by liquid, 4-stroke, 8-valve, two parallel cylinders, crankshaft 270 and Unicam system
Displacement Engine: 998cc
Maximum power: 70 kW (93.9hp) @ 7500 rpm
Maximum torque: 98 N.m (72.3 lb-ft.) @ 6000 rpm
Bore x Stroke: 92.0 x 75.1 mm

Clutch: Wet, multi-disc corn coil springs, camshaft Assistant aluminum and sliding clutch
Final transmission: Chain sealed by O-rings
Type Gearbox / Transmission: 6-speed manual / 6-speed DCT with driving modes for on-road and off-road
HSTC system (Honda Selectable Torque Control): HSTC 3 levels + interrupter switch-off (only versions ABS and DCT, not the STD version)
Frame Type: Frame semi-double cradle steel, with rear sub-frame in high strength steel traction

Turning diameter: 2.5m
Dry weight: 208 kg/458 lb (STD), 212 kg/467 lb (ABS), 222kg/489 lb (DCT)
Curb weight: 228 kg/502 lb (STD), 232 kg/511 lb (ABS), 242kg/534 lb (DCT)
Fuel tank capacity: 18.8 l (5 gallons)

Length x Width x Height: 2,335mm x 875mm x 1,475mm (STD) 2,335mm x 930mm x 1,475mm (ABS / DCT)
Wheelbase: 1,575mm
Seat height (STD / lowered): 870 / 850mm (34.3 inches/33.5 inches)
Ground clearance: 250mm (9.82 inches)

ABS system: ABS 2 channels switch off the rear ABS (ABS and DCT versions only)
Front brakes: Two 310 mm floating discs, radial calipers hub and 4 pistons (ABS) and sintered pads
Rear brakes: A floating disc 256 mm a 2-piston calipers (ABS) and sintered pads. DCT version also includes parking brake system.

Front wheel: wire-spoke with aluminum rim
Rear wheel: wire-spoke with aluminum rim
Front wheel: 21 m/c x MT2.15
Rear wheel: 18 m/c x MT4.00
Front tire: 90/90-R21 with tube
Rear Tire Size: 90/90-R21 with tube
 

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I dunno, I had a ST1300 that needed premium and it had a massive tank. It had a better range than my GSA. Both those bikes set my expectations for fuel range to unreasonable levels. Unfortunately both liked premium gas and cost a fortune to fill.
 

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I dunno, I had a ST1300 that needed premium and it had a massive tank. It had a better range than my GSA. Both those bikes set my expectations for fuel range to unreasonable levels. Unfortunately both liked premium gas and cost a fortune to fill.
Yea I'm not so sure if we can judge by the compression ratio alone. Besides 10:1 isn't all that high for a 2015 engine. Its the same as on the Pioneer 1000, AFAIK that guy doesn't require premium.

For example the new fit runs at 11.5:1 on regular gas.

I would imagine Honda has looked to timing advances or anti-knock sensors...
 

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Isn't Honda at 100HP/L right now for regular unleaded fuel? I think the Africa Twin should be fine with regular gas instead of premium.
 

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I sure hope regular is what they have been focusing on since that does help to some extent to pull more folks to their products, just one more plus to add.
 
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