Legend meets new version
How does Honda’s new Africa Twin live up to the original bike’s classic status? Matt Hull got them together to find out
ITOOK MY OLD Africa Twin RD07 down to Gibraltar,” says Dave Busby, director of Africa Twin specialists, Stafford Motorcycles. “I caught the ferry to Morocco then followed some of the original Paris-dakar rally route from Mazurka to Zagora: 5000 miles of sand and no problems. That’s why people love the old Africa Twin.”
Busby has had a long affair with Africa Twins. He sells them, restores them and has owned both an automatic and manual version of the new model, the CRF1000L. Even his better half rides an RD07A, the last of the old XRV750 models. So he’s in a perfect position to help us understand why both generations of this utilitarian machine are held in such high regard by owners.
To meet with Dave I’ve just ridden my CRF1000L 180 miles. It’s cold, wet and miserable, yet the Africa Twin has given me no aches, pains, or traumas. Its 94bhp doesn’t earn many bragging rights, but allied to 72lb.ft of torque, it does allow for easy cruising at motorway speeds and overtaking without the need to change down. And the headlights rank among the best on any bike, ever. That alone is worth 50bhp at night.
Add to this the commanding and comfy riding position and you have an A-to-b machine that’s second to none. In fact, since April last year, I’ve covered more than 22,000 miles in a similar hassle-free manner on my modern Africa Twin. It’s a genuine do-it-all, comfortable, capable, everyday machine that can turn its hand to off-road duties but without compromising any road manners. It also never shouts ‘look at me’, but those who know what it is absolutely get it – and I like that.
Honda had set out to build the new bike with all the attributes of the old XRV750 Africa Twin, so the new bike had to be good at a multitude of tasks while still being enjoyable to ride. I’d say that they got it absoluely right with the CRF1000L and that’s no mean feat (ask Ducati how difficult it is to release
the successor to a cult model – 999 anyone?) The new Africa twin lets you jump on and pop down the shops, head to St Tropez, or take in some green-lanes just like the old model. And with the Dual Clutch Transmission (DCT) version, you can even have an automatic gearbox.
How the legend was born
Honda won the Paris-dakar rally from 1986 to 1989 with the NXR750 – a competition machine built by the Honda Racing Corporation (HRC) that laid the foundations for the XRV650. The original XRV650 RD03 was released in 1988 and used the 50bhp V-twin Transalp engine, but was physically bigger.
To differentiate the Africa Twin from the Transalp, the XRV became a 750 in 1990 (the RD04). The engine was heavily re-engineered to deliver 60bhp and more torque, while other changes included twin front discs. In 1993 the RD07 was launched with a new chassis and lower seat height, then in 1996 the RD07A took over with a redesigned fairing and seat, which also hid a few minor mechanical upgrades. It continued like this until being quietly dropped from the range in 2003.
What made it so good?
The original XRV was the real deal. It was a bike that could genuinely take you round the world but could also be fixed by an average mechanic without a laptop. It was perfectly powered for its time and the finish was as good as you’ll find on any motorbike, with thick and hard-wearing plastics. In fact, other than BMW’S GS, the Africa Twin had few rivals in the Nineties – another reason for its loyal following. Crucially, its looks never seemed to go out of fashion either, which is why the bike has been enduringly popular.
How does it feel like now?
Wonderful. The cable connection between throttle and carbs will never be replicated by computers and fuel injection; that crisp, analogue response is so predictable that, along with 1990’s power (60bhp) it banishes any need for traction control. The gearchange and clutch feel deliberate and while the XRV is not as quick as the new bike, the suspension’s not as communicative and there’s no ABS, it still feels perfectly capable of global travel.
Pull away and you don’t have electronics helping you to avoid stalling so you have to make sure you have enough revs and are smooth with the clutch. The XRV is a few kilos lighter than the CRF and also feels narrower and nimbler. And it’s comfy: the seat foam Honda used in the Nineties has never been beaten. The fairing works well and the analogue dials in their foam surrounds help transport you back in time.
Since it was discontinued, prices have been creeping up. Until the CRF1000L was released in 2016 it wasn’t uncommon to see XRV750S on sale for as much as £7000. Prices have started to drop slightly as the new bike retails at £10,800 but Dave Busby says, “Prices for the old bike are still really strong - it’s all about supply and demand.”
Which Aftica Twin should I go for?
“I’ve got both,” laughs Dave. “I bought a DCT CRF first but swapped it for one with a conventional gearbox because I use it a lot for green-laning and couldn’t get the control I wanted with DCT. The CRF is better for carrying pillions with its separate, flatter seats, and the power is ideal for modern traffic. The trip computer is great for accurate fuel consumption, the traction control works well, as does the ABS, and with a chain oiler and heated grips it’s close to the ideal bike. Honda did a really good job of making the new model feel related to the old one.”
So why do people still love the XRV? “Because it’s a classic bike you can still use every day,” Dave says. “If it does go wrong you can find the problem and easily fix it. And it still looks purposeful.”
As more used CRF’S come on to the market, will XRV’S still be sought after? “Without a doubt,” says Dave. “What other classic can you still enjoy for every task?”
Honda designed a race-winning bike then transformed it into a sales success and cult classic. Now it seem’s they’ve managed the near-impossible, replacing it with a bike in the same mould that actually compliments the older model. Whether you choose an XRV or CRF Africa Twin, you’re onto a winner.