I am 42 years old (as of 2021), live in Los Angeles, have a “Good” driving record and have common coverage levels on my vehicles. The Insurance Cost Premium for my 2018 Africa Twin Adventure Sports through AAA Automotive is $439.00 per year.
For additional reference, here are the rates that I pay for 2 additional motorcycles. You can infer that the insurance premiums relate directly to vehicle cost to some degree.
2017 Suzuki SV650: $329 per year
2018 Harley Davidson Sport Glide: $403 per year
While these rates may be higher or lower than other owners, I think they represent what most perspective buyers should expect to get quoted from insurance agents. Below I will outline my specific policy parameters and list some of the considerations every rider can consider to get the best rate.
My Specific Insurance Factors*
Coverage Levels
Bodily Injury: $100,000 per person, $300,000 each occurrence
Collision Deductible: $1000
Comprehensive Deductible: $250
Property Damage: $100,000 each occurrence
Uninsured Motorist: $50,000 Each Person, $100,000 Each Occurrence
* These coverage parameters are not a recommendation and should be considered individually by each buyer. There are written here for example purposes only.
There are minimum insurance requirements based on your Country and State however some will need increased coverage limits based on their personal situation.
According to my AAA account documents, here are the parameters they factored into my insurance “discounts”.
Multi-Policy / Home and Life Insurance
Other Discounts – Loyalty, Professional (Occupation), Multi-Vehicle
Driver Discounts – “Good Driver”
Verified Milage – All Vehicles
Items (questions asked by the agent) that are not listed in my policy that I believe did impact my initial quote before discounts were:
Location: Los Angeles
Garage: Yes
Previous Insurance Claims: No
Age / Driving Experience: 42 / 20+ years motorcycle riding
Education Level: College Grad
A list of AAA premium deductions available on their website can be found here, although I do not think that percentages listed line up exactly.
Insurance Company
While I am not affiliated with AAA Insurance in any way (other than being a client) and receive no compensation from them in any form in connection with my opinions, I commonly recommended them as an option for motorcycle insurance. In my experience, they have had competitive rates, and when combined with additional insurance policies (think home owner’s, renters, life insurance, multi-vehicle, etc.), have been the leaders in price. Additionally, AAA tends to award member dividend payments periodically which are a nice bonus. My last (2021) dividend payment was for $515! Though AAA states on their web site that $150 is the average. Either way, I’ll take it.
More importantly though, AAA insures motorcyclists, which not all companies do.
All that being said, there are dozens of insurance companies available to riders and each will give different rates to different riders depending on their situation. I recommend calling at least 5 or 6 of them until you start to see a pattern of reasonable price quotes close to eachother.
PRO TIP – Several insurance companies will quote you for 6 months of coverage to make the premiums sound like a better deal. Do not fall for this. Make sure you get an Annual rate or do the math for yourself!
What Factors Effect Insurance Premiums?
It is difficult to say exactly what the insurance costs will be for any one individual or vehicle because there are a host of influencing factors set by each insurance company. These include but are not limited to age of the driver, driving record, location, cost of vehicle and coverage levels just to start. In addition to those initial factors that every company uses, different insurance companies will take into consideration any combination of additional criteria including, occupational considerations, multi-policy discounts, security systems, annual milage, and even where you plan to park your vehicle. Depending on each company’s “Matrix”, their computer will then spit out a price for the agent to quote you.
The only real way to get an exact answer to “What insurance will cost you?” is to call the insurance companies you would be willing to work with and ask for a quote based on your circumstances or use an insurance broker who will do the work for you. In either instance, some combination of the mentioned criteria will be used.
Common Insurance Premium (Price) Determining Factors
Below is a list of common considerations that can be address before you make the call to the insurance company as well as considerations that are less realistically changed prior to getting a quote.
Controllable Factors
Uncontrollable Factors
Shopping Around / Multiple Quotes
Driving Record
Vehicle Selection
Where you live / Zip Code
Coverage Levels / Deductibles
Driving / Riding Experience (years)
Garage Storage
Occupation
Vehicle Alarm / Security
Past Insurance Claims
Future Insurance Claims
Veteran Status
Multi-Policy Discounts
Age
Annual Milage
Active Military
BOLD text has greatest impacts on Insurance Premiums
I installed these on my 2018 Honda Africa Twin Adventure Sports
After 3800 miles, no flats, no problems.
My experience with Michelin’s Ultra Heavy-Duty Enduro Tire Tubes
The Honda OEM Dunlop TrailMax tires that came on the 2016 – 2019 Honda Africa Twin (and Adventure Sports) were decidedly focused towards street riding with the promised potential that they could survive a mild trek down a dirt road without much fuss as long as the rider kept their speed and their expectations in check. The stock tire tubes that Honda spec’d for the Africa Twin also matched these design characteristics. They are round, made of black rubber, and they held air in the tire. They are also light weight, thin, and pack down small.
They did exactly what they were supposed to dofor full-pressure street riding.
Honda spec’d a tire tube that matched the tire characteristics and the use-characteristics of the average Africa Twin-rider. If, you as the rider follow the common use expectations, be it that be you spend most of your time on the pavement and, if you keep your tires at recommended operating pressure, the stock tubes work fine.
Where the discussion of alternative tire tubes for the Africa Twin (and really for any of the large-displacement adventure-touring bikes) begins is from two distinct rider needs.
The first is the rider who plans to swap out the original rubber for more dirt-oriented tires and plans to run those tires at reduced tire pressures for maximum off-road grip. This was exactly my plan when I swapped the OEM tires for the Dunlop TrailMax Mission Tires.
The second consideration is for the rider preparing their kit for on-the-road and/or on-the-trail self-reliance and is going to carry spare tubes with them.
We will take these two topics separately because the nature of Michelin UHDs makes them great at one of these scenarios and less-than-great at the other.
Consideration 1: Hard-Core Off-Road Tires and Air-Down! (Yee Haw!)
The persistent demon that haunts off-road riders running tires with tubes in them is the dreaded pinch flat. For riders that reduce the air pressure in their tires sufficiently low to allow deformation of the sidewall (to gain traction), run the risk of this cursed annoyance. It is the event where the sidewall of the tire deforms sufficiently on impact with rocks and other obstacles to crush the inner tube between the inner-sidewall of the tire and the wheel rim. This crushing effect can cause ware spots and eventually holes in the tube resulting in a flat.
Enter stage right the Michelin Ultra Heavy Duty Inner Tubes. This is exactly what they were made for. These tubes are THICK, they are HEAVY, and they are durable. These tubes do exactly what the low-air-pressure rider wants them to do. They are extra resistant against internal tire abrasion, their added thickness resists pinch flats, and yes, they keep air in my 550+ Africa Twin tires too.
Michelin Ultra Heavy Duty Tube (4mm Thickness)
End of Story? Not Exactly…
There is one minor downside I will mention and one additional consideration to make.
These tubes are heavy. They are more than double the weight of the OEM tubes and when I combined them with a set of Dunlop TrailMax Mission Tires (a tire I really like but notoriously heavy in their own right), the total weight of the wheel set was noticeably heavier. Once I remounted the tires on my own bike, I immediately noticed an increase resistance to turn in at both ends of the bike. While I do not think this outcome would vary much with an alternative tube (unless you use a thinner one), it is worth mentioning. For the aggressive off-road rider, this is more or less something you will have to accept when running thicker (heavier) tubes.
The additional consideration I would propose to someone considering setting up their bike for aggressive off-road riding would be the use of rim locks. I did not follow through with this on my bike because I elected not to run my tires at extreme low pressures (I never went lower than 20 psi), but I was well aware of the potential risk of sheering the valve stem should I air-down the tubes too far (~<15 psi?). This is especially a risk on heavy, large-displacement adventure bikes on the rear tire.
For experienced dirt bike riders this is probably nothing new. But for other riders whom like me are coming to off-road riding from street bikes, this was a new concept for me to be aware of. The spoked wheels that came on the Africa Twin did not come pre-drilled for rim locks so that is something that would have to be drilled into the wheel. Other bikes may come prepped for this feature.
Consideration 2: The Self-Reliant rider who needs spare tubes for their kit. (Yes, you can fix this…)
This is where the Michelin UHDs fall short and I would not use them. As I said before, these tubes are thick, and they are heavy. Both characteristics that are counter-desirable to the priorities of most riders accessories kits on their bikes. The tubes are huge when you try to fold them up and fill small bike bags quickly.
But all is not lost!
The best surprise development that I experienced when installing these tubes was that the stock OEM tubes made for perfect back-up tubes. They were light weight, thin, and packed down small. Sound familiar? So, if you decide to install the Michelin UHD’s, keep the OEMs, they will be very useful.
The correct tire tube sizes for the Africa Twin are 90/90-21 TR4 for the front tire and 150/70-18 TR4 for the rear tire. The front tire tube size is very common however the rear tire size is less common. The best substitution for the rear tire tube is a 140/80-18 tire tube. I will cover additional considerations and my choice for tube replacements below.
Africa Twin Tire and Tube Size (Model Years 2016 – 2019)
The stock brand and model tires on the 2016-2019 Africa Twin are: Dunlop TrailMax
The stock tire and tube size on the 2016-2019 Africa Twin are:
Front
Rear
Tire Size
90/90 – R21
150/70 – R18
Tube Size* (metric/inch)
90/90-21 TR4 / 2.75-3.00 – 21
150/70-18or 140/80-18 TR4 / 6.00-6.25 – 18
*multiple rear tube sizes meet OEM spec.
Michelin UHD (4mm) Inner Tubes
Africa Twin 90/90-21, 140/80-18
These are the correctly matched heavy-duty tire tube sizes commonly available for the Africa Twin motorcycles. While the front tire size is quite common and exact matches can be found using both Imperial and Metric measurements, the rear tire size is less common and is more frequently found in its Imperial Measurement (6.00-6.25 – 18). The exact tube size match for a 150mm tire would be a 5.9 inche-wide tube which are not made. However, a tire tube sized for 5.50″ up to 6.25″ R18 will fit and seat the rear tire well. A tire tube measuring 140/80-18 or to 5.50 inches also works well for this purpose and is a more commonly available size. I have read reports of other riders using rear tubes measuring as small as 4.00-4.50, however there is greater internal stretch of the tube occurring in these applications and better options are available.
In this instance, Michelin does manufacture tubes for both the front and rear tires using metric measurements sized for the Africa Twin so there is not much need to look further unless you are looking for a lighter option.
**Note** While tire sizing for any motorcycle wheel is constrained to fairly specific parameters and limited margins of “plus sizing” tires, tire tubes are more flexible in their application. While it is desirable to use the tubes closest to the correct size as possible, tubes are capable of stretching and matching the inside dimensions of many tires close to their size and profile.
It is not uncommon for adventure riders to only carry one spare tube for a 21 inch front wheel and use it as a “temporary repair” in an 18 inch rear to limp home. It is worth noting though that while a larger diameter tube can be used on a smaller diameter wheel, a smaller diameter tube cannot be used in a larger diameter wheel. In either case, it is recommended to replace any miss-matched wheels / tubes as soon as possible.
Africa Twin Tires and Tubes
Both trims of the Honda Africa Twin (model years 2016-2019) run Tube-Type (TT) tires. For anyone who is unfamiliar with this tire orientation, it simply means that the tires must have an inner-tube inflated inside of the tire to hold shape and pressure. In contrast, Tubeless tires do not need a tube and rely on a tight seal between the bead of the rim and the tire to hold pressure.
While the use of tube-type tire orientations is still comon on most dirt / off-road focused motorcycles, tubes are all but extinct on road focused machines. The latter opting for “tubeless” tires (TL) as standard kit. Both tire configurations still have their place in motorcycle design and application with pros and cons on each side however general trends show the move towards tubeless tires in the dual sports categories becoming increasingly popular. Case in Point, Honda’s recent update of the Africa Twin for 2020 has both models switching to tubeless tires.
Tube Thickness
Tire tubes come in various thicknesses usually ranging between 2mm and 4mm. The tube’s thickness is commonly described by retailers as Standard, Heavy, and / or Ultra Heavy Duty Tire tubes (2mm, 3mm, and 4mm respectively). However there is no actual rating system for tire tube thickness or labeling standards so it is important to confirm actual tube thickness rather than rely strictly on the manufacturer’s labeling.
Michelin Ultra Heavy Duty Tube (4mm Thickness)
Conventional thinking might lead people to assume that the thicker the tube is always the better option but this not always the case. While heavy duty tubes defiantly have their advantages (resistance to pinch flats) in off road riding when particularly low pressures are used, thinner and lighter standard tubes may deliver better on-road performance. With each increment a tire tube’s thickness increases, not only does it become heavier (which translates to more unsprung weight in the wheels) but also more expensive and more prone to holding heat.
You should consider your riding application and choose the weight of the your replacement tire tubes accordingly.
Pinch Flats
For anyone agonizing over which tire tube replacement to select, it is likely that the thought of “pinch-flats” has crossed your mind.
A Pinch-flat is a puncture in the tire tube that usually results from running low air pressures over sharp-edged terrain. Effectively, it is when the tire contacts the edge of a rock or tree root under low pressure and the tube inside the tire gets crushed (or pinched) between the collapsing sidewall of the tire and the rim. This causes a weak spot or puncture in the tube to develope that will eventually let the air completely out fo the tire. “Heavy” tire tubes can resist this phenomenon better than lighter tubes at low air pressures and are thus popular for off-road riding applications. They are however more expensive and are usually not provided from the factory.
If you are new to working with tube-type tires and / or are purchasing your first replacement tubes after the stock tubes have worn out or got a puncture, you may have only heard of “pinch-flats”. If you are an experienced rider or someone who rides aggressively off road it is likely you have experienced one before. In either case, they are an unfortunate reality of off-road riding and something that riders running tube-type tires have to deal with.
Both models of the First Generation (re-launched) Africa Twin are proven performers with standard Honda pedigrees (reliable and functional) and are extremely fun to ride. The meaningful differences between the two bikes will come down much more to the riders’ preferences and priorities than anything else. Join me while we break these two models down and decide where the values are.
The CRF1000L and CRF1000L2 (2016-2018)
Is it possible that Honda’s flagship model of the Africa Twin, the Adventure Sports isn’t the better motorcycle? It would be hard to draw that harsh of a conclusion without a little insight. The question does however tee up an intriguing draw between the standard Africa Twin (the off-roader) and the Adventure Sports (a.k.a. the tourer).
2018 Africa Twin & Africa Twin Adventure Sport
Which to Choose?
This is undoubtedly the first question that will cross your mind if you are considering one of Honda’s Africa Twins for your next Adventure Motorcycle. If you ponder it long enough, your mind will become a cerebral battlefield—pinning vehicle features against ride-ability and if you are anything like most other motorcyclist who dream of far-off adventures, you will be tempted to immediately dismiss the base model in favor of the all mighty and all conquering Adventure Sports. And why wouldn’t you? It has more of everything, does everything better, makes you look better, makes your wife look better, makes your hair grow back, and can even make your back stop hurting.
Ok, so we might be getting a little carried away on the Adventure Sports, but it is true, it is a fantastic motorcycle.
So why are we here even discussing the base model Africa Twin and why do I think it is a mistake to prematurely dismiss it as the lesser of the two models for some riders?
I’m glad you asked.
First of all, the base model Africa Twin boasts a highlight real of class leading features all on its own. And while the top offing from Honda touts an enhanced pedigree of increased suspension travel, greater fuel capacity, and heated grips, all at a marginal cost increase; it is also challenged by two significant questions the standard model does not have to answer too.
Are the added features on the Adventure Sports (at a cost) the ones riders want?
and…
2. Can the perspective rider get comfortable and confident in the riding position on a bike this tall?
The first question is easy enough to answer. Poor over the spec sheets for the two models (I will do that for you below), make a list of the differences (did this too), ponder their importance and value for an excessively long time (guilty), and decide if the extra juice is worth the squeeze ($$). Let’s move on.
The second question is a little more challenging and a far more important one to answer!
Do you feel comfortable with the reach to the ground while sitting on the bike?
The Africa Twin is a tall bike, not necessarily a “big bike”, but a tall one. For experienced riders, a brief mounting at the local bike shop will tell them everything they need to know about the riding position, their ability to touch the ground, and if they can live with it. For less experienced riders, just sitting on the bike may not automatically register all the significance that it could.
For one, and especially for first-timers (though riders new to Adventure style bikes may be susceptible as well), sitting on a new or potential “first” adventure bike is more of a learning experience than one of critical analysis. It is far more likely that your brain will be registering thoughts such as “so this is what an ADV bike feels like” rather than “is this a good feel for me?”.
Secondly, in the case of the Africa Twins, this is particularly significant regarding reach to the ground. It is very easy to sit on the bike you are interested in purchasing and say “I can touch the ground so we are all good”. In the case of the Africa Twin, and assuming that you have aspirations of leaving the pavement, just being able to “touch” may not be sufficient to instill confidence when riding off road.
This is the crux of the debate between the two bikes. The added features of the Adventure Sports and the ergonomic changes that come with them (namely the increased suspension travel and the seat shape).
The first topic is one of a Cost / Benefit analysis. Are the extra features worth the money? On a per-dollar / check box basis as compared with the cost of the same features in the aftermarket, it is a no brainer. Honda is giving riders a hell of a value with the extra features on the Africa Twin Adventure Sports. However when evaluating the performance and function of each feature and accessory, perspective buyers should be cognizant that they are buying “factory parts” that may or may not satisfy their performance expectations.
The second topic is pure subjective rider-ergonomics against riding ability / style. How to you feel riding the bike?
For any prospective buyer I suggest you consider these two factors above all else. Regardless of what any spec. sheet says or how many professional riders rave about a particular machine, your satisfaction is going to be most influenced by how you want your bike set up and how you want it to feel.
If you’re interested in the finer details of these topics, below I have included a more thorough analysis of all the features and differences I think are worth noting between the two machines.
I have written these sections from the perspective of “the things I know now” as someone who has already purchased an Africa Twin Adventure Sports. In the conclusions you will hear how my initial presumptions and my post purchase realizations combine to shape my final opinions and advice.
Please enjoy.
Differences between the Africa Twin and Africa Twin Adventure Sports
Africa Twin
Africa Twin Adventure Sports
Seat Heights
33.5″ / 34.3″
35.4″ / 36.2″
Fork Travel
8 inches
8.8 inches
Shock Travel
8.6 inches
9.4 inches
Ground Clearance
9.8 inches
10.6 inches
Fuel Capacity
5 gallons
6.5 gallons
Weight
507 lbs.
533 lbs.
Windscreen
Standard
80 mm taller
Protection
Skid Plate
Skid Plate / Upper Bars
Bar Risers
Standard
1.3 inch rise
Grips
Standard
Heated
Differences that Matter Most
1. Seat Height, Suspension Travel, and Ground Clearance
2. Fuel Capacity
3. Weight
These are the 3 categories of differences that are the most significant and are not easily modified or replicated in the aftermarket between the base model and the Adventure Sports. These are the most important features to consider if you are in the market for an Africa Twin as they will impact every aspect of your riding each time you leave the garage.
Seat Hight, Suspension Travel, and Ground Clearance
The overall stature of the Africa Twins and their tall seat heights combined with dramatic suspension travel work together to allow for class leading ground clearance. These characteristics, while each individually considered would seem undeniably desirable, come at the expense of the rider’s ability to get a foot flat on the ground. From my experiences talking to to other riders, this is the greatest turn-off for most people when they first sit on the Africa Twins, especially the Adventure Sports.
To help address this issue and rider in-seam variation, each bike comes with a seat that is adjustable for two heights, “standard” and “low”. On each bike, the seat adjustment is about an inch. While not a dramatic amount by itself, combined with the taper of the seat and the location of the foot-pegs, the differences between seat heights on both bikes in both positions are very noticeable. To identify which position the seat is in when looking at the bikes, look to see if the rider’s seat seems continuous or on equal level with the passenger pillion. If so, then the seat is in the standard position. If the rider seat appears about an inch lower with a step up to the pillion, then it is in the “lower” position.
It is worth noting that Honda does offer an even lower, factory accessory seat. This option, while it does help to get the rider’s foot closer to the ground, comes at the loss of some seat shape and cushioning that is designed into the standard seats.
I have not tested one of these seats and cannot give a personal account to their comfort or functionality. For someone committed to purchasing an Adventure Sport or for a shorter rider that is struggling with the stand-over height on either bike, this may be an important accessory to look into.
My Impressions
At 6 feet tall and a 32” inseam, I can without much fuss throw my leg over the bae model bike with the seat in the “lower” 33.5” position, and comfortably get both feet flat on the ground with a slight bend in the knees and be in a natural riding position. Additionally, If I rotate slightly forward towards a standing position I can stand and create just the slightest gap between myself and the seat as the suspension unloads, a nice option for rider repositioning at a stop light. The base-model bike with the seat in the lower position inevitably feels good and if riding position comfort was the only consideration, the base model bike would be the no-brainer choice.
On the base model with the seat in the “taller” standard position of 34.3” I am forced to think about my mount and dismount a little more carefully, and once seated, I start reaching for the ground more than I would prefer though I would still say reach is reasonable for this style of motorcycle. On flat pavement I can more or less get both feet flat on the ground with my knees locked out.
From strictly a rider confidence perspective, I am basically maxed out for comfortable reach on the base model bike. Any additional seat height would start to diminish my contact with the ground as well as diminish my confidence of saving the bike in a tip. I would say however that the height of the base model is manageable with the seat in either position for a beginning or novice rider of my height.
In contrast, the lower seat height of 35.4” on the Adventure Sports requires a total commitment as I unnaturally raise my right leg up like a chicken wing while trying not to dislocate my hip. Once onboard with normal suspension sag, I can get the balls of both feet on the ground as long as I pay attention to getting around the foot-pegs. In the tall position of 36.2” on the Adventure Sports I am relegated to stepping up on the foot pegs for both mount and dismount and can barely touch ground with both toes once onboard.
Real World Significance – Seat Height
For all but the tallest riders, choosing between the base model and the Adventure Sports is going to be some compromise between the performance numbers on a spec. sheet and rider confidence when putting boots on the ground. For the die hard enthusiast it will be difficult to overcome the angst of buying a motorcycle with a “lower” performance pedigree and they will likely be drawn to the Adventure Sport. But for enthusiast and novice riders alike, I would encourage everyone to think carefully and honestly about their riding style, their comfort on the bikes, as well as their realistic intended riding conditions. Compromising on a bike to conquer the toughest trail conditions at the sacrifice of rider comfort and confidence, only to cover most miles on pavement with the occasional fire road, won’t make sense for most riders.
As much as the Africa Twin, and even more so the Adventure Sports, tug at the heart string memories of the 1980’s Dakar racing machines, they are in reality, full sized Adventure Touring machines, not race bikes. This makes them a long shot for enduro use in anything other than the most experienced riders hand’s. Bottom line, both models have more than adequate suspension travel and ground clearance for most off-road riding conditions beginners and novices are likely to attempt.
Bottom Line on Seat Height
The differences in seat heights between the base model and the Adventure Sports come directly from the increased suspension travel. You cannot have one without the other and the cost to convert from one to the other after the fact would far exceed the increased cost of the Adventure Sports on the showroom floor. It is for this reason I suggest you weight your selection based on this characteristic more than any other. Almost all the other differences between the two bikes can be addressed with factory accessories or in the aftermarket.
For the beginner and novice rider, I would suggest that being able to sit on the bike comfortably and to stabilize the bike confidently while sitting on flat ground is paramount to your longterm enjoyment of this (or any) motorcycle. At 6 feet tall, the Adventure Sports is just within a tolerable ground reach though there has been more than one occasion where I would have wished for a shorter reach. For anyone shorter, remember that most of the other added features beyond the suspension (and fuel tank) on the Adventure Sports can be added to the standard model without giving up its more accommodating seat heights.
Seat Heights
Low
Standard
Africa Twin
33.5″
34.3″
Africa Twin Adventure Sports
35.4″
36.2″
Side Note on Seat Heights
The prohibitive seat heights of the Africa Twins for some shorter riders are not a condition that is solely unique to Honda’s adventure line (think large displacement KTMs), but it is the most dramatic. With a no joke seat height of 33.5 inches in the low setting on the base model to the towering height of 36.2 inches in the high slot of the Adventure Sports, Honda’s Africa Twins span a large range of seat heights, all of them tall.
Africa Twin Fuel Capacities
Increased integrated fuel capacity is another feature of the Adventure Sports that is not available on the base model. While it is not difficult to increase total fuel capacity of either bike with the use of RotoPax or other axillary fuel containers, for those who just want to deal with a single tank for visual or weight distribution reasons, this will be a consideration.
The base model comes with a 5 gallon (4.97g) fuel capacity while the Adventure Sports increases that capacity to 6.4 gallons. At just under a gallon and a half increase, the total distance between fuel stops increases by roughly 60 miles from 200 on the base bike to 260 on the Adventure Sports for someone averaging 40mpg (a conservative but commonly used number for the AT).
In my first 600 miles of mixed urban and highway driving I averaged 46.8 mpg meaning I could expect approximately 300 miles between fuel stops on the Adventure Sports. Likewise, on the standard bike with similar fuel milage you would be looking at a real world range of 230 miles.
This number was highly variable though and was greatly effected by what style of riding I was doing including terrain and bike loading. It was not uncommon for me to see 60+ mpg cruising at 65 on the highway and be in the low 30’s going stoplight to stoplight. Following the bikes first service and further engine break-in, I expect to see marginal improvements.
It is worth mentioning that with the larger fuel tank comes added weight and a wider riding position between the legs. While the 1.4 gallons of additional gas would probably be appreciated and the 9 additional pounds probably not be noticed in a fully loaded touring setup, for those who are running the bike lean and hard off road, it would likely be a slight deterrent. The riding position on the Adventure Sports is notably wider at the knees than on the base model and both bikes make the rider feel like they are shielded from some of the elements.
Real World Considerations – Fuel Capacity
In regards to the value of the additional fuel capacity, the question to ask is how important the extended range is to your riding plans? Considered alone, everyone would probably opt for greater riding distance between stops but the reality is that more fuel equals more weight and a wider (possibly less comfortable for some) riding position. Additionally it is worth pondering if you even enjoy riding more than 200 mile stretches without stops; something the base model can easily achieve? Lastly, consider if the permanent added fuel capacity out weights the pros of the smaller tank and the use of RotoPax if only needed occasionally?
Fuel
Fuel Capacities
Tank
Range (40 mpg)
Africa Twin
5 Gal.
200 miles
Africa Twin Adventure Sports
6.5 Gal
260 miles
Weight
Motorcycle Weight
Africa Twin
507 lbs.
Africa Twin Adventure Sports
533 lbs.
After talking about increased fuel capacity, it is a natural transition to talk about weight. With approx. 1.4 gallons of additional gasoline onboard, the increase is about 9lbs. (8.8 lbs) in fuel. Added fuel is only part of the story however as combined with the other added features on the Adventure Sports, the total weight balloons to just under a 26lbs increase. Looking at motorcycles in general, this would be a significant amount but with a bike that breaches the quarter-ton mark, I think the significance of the weight difference becomes a bit more subjective.
Real World Considerations – Weight
In the hands of an expert rider or for the hardcore off-road enthusiast who plans to run the Africa Twin through the toughest conditions they can find, I am sure an argument for the weight savings can be made. For the rest of us who will ultimately be adding another 20 lbs of accessories (think crash bars, plates, gps, penner racks) , 40 to 50 lbs. of gear, and are probably a few pounds heavier than we could be anyway, the difference is less significant. Just remember that it is commonly excepted that lighter is usually better (pure highway cruising bikes excluded perhaps) and that with more features comes more weight.
I will add for those who are particularly concerned with motorcycle weight and may be comparing the AT to previous bikes ridden. Both models of the Arica Twin give the rider the perceived impression that they weigh less than they really do and carry their weight down low. This sensation is further magnified once the bike gets rolling, giving the impression of a large dirt bike rather than a fully burdened large-bore ADV.
Suspension Travel
Suspension travel is another notable area of fanfare that circles the Africa Twin line. With class leading suspension travel on both bikes, the Adventure Sport’s increased stretch may garner greater praise than it deserves.
The base model has 8 inches of travel in the forks and 8.6 inches inches of shock travel. The Adventure Sports increases those numbers to 8.8 inches up front and 9.4 inches in the rear. While the increased travel range is substantial at both ends of the bike, it is arguable how much real world benefit this provides the rider. Again, for anyone who sticks to the numbers, the increased travel will provide greater range of suspension movement. But for the average rider I believe the last inch of travel front and rear is less significant than it suggests.
Features that Matter Less (The Value Section)
These are some of the features which may be “nice to haves” and represent good value from the factory depending on the rider and how much you are drawn to specific brands and products available in the aftermarket.
The Seat
Bars and Risers
Heated Grips
The Seat
The seat is a spot Honda choose to make a purposeful change on the Adventure Sport. The seat on the base model contours to a deeper scoop shape holding the rider in a smaller area compared to the Adventure Sports. The AS has a much flatter and wider seat that allows for freer movement on longer rides. While the differences are noticeable, both are equally comfortable while sitting on them and preference will be to the individual. The marketing behind the Adventure Sports’ flatter seat is to offer greater flexibility and comfort for long range and off road riding.
Real World – The Seat
As good as both seats are, I feel they come up short in both style and comfort when compared to some of the aftermarket options. I have used both Corbin and Seat Concepts seats on past bikes and still feel they offer a superior product when it comes to comfort. That is not to say the stock seats are poor by any stretch of the imagination, and quite the contrary, the seat on my Adventure Sports is very comfortable for half-day rides. A popular UTuber named William Gloege has done more than 50,000 km on his Africa twin with the stock seat and commented specifically on his satisfaction.
If you are a casual rider or typically do a short commute, either seat on the Africa Twins will be more than satisfactory. However if you are looking at longer adventures or just prefer the aftermarket seat options, then this feature will have little significance with either bike you choose.
Bars and Risers
If you plan to do a lot of stand-up riding and you prefer to leave your motorcycles relatively stock, this is a value feature that will matter to you. While the base model offers a comfortable and compliant up-right riding position, the standing reach to the handle bars will only be satisfactory to shorter riders. The Adventure Sports addresses this situation with 1.6″ taller risers, effectively bringing the bars up and forward.
I find the standing position with the raised risers quite comfortable with a slight bend in the knees and greatly appreciate this added feature on the Adventure Sports.
It is fair to point out however that bar risers are readily available and a relatively inexpensive and an easy modification for owners to address in the aftermarket. Whether you get them with the Adventure Sports or add them to your base model Africa Twin, I would not let them influence your final decision. In this case they are truly a value option if you are leaning towards the Adventure Sports.
Heated Grips
Heated Grips are a luxury item that have become all but expected on full sized touring and sport touring motorcycles. They are now commonly found on adventure touring machines and as such, Honda has seen it fit to include them on the Adventure Sports. While the grips on the two Africa Twins appear identical, those fitted on the Adventure Sports have a cleanly integrated switch at the base of the left grip and a fully integrated readout on the dash. With 6 levels of heat to choose from, the rider simply cycles through the settings with the single switch. It is a clean design and one that will be the envy of anyone looking to fit aftermarket heated grips on their Africa Twin. The bright side is that the heated grips are offered as a genuine Honda accessory part and all Africa Twins are able to integrate the controls and plug into the dash screen display.
Real World – Heated Grips
Depending on your local weather and intended plans, heated grips may or may not be a critical accessory. Regardless, any Africa Twin owner can have the option of using the Honda Genuine Accessory or going to the aftermarket to meet their needs. While a nice feature, this one is only just another value item if the Adventure Sports is under consideration.
Things that don’t matter at all
Don’t get me wrong when I say that some of the following items really should have no influence on your decision or opinions between the two bikes. For the most part, these items can be easily and inexpensively added in the after market or you are likely to replace them anyway making these difference between the two bikes inconsequential.
Taller Wind Screen
Crash Bars and Bash Plate
Larger Foot Pegs
What I mean to cover in this section are the difference, some the most heavily advertised by Honda, that are insignificant next to the features mentioned above.
Taller Wind Screen
Standard Height Wind ScreenTall Wind Screen
What is the importance of a taller (80mm) windscreen if you can’t touch the ground when you come to a stop? It may be a grim reality for some enthusiasts, but the sheer height of the Adventure Sports will put it beyond reach (literally) for some riders and outside the realm of comfortable for even more. The upside of this is that some of the Adventure Sports’ added accessories are available from the factory. For $200 bucks or less, you can purchases the factory “taller” shield directly from Honda or choose from a host of “taller” aftermarket windscreen available on the aftermarket. This makes the Adventure Sports’ stock taller screen a non-defining feature and only a slight value item.
Crash Bars and Bash Plate
Adventure Sports Crash Bars and Skid Plate
I will not be so dramatic as to say that the Adventure Sports’ crash bars are made of lead, but I have heard them described in that fashion. In total fairness they are made of a light weight metal tubing that you would expect from a factory production bike and they would probably provide some minimum amount of side fairing protection in a slow or no-speed off. Similarly, the factory bash plates on both bikes are constructed of a thin gauge metal and would only provide light duty protection with that fitted on the Adventure Sports being moderately wider and covering more area. Neither are satisfactory for anyone who has real plans for off road adventure and would need to be replaced.
Real World – Crash Bars and Bash Plate
The significant issue here is that unless you have no intentions of anything other than the lightest of off-road use, the Honda Arica Twins lack sufficient crash protection. The base model only comes fitted with a minimalist bash plate and no engine or fairing protection whatsoever. The stock crash bars on the Adventure Sports are made of spaghetti and do not provide any lower engine case protection either. Like many Honda engines before them, those fitted on the Africa Twins are susceptible to side engine case fractures from ground impact and tire roost. Realistically I would recommend to anyone seriously considering any off-road work to fit aftermarket upper and lower crash bars to help prevent or reduce critical damage in a crash and the addition of a steel or heavy gauge aluminum bash plates to protect the frame and vital engine parts. This effectively makes the addition of the factory bars on the Adventure Sports one more item you will likely take off.
Conclusions
So there you have it. We have covered the notable mechanical features and specs that separate the base model Africa Twin and the Africa Twin Adventure Sports. When totaled up, it is easy to find the value in the additional features the Adventure Sports has to offer. In real world application, it is equally easy to see how the added value of some factory features do not out-weight the confidence erosion increased ground-reach creates for some riders.
Of course the best option for any potential buyer is to find an opportunity to sit on both motorcycles with the seats in both positions. For those who cannot sit on both bikes side by side, have to order the bike, or are looking at the used market, the numbers (published seat heights) along with my recommendations are going to be your guiding factor.
How it all went for me
Now that we have covered all the differences and the considerations between the two bikes I will tell you exactly how it went for me. I, like everyone else had to weigh the pros and cons of each bike in terms of riding comfort (seat height), factory features, and costs. I can not say that my logic or reasoning is perfect in any way but I did make a decision. I bought an end-of-model year Adventure Sports on special.
For the most part, I have been happy with my selection. At 6 feet tall with a 32″ inseam, I am right at my threshold for ground-reach comfort while riding on the streets. If all the other features were identical between the two bikes, I now realize in retrospect that I would have preferred the base model for riding position. This is not the case however and these two bikes are a compromise much like life. The added fuel range is something I appreciate as is the taller windscreen and hand warmers. Only with additional riding will I find if the ground-reach become too much for me off-road but for now I am pot committed.
Summary
In the end I cannot tell you which motorcycle is right for you. They are both incredible machines and each person’s riding capabilities, priorities, and interpretation of value is different. On one hand you have a completely capable platform in the Africa Twin, ready for each owner to upgrade, modify, and configure as they wish. On the other hand you have the Adventure Sports, with increased performance capabilities and complete with many of the accessories many buyers are likely to want, from the factory and at a reduced cost.
I can say for me however, that after realizing how much seat and stand-over height can influence rider confidence, and understanding that most of the “performance” accessories I could have added on in that aftermarket, I may have chosen the Base Model Africa Twin.
