2022 Africa Twin Adventure Sports Review
Cast your mind back to the Honda NT1100 launch from the tail end of 2021, and if you watched the review video you may remember me mentioning that I’d never actually tasted the Honda Africa Twin, which the latest NT1100 tourer was based…
Well, the guys and girls of Honda simply couldn’t allow that to be the case any longer, and I was soon eyeing up a beautiful Dakar-inspired model outside my house!
A sparkling 2022 Africa Twin Adventure Sports had been delivered, and it promised to live up to all of my dual-sport touring needs for the next few weeks. I was certainly excited, but before we begin…
Honda Africa Twin 2022 Price & Availability
I was riding the Adventure Sports model (minus the crash bars and panniers) in Pearl Glare White plus the optional DCT, priced up at $19,966.81. The ‘base model’ 2022 Africa Twin is $16,435.54 ($17,570.66 with DCT).
You can also opt for a finance deal on a 2021 model year, which at the time of writing has an offer priced at $162.50 per month with a £2,701 deposit, over 3 years with a 4000 annual mileage ($629.78 test ride contribution, 3 years roadside assistance and 3 years extended guarantee). Final payment on that deal is $10,796.68.
Features
This is a seriously specced up machine, capable of fulfilling all of your world-conquering touring desires.
I’ll get to the engine and internals shortly, but as a long-distance tourer this is simply one of the best out there specs-wise.
To list a few specs, a smart 6.5” TFT touchscreen is fitted with Android Auto or Apple CarPlay connectivity, there are two external power sockets (both USB and 12v socket), cruise control, electronically adjustable Showa suspension, larger 24.8 L tank and a six-axis IMU with a number of engine & power maps - you have the freedom to just about take this thing anywhere. Even just to the office.
2022 updates also include refinements made to the Dual Clutch Transmission for smoother initial gearing, standard fitment of the rear carrier, shorter adjustable screen, and (of course) updated graphics.
Engine
Simply put, the 1084cc parallel-twin is a peach. Really easy to get on with, with a throaty growl and plenty of power control options (maybe verging on too many) to fine-tune the output to your riding conditions.
With a 270º crank, the long-stroking twin with SOHC unicam valve train (from the CRF450R) gives you 100.5 BHP (at 7500 rpm) and 105 Nm peak torque (at 6250 rpm) to play with.
Whilst the power figures may not appease some, it feels like all 100 horses race to the rear wheel nigh-on instantly when called upon, the DCT box intelligently clicking down a gear or two to give you torque and power on demand - great fun when coming out of a 30 limit.
Four default riding modes (Tour, Urban, Gravel, Off-road) allow you to quickly switch between pre-set maps, and diving into the dash allows you to adjust the intervention of HSTC from off to 7, 3 levels of engine braking, and 3 levels of wheelie control.
I tended to ride around in Tour mode for the most part, with the highest level of power, mid-range engine braking and active cornering ABS - plus playing around with the button set to adjust the HSTC.
For those looking to scratch the itch of off-road riding, Gravel & Off-road employ low and lower-mid power respectively, the lowest engine braking level, and rear ABS that can be switched off (in off-road only). Just consider a tyre change to something more off-road capable. The Metzeler Karoo Street hoops are good, but not great for green lanes.
Lovely burble to the engine note as well, particularly in the sportier modes where the butterfly valve in the exhaust will open up and you can hear her sing.
It’s clear to see how popular this machine is for all-riding, as it’s capable of doing anything you throw at it. My favourite pastime on it? Byway hunting on B-roads.
DCT
A quick mention to the Dual Clutch Transmission, which makes riding the AT effortless. Some may think it’s an ‘automatic motorcycle’ but it’s far impressive more than that.
Gear changes are as smooth up-and-down as a quickshifter dreams of being, and it is tremendously handy when taken off-road, as you can stand on the pegs and not worry about gear changes - and if you do, you have hand controls!
Where the clutch should be, you’ll find a handbrake positioned just out of reach (so you can’t grab a fistful of handbrake accidentally).
The gear changes, of course, can be set depending on the riding you intend on doing. D mode (I think of it as Drive mode) will seek economy, flicking up to fifth gear when rolling through sleepy 30mph villages which can be a tad annoying - you have to manually flick down or change the mode to avoid waiting for the DCT to catch up to your intentions. S mode, (or ‘Sport’) has three modes (1,2,3) and is more inclined to hang on to gears for longer under acceleration, letting you make the most of the twin.
I tended to press the D button when going into 30 zones, then back into S-mode once the road opens up again. The first couple of gears, perhaps thanks to the 2022 revisions, were smooth and not catchy at all.
Like with most bikes, your riding habits will need a slight bit of tweaking to make use of the features on hand.
If you’re wondering whether to go for the DCT option or not, I’d highly recommend giving it a go first. It’s impossible to stall, effortless to use once you ‘get it’ - but it does mean you can’t bump start it if you’re caught out with a flat battery on tour!
What we like
- It’s a top-level tourer, you can happily travel two-up for long distances (on a tank of fuel) and both come off happy.
- The Twin motor is so versatile and sounds brilliant - with practically full power to the rear wheel when you need it.
- Tech gadgetry for days, great electronic suspension, and I really liked having the Apple CarPlay functionality with Spotify and Apple/Google Maps.
Conclusion & verdict
What a bike. Seriously, I had an incredible time with the Africa Twin, and could quite easily see myself on one of these indefinitely.
Having tried the NT1100 before the Africa Twin was interesting, too. Where they are so similar in some aspects, they are worlds apart in others - the NT is clearly the more road-focused one, but given the choice between the two I’d pick the Africa Twin every single time.
It’s superb for tours and long rides, and being faced with 300-mile rides was simply not an issue, perhaps due to the DCT, but more likely just how easy it is to ride. Electronic suspension and gadgetry are huge pluses, and it’s astonishing how such a large, heavy beast can handle so elegantly on the road.
It’s no wonder many press-bike launches are led by Africa Twins (at least with Honda!), they have the perfect balance of accessible power, all-day comfort and off-road acumen you could ever need.
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