Honda Hornet 2.0: 5 things to know

The new Hornet 2.0 marks Honda India's foray into the 180cc-200cc segment. In order to compete on an even footing, it sports aggressive styling, a new platform and a few segment-first features.

New platform for India

The Honda Hornet 2.0 uses a new platform for India. The bike does not share its frame and other components with the CB Hornet 160R. Instead it borrows hardware from the CB190R sold in international markets. A quick comparison reveals that both, the Honda Hornet 2.0 and CB190R use 184.4cc engines mated to 5-speed gearboxes. Both bikes also have the same 9.5:1 compression ratio. Other similarities come in form of the diamond frame, brakes, tyre sizes and the suspension. The kerb weight and wheelbase have minor differences – 2kg and 1mm, respectively.
 

Aggressive and handsome design

While the bike is quite similar to the CB190R mechanically, it’s quite different when it comes to the design. The motorcycle does share the CB190R’s silhouette, but it also carries the aggressive design from the CB Hornet 160R forward. Each body panel appears to have been restyled, including components like the headlight and tail-light. The first thing you’ll notice are the sharp tank extensions that tie-in well with the rest of the bodywork. Another design highlight is the faux vents, which are positioned below the pillion seat. A neat design touch is the X-shaped tail-light; this was a signature element of the previous Hornet in India.
 

Performance between 160cc and 200cc

Despite using the same air-cooled, two-valve engine as the CB190R, Honda has managed to churn out more power and torque for India. The Hornet 2.0 puts out 17.2hp and 16.1Nm as compared to the CB190R’s 15.8hp and 15.3Nm figures. The company managed this while also making the engine BS6-compliant. To give you an idea of where the Honda stands on paper, it is closer towards the powerful 160s in India than the 200s. For reference, the TVS Apache RTR 160 4V makes 16hp and 14.12Nm, while the Bajaj NS160 makes 17.2hp and 14.6Nm. While the Bajaj makes the same power figure, the Hornet 2.0 still has the advantage when it comes to torque.

However, 200cc offerings like the TVS Apache RTR 200 4V – with a 20.5hp/16.8Nm engine – and the Bajaj Pulsar NS200 – powered by a 24.5hp/18.5Nm unit – have a big advantage on paper. The BS4 Hero Xtreme 200R also boasts slightly higher performance figures, but it also comes at a significantly lower price than the Hornet. We will probably see the Hero’s price go up with the shift to meet BS6 norms, but it’s still expected to be considerably lower than the Honda Hornet 2.0’s price.

Promises sure-footed dynamics

The Hornet 2.0's biggest USP is its upside-down fork. This fork setup is a first in the segment and usually found on more premium motorcycles. T. In addition, the Hornet 2.0 also has the widest tyres in its segment. The 110/70 front and 140/70 rear tyres underline the fact that Honda has prioritised good riding dynamics, even if it might come at a small expense, in terms of fuel-efficiency.
 

Priced nearly on par with 200cc bikes

At Rs 1.27 lakh, the Hornet 2.0 comes uncomfortably close to more-powerful 200cc offerings like the NS200 (Rs 1.29 lakh) and RTR 200 4V (Rs 1.28 lakh). The Hornet 2.0 also misses out on features like a four-valve head, liquid or oil-cooling, a 6-speed gearbox, dual-channel ABS, radial tyres or Bluetooth connectivity, all of which can be found at this price point.

That said, it will come with Honda’s legendary brand name as well as the promise of punchy urban performance and good riding dynamics. However, specifications only tell part of the story and we can’t wait to find out what the Hornet 2.0 is like in action. Stay tuned.

Confirmed: Honda to launch Royal Enfield rival on September 30

Earlier this week, Honda revealed that it will launch a brand-new motorcycle in India on September 30. Today, the manufacturer shared with us the exhaust note of this upcoming motorcycle in a rather unique way.

    Upcoming 300cc-plus Honda motorcycle to rival Royal Enfield

    Will be a brand-new motorcycle for India

    To launch on September 30

The audio clip is of an exhaust note that sounds exactly like that of a Royal Enfield’s signature thump. It reveals what the bike sounds like while starting up, at idle and as it accelerates through the gears. Listen to the clip below and tell us what you think.

It’s no secret that Honda has been developing a motorcycle to take on Royal Enfield and, at the end of this month, we will finally get to see what it’s come up with. Given what it sounds like, we are almost certain to expect cruiser motorcycle styling from this upcoming Honda.

This also leads us to believe that it could be a 350cc bike if Honda really wants to take on the REs. Interestingly, the upcoming Honda motorcycle launches just before the brand-new Royal Enfield Meteor is expected to go on sale.

Given the more modern technology that the Meteor 350 is expected to feature, it’s going to be this Honda's most direct rival.

We are given to understand that this will be a never-seen-before motorcycle designed specifically for our market. It will be interesting to see whether the bike is based on an all-new platform or if it uses a modified version of something like the Honda Rebel 300 that is sold overseas.

However, considering that the Rebel is based on a modern liquid-cooled platform borrowed from the Honda CB300R, it is quite possible that this new bike will be based on a completely new platform.

This new bike will be retailed out of the Honda Big Wing dealer network. The Big Wing network has been designed for premium products and this new bike will be the most affordable motorcycle sold from it. Honda announced in November 2019 that it planned to aggressively expand the Big Wing network to 75 cities across India.

2021 Honda CB125F is lighter and more economical without sacrificing performance

Honda have pulled the covers off their 2021 CB125F, revealing a completely redesigned learner-friendly commuter that now weighs 11kg less than the previous model and is capable of a claimed 497 miles on a single tank of fuel.

Designed to be a reliable, comfortable, upright workhorse that’s unintimidating to novice riders with either a CBT certificate or A1 licence, the entry level CB was first introduced in 2015 – taking over from the part-faired CBF125 as a new model. 2021 sees the recipe changed again, with the new bike receiving a fresh, 7kg lighter engine paired with a five-speed gearbox. Made it Italy, there’s also a 1.7kg lighter tubular steel frame, restyled bodywork, an LED headlight and digital dash, complete with an eco-meter. Starting with the engine, the new CB does away with the existing bike’s air-cooled two-valve four stroke single in favour of a Euro5-friendly 124cc 'enhanced Smart Power' (eSP) alternative (of the same layout), which Honda claim provides an increased 27% fuel efficiency, without sacrificing performance.

In fact, both power and torque figures are up - now generating 10.7bhp at 7500rpm and 8ftlb of torque at 6000rpm, as opposed to the existing bike’s 10.5bhp at 7750rpm and 7.5ftlb at 6250rpm.

Away from the Top Trump power figures, the new engine also comes packed with low-friction components to help boost fuel efficiency – including an offset cylinder to reduce energy lost between the piston skirt and bore. As such, Honda say the 2021 bike is 27% better on fuel, capable of a claimed 188.4mpg.

Helping to save a little more weight is the Alternating Current Generator (ACG) which combines the jobs of starting the bike and generating electricity within one unit. Housing all of this smart money tech is the lighter new chassis, which helps bring the overall kerb weight down to just 117kg. 

Shod with a pair of skinny 18in five-spoke aluminium rims, suspension is provided by non-adjustable 31mm conventional forks, plus twin rear shocks, adjustable for preload. Seat height is up by 15mm, but remains a manageable 790mm. Covering this is new look bodywork, which takes styling cues from larger-capacity CBs whilst remaining understated. Up front, there’s a new LED headlight, with the digital dash also including an Eco indicator and a live mpg readout.

Away from the plastics, much of the bike has also been finished in black, with the engine, exhaust downpipe, muffler, fork lowers and wheels all given the Henry Ford treatment. For added practicality, there’s a pillion grab rail and centre stand as standard, too.

As always, check back soon for a full, expert review of the Honda CB125F.

HONDA CB500X (2019 - on) Review

The 2019 Honda CB500X is packed with a host of seemingly small engine, chassis and styling upgrades, but they actually add up to a lot, making it more capable than ever. It replaced the 2013-2018 Honda CB500X.

That will be music to the ears of the newer riders amongst us - this bike is A2 licence compliant - but it’s a machine that oozes so much class in just about every situation, it’ll impress the experienced, too. Power feels so much fatter than its 47bhp would suggest and just like a big capacity adventure bike it’s spacious, agile, plush, characterful and handles superbly both on tarmac and dusty off-road trails.

Finished and detailed like a bike costing twice the price, the CB500X is an exceptional machine. Its main competition comes in the form of the Chinese-built Benelli TRK 502.

Its go-anywhere capability also lends itself perfectly to adventure bike duties.

New longer travel suspension, a 19” front wheel (replacing the old 17-incher), Dunlop Trailmax Mixtour tyres and 10mm more ground clearance (up to 180mm), lets you do more than just bump up a city kerb.

It’s probably not going to handle the type of gooey green lanes we have in the UK, but on dusty gravel trails it’s more than capable. Not having a gazillion bhp, is a good thing off road and weighing just 197kg makes the CB500X much less of a handful than a big adventure bike. Steering lock is increased by three degrees (to 38) and bars are now 8mm higher and 3mm closer to the rider for more control.

Although the basic tubular steel diamond chassis remains unchanged, the 500X has new seven spoke Africa Twin-style wheels and revised Showa suspension.  It might be inspired to tackle the dirt, but the Honda is spectacular on the road, where it’ll spend most of its time.

It’s more flickable, planted and fun at any speed and more engaging than its naked and race rep CB siblings. Balanced, composed and with impressive grip from its semi-knobbly tyres, this is the CB500 to go for whether you’re commuting, scratching or everything in between.

It may still ‘only’ have an A2 licence-friendly 47bhp, but the way it surges forward on the throttle you’d swear it has a good 20bhp more. That’s all thanks to new valve timing, a bigger airbox and a straighter inlet tract, which unlocks 4% more grunt between 3-7000rpm.

The parallel twin motor is equally happy for you to ride its torque, or slice through its smooth new gearbox and thrash the Charlie and Ewan out of it. The CB500X constantly surprises you with its pace, as its new twin-piped exhaust can rumbles and spits on and off the gas. Power delivery, throttle and new slip and assist clutch are Honda-light and delicate to the touch.

Honda’s CB500 range is extremely robust and mechanical problems are almost non-existent. Our single 2019 Honda CB500X owners' review awards the bike the full five stars overall.

Not only is the CB500X a bargain, running costs will be low, too. Service intervals are every 8000 miles and it sips fuel like a budgie. Honda claim 78mpg and a 305-mile tank range, which isn’t far off the mark.

When we took the 2018 model on our MCN250 test it managed over 312-miles on a single fill-up. You also get a Datatag, two years unlimited mileage warrantee and European breakdown cover.

The 2019 Honda CB500X's closest rival is the Benelli TRK 502, but it also takes on Fantic Caballero 500 Scrambler and the KTM 390 Adventure.

New ‘layered design’ angular bodywork, with more flowing panels, give a shaper, more Africa Twin-look (shame it’s not available in similar HRC colours) and there are powerful LEDs all round, but best of all are the detail touches that show just how much love and thought Honda has put into the design of this humble 500.

Radiator shrouds have been extended and the fuel tank is slimmer at the front to make it easier to move around. Honda says its improved airflow around the 20mm taller, two-way Allen key-adjustable screen (40mm between settings), but it’s still noisy at speed, like just about every other adventure bike out there.

All 2019 CB500s get a new LCD dash, featuring all the important information you need, including a handy gear position indicator, fuel consumption data, race bike-style peak rpm indication and a shift light. Buttons are dash-mounted, leaving the switchgear clean and uncluttered. A Honda GPS mount can be fitted to the fairing bracket above.

A full range of official accessories are available, including luggage, heated grips, centre stand, fog lights and a 12V socket, as well as cosmetic and protective goodies.

HONDA SP-2 (2000-2010) Review | Speed, Specs & Prices

Even today the SP is a very special bike and while it lacks the instant character that you get with a 916, the Honda is still packed full of spirit. It's just refined, smooth and polite in a typical Japanese fashion rather than outwardly flamboyant like an Italian. Does it justify the high prices on the used market? People are paying even more for the 916, why shouldn't a Honda model be as exclusive as a Ducati?

Like most V-twins, the Honda SP1/2 series need a bit more rider input than the average four when cornering hard. The ride is harsh on both motorcycles, with a massive twin spar frame as the backbone of the motorcycle and firm suspension. The Honda SP1/2 really needs a racetrack to appreciate the abilities of the chassis, as it just seems too hard and unforgiving on many normal roads.

A truly great motor, ruined by a glitchy fuel injection system, especially on the Honda SP1 which is sometimes unpredictable at low rpm. With 133bhp at 10,000rpm the Honda SP2 is 4bhp up on the Honda SP1, but the later model feels easier to ride, thanks to bigger throttle bodies and a better 12 point injector system feeding it.

The Honda SP1/2 feels like it was made in the HRC race shop, not an anonymous factory. Every detail fits together just right, the Honda SP1/2 has an aura of engineering excellence and durability than many other Honda machines sadly lack. Apart from chinning fuel at 30mpg, the Honda SP1/2 has no real faults and if you were some kind of sick masochist, you could probably despatch on it.

The Honda SP1 enjoyed respectable UK sales, but was soon discounted as dealers realised people wouldn't pay vast sums for what was perceived (wrongly) as a jazzed up Firestorm. The Honda SP2 struggled to hold its 10K list price too, dropping to about 8K new in late 2002. Now people realise how exclusive they were and prices on the used market reflect this. You'll do really well to get hold of one for under £5000. Find a Honda SP-2 for sale.

The Honda SP1/2 oozes class. There's little doubt that Honda lost money on each one of them, even at ten grand a pop. Beautiful machined alloy parts, an exquisite swingarm on the Honda SP2, top notch Showa suspension, stunning brakes - the Honda SP series bikes are a techie's delight to look at - and the dashboard looks like it came straight off a Suzuka endurance racer. Spartan but sexy.

2020 Honda Rebel 500 First Ride Review

Honda told us its primary target is women and beginner riders. In fact, the manufacturer shared some numbers showing that a growing portion of Rebel owners are women with 36 percent of owners for the 300 and 28 percent for the 500. It also found that an impressive 61 percent of Rebel 300 purchasers are first-time owners and 45 percent are first-time owners for the 500. This shows that while both females and first-time owners have their sights set more on the 300 model, there is still a significant percentage who end up opting for the 500. I don’t blame the latter percentile’s higher interest in the 500 as it is not as intimidating as the displacement may imply.

A key update that will be helpful to a beginner is the new addition of the assist and slipper clutch. This is said to reduce lever effort by 30 percent and, in practice, the clutch pull was very light eliminating any intimidation factor that a tougher lever actuation may present. The Rebel’s 471cc powerplant remains unchanged for 2020, and I found the power is smooth and manageable, with plenty of low-end torque for getting off the line and enough horsepower to pull the taller gears for cruising and moving at highways speeds. We ran the 500 on the Cycle World in-house dyno and concluded that the parallel twin makes 40.8 hp at 7,900 rpm and 29.9 pound-feet of torque at 6,300 rpm at the rear wheel.

Honda says spring rates have been stiffened to improve overall comfort and handling. As a result of the increased stiffness, I found that the Rebel 500’s front suspension under hard braking was firm, keeping the chassis balanced and limiting front-end dive under hard braking. Rebound damping was quick initially but slowed on its return to static ride height. Generally, the 41mm fork and twin shocks felt stable over potholes and rough roads with 4.8 inches and 3.8 inches of travel, respectively. However, under larger, harsher bumps the rear did bottom out causing the bike to feel unstable at the rear when I was bucked up out of the seat.

Nissin hydraulic disc brakes are employed by Honda at the front and rear. They do not have a hard initial bite (as should be expected from a beginner-friendly motorcycle) but a strong and communicative feel pulls the bike to a smooth stop as you increase lever effort. This is a positive aspect for beginner riders who need a more controlled, steady stop upon a fast, tight squeeze that can come from less experienced fingers. Both the 300 and 500 are also available in ABS options at a $300 addition to the base MSRP—a solid choice for new and experienced riders.

The Rebel 500 carries its weight down low which makes not only picking it up off the stand easy but taking the twisties with confidence as well. Hitting the crest of the turns the bike was planted thanks to its low center of gravity and the power pulled it out of the turns with a tame sweep that was confidence inspiring. Without the saddlebag accessory the Rebel 500 tipped our scales at 418 pounds and weighed 422 pounds with the saddlebag attached.

The new LED lighting throughout is a notable change for the 2020 model year. Four LED lamps are tucked into the circular casing, and LED turn signals and taillight (even the license plate light) are clean and modern. The previous models’ taillight section used to protrude awkwardly, but this has now been tidied up nicely.

The larger semi-circular LCD gauge is also new. It displays information like time, speed, gear position, and fuel level readout, but is missing a tachometer—an odd omission. Additionally, you can also scroll through the odometer, two tripmeters, average trip mpg, and current mpg. A toggle switch on the hand controls rather than a button on the gauge would be handy, but the Rebel is a more basic ride. Regardless of this, all of the information displayed is easy to read at a quick glance.

In terms of the ergonomics I found the riding position to be comfortable for my 6-foot-tall frame. The reach to the bars was natural and relaxed, however, the peg position was slightly compact for my long legs, because it put my knees a little too far above my hips.

The seat has seen some changes including the thickness and density. Our Rebel test unit was equipped with a seat from Honda’s accessory line, so while we didn’t get a chance to try the stock seat, the foam in the accessory one is also updated to the new 2020 spec. Whether an hour-long or two-hour-long stretch, saddle soreness barely even made itself known with this upgrade. We measured the seat height at a low 27.6 inches (Honda claims 27.2 inches for the stock seat) and its thinness between the legs makes for a very easy stretch to the ground.

Honda has paid great attention to the rest of the fit and finish of this motorcycle. It is especially orderly in terms of wiring. The wrapped cables on the handlebars and braided hose covers near the engine show that Honda paid attention to even the minuscule and less exciting details in addition to the updates I mentioned before. And all of these finer points of the finish make this machine look more expensive than it is.

Props to Honda for keeping the pricing unchanged for 2020, despite the upgrades. The base Rebel 300 rings in at $4,499 and the base 500 is $6,199. Both appropriate pricing for entry-level machines.

Our Rebel 500 test unit wasn't quite stock, fitted with elements from Honda’s accessory line. Equipped with the headlight cowl, fork boots, 12-volt accessory socket, custom-looking seat, left 14-liter saddlebag, and saddle bracket, $410.70 was added to the price tag.

Overall, Honda’s Rebel 500 carries the torch for the beginner cruiser category and with smooth and torquey power, comfortable ergos, useful updates, commendable attention to detail, and affordable pricing these machines will continue to be enjoyable regardless of gender or skill level.

2020 Honda Africa Twin DCT First Ride

When Honda announced the return of the Africa Twin to its lineup in 2015, it promised a go-anywhere adventure motorcycle. And when the bike arrived as a 2016 model, it was mostly true. In the four model years that have passed the Africa Twin has earned a reputation as an easy-to-own and -ride adventure motorcycle - with the capability to go anywhere. Now for 2020, the Africa Twin gets an overhaul. More power, less weight, better suspension performance, and more tech are all promised to match offerings from the competition - and it delivers.

Honda offers up the 2020 Africa Twin in four models: Africa Twin, Africa Twin DCT, Africa Twin Adventure Sports, and Africa Twin Adventure Sports DCT. All four share the same basic engine and frame architecture, previously the Adventure Sports had a different frame to accommodate longer-travel suspension. The differences now lie in a larger 6.5-gallon fuel tank, Showa Electronically Equipped Ride Adjustment suspension, heated grips, tubeless wheels, a larger skid plate, a 12-volt accessory socket, and an aluminum rear rack. Honda says the standard Africa Twin is more suited to off-road usage while the Adventure Sports is more for touring due to the bigger tank and electronic suspension.

• 2020 Africa Twin
• The standard 2020 Africa Twin is positioned by Honda to be more off-road ready than the Adventure Sports model.Jeff Allen

Our test unit was a base model with manually adjustable Showa suspension and a 5-gallon fuel tank. It was also a DCT (Dual Clutch Transmission) model - Honda says the manual transmission units are on the way. Look for an upcoming test with a manual Adventure Sports in the future for a review of the electronic suspension and six-speed gearbox.

As mentioned above, all four models share the same increased displacement parallel twin. Bumped up 86cc to 1,084cc in total, Honda claims a 6-percent increase in power from the original 998cc engine. Once the manual units arrive we will get one on the dyno to compare to the 2018 model that produced 82.4 peak hp and 65.5 pound-feet of torque. Doing the math, we should expect to see just over 87 horses to the rear wheel.

While 6 percent may not seem like a significant increase, on the road it is. The longer-stroke, 270-degree twin gets a larger throttle body, revised air intake, an updated ECU, and re-angled injectors for more oomph and engine smoothness. Combine the power gains with a 5-pound weight loss for the engine (6 pounds overall) and you get a much livelier engine character. Crack the throttle and the Africa Twin responds with a snap that was missed in the previous model. Both on and off the road that extra torque and stroker character lofts the front wheel on demand (with Wheelie Control deactivated - more on that later) and jumps from corner to corner with a newfound willingness. Just a little extra has totally transformed the Africa Twin powerplant from a ho-hum performer to an entertaining, big ADV-worthy powerplant. It still won’t win any horsepower showdown, but you aren’t left wanting when you twist the wireless throttle.

• 2020 Africa Twin engine
• The 1,084cc parallel twin of the 2020 Africa Twin puts out a claimed 6-percent more horsepower.Jeff Allen

With that increased performance comes increased confidence in traction and stability. A Bosch MM7.10 six-axis IMU now informs the Africa Twin’s big brain to offer lean-sensitive rider aids. Traction control (Honda calls it Honda Selectable Torque Control or HSTC) can be adjusted through seven levels of intervention, Level 1 being the least and Level 7 being the most. TC can also be switched off completely. On the dry pavement, I preferred Level 2 or 3 as it didn’t seem to hold the bike back at all while rear wheel slip was kept to a minimum. In the dirt, I worked though nearly every level. Off is best for technical off-roading, especially when climbing a hill and you need every bit the engine has even if it means spinning the tire all the way up. Level 1 is excellent for single- and two-track riding, offering the smallest safety net when you give it a little too much of the spurs. Higher levels are great for slippery gravel roads, especially with Honda’s street-biased tire choice.

• 2020 Africa Twin
• Honda’s tire choice for the 2020 Africa Twin leans more toward street than dirt; seven levels of traction control keep the motorcycle moving forward despite the lack of aggressive tires.Jeff Allen

The IMU also manages wheelie control in three levels plus off. Level 1 lets the tire rise from the pavement for a moment before setting it down softly, Level 2 has very little lift before cutting the power, and Level 3? Forget about it, Honda’s system keeps the front wheel glued to the riding surface.

Power delivery and ABS is tailored to each of the six ride modes (Tour, Urban, Gravel, Off-Road, User 1, and User 2) according to each usage case and how far the bike is leaned over or pitched sideways. Traction control is not linked to these modes. Power in Tour delivers all the engine has to offer with impressive acceleration and torque. Urban is subdued and less immediate and does work well for life in the city. Gravel mellows out the power deliver further for work on slick fire roads and activates off-road ABS. Once again, highly useful with the stock tires. Off-Road has more snap and punch than Gravel and adds off-road ABS. It is spot-on for any type of riding in the dirt beyond gravel roads.

• Drive Mode
• Thumb the drive mode selection button into Sport on the 2020 Africa Twin and enjoy a DCT shift program that best utilizes the bike’s newfound power.Jeff Allen

ABS settings work well on the street and dirt in their respective modes, with both the dual front 310mm discs and four-piston calipers and 256mm rear disc and single-piston caliper offering excellent feel and power. Only in the most technical off-road situations did I want to turn the rear ABS off to add more bite and control to the rear, mostly on downhills.

• Twin 310mm discs
• Twin 310mm discs with four-piston calipers provide strong and communicative brake performance on the 2020 Africa Twin DCT.Jeff Allen

Honda’s DCT system is beginning to win me over, but I would still prefer a manual transmission when the going gets difficult. In all other situations the Dual Clutch Transmission is great. For commuting and riding around town, I thumbed the right bar-mounted switch to Sport (AT-S) and would leave it there. This mode allows you to get solid acceleration out of the Africa Twin by holding each gear longer to use all the power available in the higher rpm. The default Drive (AT-D) prioritizes fuel economy, shifting early and keeping engine revs low. Manual is a blast on any twisting mountain road and in the dirt. Snapping up and down through the gears with your thumb and index finger is easy and quick. I still miss the clutch for that fine-tuning of traction and drive at very low speeds in technical off-road situations - the fine engagement of the DCT is just not there.

• Honda’s Dual Clutch Transmission
• In most situations Honda’s Dual Clutch Transmission is magical, but in serious off-road situations you may still want a clutch lever.Jeff Allen

Honda has given the 2020 Africa Twin a new chassis. A slimmer frame with revised stiffness for increased front-end feel, better stability under braking, and better rear-end suspension feel is shared between the Africa Twin and Adventure Sports. The subframe is now an aluminum bolt-on unit.

Our test unit gets a 45mm manually adjustable Showa cartridge fork with 9.1 inches of travel. At the back a Showa shock and Pro-Link system give 9.4 inches of travel. A new aluminum swingarm is based on Honda's CRF450R motocross bike and is said to be more rigid and lighter. Where it all really matters is the dirt, and it is clear the 2020 outperforms the previous model when presented with the bumps and jolts encountered off road. Small bump compliance is excellent, but it also holds up well to bigger hits such as whoops and jumps. Even when the suspension is bottomed out the chassis stays controlled.

• Off Road
• The 2020 Africa Twin is much more composed off road than the previous model, thanks to longer-travel suspension and a new frame.Jeff Allen

On the street the suspension is very balanced with just the right amount of weight transfer expected from an adventure bike when on the brakes and accelerating. This contributes to excellent street handling. Despite having a 21-inch front wheel, communication from the front tire lets you know just how much load and grip are available. As most ADV riders do spend more time on the street than the dirt, this is a great thing.

• 2020 Africa Twin DCT
• On the street the 2020 Africa Twin DCT is wonderfully balanced with its new chassis.Jeff Allen

Really the only thing not great about the 2020 Africa Twin is the new full-color dash and menu system for navigating the multitude of settings for traction control, engine-braking, and ride modes. As impressive and beautiful as the 6.5-inch TFT dash is, Honda has made using it cumbersome. Inconsistencies in the display of power, engine-braking, and traction control form the first frustration. While just one section of the circle to communicate the power level means the most power and four the least, one bar for engine-braking and TC means the least. All three are next to each other and it causes confusion. Next is the riding mode screens; there is a separate screen for each, with three different looks that give more or less information. Then the two user modes are not as easy as they should be to set up. After some time, an owner will learn the ins and outs, but not until after a frustrating initiation.

• 6.5-inch full-color TFT screen
• Although the 6.5-inch full-color TFT screen is impressive looking, using the functions is not as easy as it should or could be.Jeff Allen

Ergonomics is a mixed bag for the 2020 Africa Twin. The seat is comfortable, leg room is ample, and the midsection of the bike is thinner. When standing, however, the cockpit feels cramped with the bars sitting too far aft. It’s difficult to get your weight forward while standing, which can become tiring off road.

Even with a couple of misses, the 2020 Africa Twin DCT is much improved and adventure-touring riders will continue to find a capable partner for their journeys. With better performance off road and excellent on on-road manners there's not much holding the Africa Twin back from continued success in the ADV segment. A slight bump in cost (up $800 to $15,199 for DCT) comes with a nice bump in power, a fair trade I say.</div>