Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000

33 photos

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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Power on the crankshaft. Measurements on the Dynojet roller test stand 250, corrected according to 95/1 / EG, maximum possible deviation ± 5%.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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Clear announcement: On offer for less than 9,000 euros, the KTM 1050 Adventure was the best motorcycle in its price class.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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Compact: slim cylinders with Unicam heads. Foldable gear lever, practical handwheel on the shock absorber.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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Nice, well thought-out: large gear indicator, eye-catching flashing lights, digital speedometer, LCD tachometer that is easy to read.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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Andreas Bildl (51), test editor, hobby racer: "It is a very appetizing motorcycle: slim, with a slim waist, made of one piece. Made with quality – for pleasure while driving and looking at it".

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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Comparison test of the Honda CRF 1000 L Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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Suzuki V-Strom 1000.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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Suzuki V-Strom 1000.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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KTM 1050 Adventure.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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KTM 1050 Adventure.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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Honda CRF 1000 L Africa Twin.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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Honda CRF 1000 L Africa Twin.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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Provence is the destination of the trip.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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On tour near Toulon: The colorful Africa Twin shines with its fine chassis and smooth power output. Safety plus: noticeably bright, optional Suzuki auxiliary headlights, LED daytime running lights on the Africa Twin / Adventure and front indicators as Honda position lights.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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Even with the most careful off-road use, the Africa Twin drives ahead – thanks to its large spoked wheels, maximum ground clearance and long suspension travel. The V-Strom lacks the latter features.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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All options: The height of the disc can be adjusted with a tool. By pressing in the opposite direction, it engages in three inclination levels.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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Contrasts: fully adjustable but dampened fork. Thin handlebar, mounted in rubber buffers to reduce vibration.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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Honda CRF 1000 L Africa Twin. This is what Enduro feels like – with wide handlebars and a beautifully narrow seat in the front area.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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KTM 1050 Adventure. KTM-typical angular down to the last detail such as luggage rack, silencer and tank flanks. Wide seat, narrower handlebars.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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Suzuki V-Strom 1000. 22 millimeter thin handlebars. The 20 liter tank spreads the legs more widely. The front seat is narrow, the footrests are in the way of the legs.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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Comparison test of the Honda CRF 1000 L Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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Comparison test of the Honda CRF 1000 L Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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Dominant: thick needle in the large analog tachometer. The most important cockpit functions can be controlled from the handlebars.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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Georg Jelicic (48), tester, preferably on asphalt at an angle and fast: "A good, good-natured motorcycle, the brawny V-Strom 1000. It doesn’t stress, leaves the driver alone. But it offers him many possibilities".

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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Enduro legacy: jagged rider footpegs with removable rubber pads (like the Honda), clumsy gear lever.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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Simply clever: unscrewable pillion peg supports, stiffened, lightweight swingarm with chain rack for removing the rear wheel.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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Trans-Sport: marginally adjustable strut, V2 with a strong center, untreated rear frame on the 2015 model.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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Sober and functional: VDO cockpit with a lot of information, clearly presented and completely operable from the driver.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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Thomas Schmieder (49), test editor, nature and culture lover: "Kati is fiery and lively on country roads. Your V2 is mild enough, then wild in the middle. A good mix, you only notice the throttling on the track".

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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Honda CRF 1000 L Africa Twin.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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Full control: the wide, conical aluminum handlebar rests on high risers. Fork and shock absorber are fully adjustable.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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A matter of feeling: the brakes decelerate well. But their pressure point could be crisper. This is how the feedback feels doughy.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
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Proven: 90-degree V2. Virtually unprotected manifolds, the plastic front spoiler just pretends to be, aluminum bridge frame.

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000

1000cc travel enduro in comparison test

It stands for wanderlust and adventure. But in the first exchange of blows, the Honda Africa Twin has to prove itself on asphalt, not in dunes. On the way, the stage to Algeria, Morocco or Tunisia – in the picturesque southern France. Against the established types KTM 1050 Adventure and Suzuki V-Strom 1000.

KNorrig stand unpeeled cork oaks and ancient olive trees by the road, the rocks shine ocher yellow, chalk-pale to rusty red. Pine trees stand on them like large, green, open umbrellas. The sea shines azure blue, snow-white sailing boats circling on it. Southern France can be a stage on the way to the ferry, further to Africa. But for us, Provence is already the destination of the trip, somewhere between Marseille and Toulon. Small, winding streets with little traffic but grippy asphalt beckon here. It is a gifted piece of earth. The god of motorcyclists must have lived here once.

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Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000

Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000
1000cc travel enduro in comparison test

Africa Twin that so many disciples have longingly waited for? Finally a real Enduro from Honda again, with a great aura of adventure, but not too much weight. A spark that ignites a lot of passion. Long suspension travel, narrow spoked wheels, 21 and 18 inches in diameter, and sturdy aluminum engine protection fuel the longing. The tried and tested competitors KTM 1050 Adventure and Suzuki V-Strom 1000 do not want to counter that. With cast wheels, 19 inch at the front and 17 inch at the rear, they range between the touring enduro and the enduro tourer. While the Honda drives a series twin, KTM and Suzuki fire two different V2 engines.

Close to each other in terms of displacement and performance

The three models Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000 come very close in terms of displacement and power: 998 cm³ and 95 hp rated power is the brand new Honda. KTM and Suzuki generously give the liter of displacement with 1050 and 1037 cubic as well as officially 95 or 100 hp.

In MOTORRAD 6/2016 the Honda Africa Twin had to face the potential off-roaders BMW F 800 GS, Triumph Tiger 800 XC & Measure co. But now it’s time to take a deep breath on the first major tour of the year. Picture-book landscapes pass us by. This is your own movie! The air smells spicy of wild thyme, rosemary and oregano. spring.

There are good reasons for the gentle pulsing of the Honda engine

Below you, a cozy V2 beat pulsates from the Honda engine room. Wait a minute, isn’t that an in-line engine ?! Yes, that’s right, but the pistons don’t whiz in parallel, but offset back and forth between the upper and lower dead centers. As a result, they imitate the asymmetrical firing sequence of a 90-degree V2 with uneven firing intervals of first 270 and then 450 degrees crankshaft angle. Just like the Suzuki V-Strom 1000 carries you. Technical arithmetic: All three two-cylinders have four spark plugs, i.e. double ignition.

But while the real V2 of the Suzuki V-Strom 1000 manages without a balance shaft thanks to good mass balancing, the 75-degree V2 of the KTM 1050 Adventure carries one and Honda’s fake V2 has two – which also drive an oil and water pump. There are good reasons for the gentle pulsing of the new, very compact engine of the Honda Africa Twin. Its single overhead unicam camshaft, like the semi-dry sump lubrication, saves overall height, and doing away with the V design makes it shorter.

Suzuki V-Strom 1000 does not necessarily encourage speeding

The Suzuki V-Strom 1000 easily stands over it. It offers the strongest torque from below, comes out best up to 5000 tours from the push. 4000 revs and the day is your friend. Despite the greatest speed reserves, the engine, which was once created for a super sports car, feels a little tough and listless when it is turned down. The Suzuki does not necessarily encourage speeding. No mistake. She doesn’t stress, leaves her driver alone. Runs nicely from 2500 tours even in sixth gear. Okay, the vibrations increase significantly beyond the 6000 mark. But up there you rarely get lost.

The Honda Africa Twin is even smoother and can be accelerated early. A real feel-good engine. Elastic, direct and beautifully silky smooth, the row twin with the two separate water coolers follows the opening and closing of the conventional mechanically operated throttle valve. No, the Honda doesn’t have a ride-by-wire. Only the KTM 1050 Adventure opens huge size 52 intake ports (Honda: 44, Suzuki 45 millimeters in diameter) completely electronically. The Suzuki V-Strom 1000 relies on double throttle valves – one is operated by the driver, the second by the on-board computer. This technique is designed to optimize the flow under all circumstances. However, the travel Suzi reacts a little more indirectly to gas commands than the Honda and KTM.

Atypical low compression of ten to one

The Honda Africa Twin theoretically brings a lot of power from below with the largest stroke (absolute and percentage). In fact, it offers the least punch between 3000 and 5000 tours, the mildest pull in the long-geared sixth gear. Tempo 100 means less than 4000 revolutions. Nowadays atypically low compression of only ten to one is due to potentially poor fuel quality on long-haul trips.

This is a tractor engine. But one with excellent manners. Like the super controllable, linear power output. Engine on, free your mind. There is also a fine twin sound: It quotes real V2 sound from the high oval silencer with three chambers and two differently sized outlet openings, not intrusive or aggressive. It whispers straight to the heart, the Honda Africa Twin. Many admirers also see it this way: at every stop the colorful bird is closely surrounded. Red love!


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You never turn off the engine of the KTM 1050 Adventure on the narrow country roads of Provence.

May I remind you: The epoch-making first KTM LC8 Adventure had “only” just under 950 cubic meters and officially 98 hp. So don’t worry: despite downsizing, the engine of the KTM 1050 Adventure developed from the 1190 is a fiery V2. The thickest pistons of the trio, 103 millimeters bore, clock the shortest stroke on the crankshaft in an inimitable way.

They compress the mixture the most, to a hefty 13 to one. The V2 would easily be good for 115 to 120 hp. But then the option for novice drivers with an A2 driver’s license would no longer be available in Europe, as the Honda Africa Twin naturally offers.

Peffer is in the KTM 1050 Adventure

KTM has put a thick electronic bolt in front of uncorking to full power. At higher speeds, the throttle just doesn’t open to a full 90 degrees. Minimum speed 3000 should already be present in the upper gears, otherwise it chops, whips the drive chain. No matter, because with the groovy middle, Kati is a real giver of joy. There’s really pepper in there! Even the little KTM 1050 Adventure likes hot spurs on the handlebars.

The predator is demanding for calmer natures. He is like the goatherd’s herding dogs, always wants to run around and needs a lot of exercise. Same power rating as the Honda Africa Twin, but served completely different. You never turn off the engine of the KTM 1050 Adventure on the narrow country roads of Provence. Therefore, you don’t even feel your castration at just under 7000 tours. The 75-degree V2 looks lively, hammers hard from the airbox, thunders out of the exhaust pipe.

All three serve with charm, sound and character

Break at the next street café. All three candidates have anti-hopping clutches to calm down when downshifting. Those of the Honda Africa Twin as well as the KTM 1050 Adventure can be dosed and pulled easily, with the Africa Twin by cable (with non-adjustable hand lever!), With the Adventure hydraulically. The hydraulic clutch of the Suzuki V-Strom 1000 disconnects strangely. It needs more power, only establishes a positive connection with the last millimeter of lever travel and engages almost digitally – on or off. The Africa Twin sets the best marks for the transmission, its gears click into it on short distances. Even more shift comfort is offered by Honda’s exclusive and ingenious dual clutch transmission for a surcharge of 1120 euros.

All three machines can serve with charm, sound and character. No, in ten years we will definitely not need travel enduros with 1,500 cubic capacity and 180 hp. Today we are grateful to the existing Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000 for taking us to such wonderful places.


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The Africa Twin sets the best marks for the transmission, its gears click into it on short distances.

We screw our way up the Mont Caume, enjoy great views. Big pots and big ferries lie like toy boats in the port of Toulon. In the saddle of these three machines you feel well removed, far away from the stress at home. This is especially true on the Honda: The driver really melts into it and feels at home right from the start.

You sit super-casual behind the towering and wide handlebars. The Honda Africa Twin conveys a built-in sense of sovereignty. That turns on.

Great ergonomics and a small turning circle

The great ergonomics suit both young and old drivers, as if Honda had taken your measurements personally. Everyone likes sitting on the three-colored bench – the color variant “CRF Rally” for an extra charge of 300 euros takes up the color scheme of the CRF desert racers. The waist is made of tank flanks and the front part of the two-part bench. The driver’s seat of the Honda Africa Twin engages at a height of 86.5 or 88 centimeters. In the lower level, even small drivers can safely reach the ground that is safe. But the higher detent means a more active and therefore more comfortable sitting position.

Honda has returned to old virtues after its excursions to the “off-road gold wings” Varadero 1000 and Crosstourer 1200, to the reduction to the essentials. The new Honda Africa Twin conveys a lot of driving pleasure, as only an enduro can. It is thus following in the footsteps of its legendary predecessor, the XRV 750 (RD 07). User-friendly and really well balanced. The centering of the masses close to the engine can be felt. In trail-like passages on gravel dirt roads or unpaved parking lots you feel good right away, more comfortable than with the rest of the duo. The extremely small turning circle of just 5.20 meters also contributes to this. She turns on the palm of the hand, the new AT. Like the ravens above us in the sky. The rider of the KTM 1050 Adventure can only dream of that. He has to go back and forth.

The Honda Africa Twin masters deep potholes in the most relaxed manner

Deep potholes or completely furrowed, pitted asphalt are the easiest to deal with with the large and elastic spoke wheels of the Honda Africa Twin. The 21-incher, which is well-performing off-road, only irons over it at the front. Perfectly supported by the long-stroke Showa chassis with a full 230 millimeters of spring travel at the front and 220 at the rear. The fully adjustable 45 mm upside-down fork is particularly appealing.

It reacts fine to adjustments. The spring strut operated by the Pro Link lever system also offers plenty of reserves. Adjusting its spring base to the payload? Child’s play – as with the Suzuki V-Strom 1000 using a practical handwheel. Using the wide lever arm, the Honda Africa Twin can be directed playfully, thrown in an inclined position – at moderate country road speeds of up to 80.90 km / h.

The picture changes in fast changing curves

The Col de l’Espigoulier pass leads us up the hills; its bends climb the mountain, curves of all possible radii give our advance direction. It could go on forever, you don’t even want to descend. But the picture on board the Honda Africa Twin changes in fast changing curves. Then the stable, fiery red playmobile suddenly stiffens. Driven quickly, taken courageously, you now need strength to turn down. This also applies in a very similar way to the Suzuki V-Strom 1000. The Africa Twin now uses the large gyroscopic forces of its 21-inch model.

The longest wheelbase, flattest steering head angle and large caster act in the same direction. The tires of the Honda Africa Twin are not a highlight: the Dunlop Trailmax D 610 are tricky. They lack grip. When it is wet, even when it is damp, the Japanese tires are irritating again and again: they slide away suddenly – that is, unpredictably – even on cautious inclines. This pumps adrenaline into the bloodstream. So the disengageable traction control gets enough to do. Their three levels differ significantly, the most defensive setting even allows careful drifts and small wheelies.

KTM 1050 Adventure best tires

The other two candidates also offer easily distinguishable intervention thresholds for rear wheel assistance. The KTM traction control, which regulates in three stages and can be switched off, tends to slip late in between. So you feel comfortable in the sometimes secluded curve thicket. You can feel that the KTM 1050 Adventure has narrower tires than the big Adventure sisters. This makes them more light-footed, noticeably easier to handle, more agile. In addition, the potential tire selection is much larger, since with a third less power, no highly specialized ZR “Enduro” tires are required. The long-legged Honda Africa Twin runs particularly well – later on German autobahns – straight ahead.

The KTM 1050 Adventure, Metzeler Tourance Next, benefits from the best tires in the test trio. So it allows crazy inclines. The 1050 drives really well. It always encourages you to “do more” – to drive faster and sometimes more daring. It kicks to savor the highest level of accuracy. And this despite the fact that the WP chassis follows a saving rule: the upside-down fork is not adjustable at all, the shock absorber only marginally. Only the pressure level and spring base can be adjusted. Both only with tools.


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Bridgestone Battle Wing with the special code “J” make the Suzuki V-Strom 1000 a bit sluggish.

You can tell that the KTM 1050 Adventure has a directly hinged shock absorber. In contrast to the two Japanese, it has to do without progressive deflection: The rear suspension looks a bit more gnarled, woodier than on the Honda Africa Twin and Suzuki V-Strom 1000.

On short, hard edges, the cracks of frost and potholes, the wheel suspensions do not respond very elegantly, as a lot penetrates the driver’s bottom. The KTM 1050 Adventure fishes out long waves well – the basic set-up is not bad, and is quite good for solo rides.

V-Strom is alien to nasty hitting the handlebars

Smallest suspension travel, a moderate 160 millimeters at the front and rear, make the Suzuki more of a high-level tourer than a classic enduro. Earlier than on the Honda Africa and the KTM 1050 Adventure, the long, fearful nipples under the clumsy, non-jagged footrests take soil samples from the French asphalt. After all, nasty handlebar slamming is completely alien to the Japanese. The over-damped upside-down fork of the Suzuki V-Strom 1000 processes bumps in a trampling, stucking manner. On pustular asphalt, it directs violent glitches into the rubber-mounted handlebars. In cool temperatures, it is advisable to fully open the rebound and compression stage of the fully adjustable upside-down fork.

Bridgestone Battle Wing with the special code “J” make the Suzuki V-Strom 1000 a little sluggish: On these tires, it needs force to turn. In addition, it is not exactly on target, does not circle corners as precisely as the competitors Honda Africa Twin and KTM 1050 Adventure. Our endurance test copy (over 50,000 kilometers in MOTORRAD 8/2016) made other tires much more agile and manageable. Above all those from Pirelli. After all, the basic chassis data of the V-Strom with the shortest wheelbase such as caster and the steepest steering head angle are principally beneficial for handling.

Extras heave Suzuki up to 255 kg

Suzuki’s sitting position turned out a bit strange: the wide steel tank spreads the legs the most. This results in a rather inactive sitting position, with little feeling for the subjectively distant front wheel. Here you notice the rubber mounting of the cheap-looking thin steel handlebar more than on the Honda. The optionally heated handles are quite thick. No, the stately Suzuki V-Strom 1000 is not a small motorcycle. But it is lighter than it feels. Weighing only 229 kilograms without extras, the additional main stand, tank / engine crash bars, additional headlights, the optional hand protectors, etc. lift the weight of the test Suzuki to a hefty 255 kilograms.

A good-natured motorcycle, this Suzuki V-Strom 1000. As a full dresser, it arouses wanderlust, but its original accessories are quite expensive. Honda and KTM are exactly the same weight (or light), each 233 kilograms. The Austrian saddles the most payload, a full 207 kilograms. The KTM 1050 Adventure is based on a steel tubular space frame with a screwed-on aluminum rear. The Honda Africa Twin has an open steel frame with a welded rear. Finally, Suzuki installed a massive aluminum bridge frame with a bolted steel rear. Everyone according to their own style.

Adventure wind protection for tall drivers is rather poor

The ergonomics of the KTM 1050 Adventure are partially variable: by repositioning the handlebar risers, the conical aluminum handlebars can be positioned 20 millimeters closer or further away from the rider. The footrests are also adjustable. The seating position looks active, with good front wheel orientation. The height of the disc can be continuously adjusted without tools by 25 millimeters. The wind protection is good for small people, rather bad for tall drivers: They complain about strong turbulence. The gear lever is located quite far inside. The KTM can be braked right into the corners. Only the Honda Africa Twin is even less involved.

Attention: In contrast to the 1190 and 1290, the KTM 1050 Adventure does not have a “curve ABS”, i.e. the completely blissful sensor program. In addition, it has to do without the steering damper of its big sister. You notice this on mogul slopes uphill with a passenger, in the form of a minimally wedging front wheel. Positive: The KTM remains most stable on the track during emergency and force braking. Your ABS can be completely deactivated, on the Honda Africa Twin only on the rear wheel, for leaning on loose ground. This option is offered by an optional off-road mode from KTM.

The pure delay values ​​of the V-Strom are okay

Due to the long suspension travel, the Honda Africa Twin can sometimes become a bit unstable if the deceleration is brutal. The rear wheel sometimes loses contact with the ground for a short time. The braking effect is good, but the dosage without an exact pressure point is a bit bland. Suzuki’s four-piston stoppers snap quite strongly at the beginning, almost poisonous. Almost like a sports brake.

But after that, with more pull on the lever, they don’t increase accordingly, the braking power remains constant. “Degressive effect” means something like that. For an ABS-braked system, the front wheel feels like a long time during emergency braking. But the pure deceleration values ​​of the Suzuki V-Strom 1000 are okay.

Adventure offers the greatest range

The comparatively small, non-adjustable Honda windshield shields the Mistral surprisingly well. It is effectively streamed behind. For a passenger, the Honda Africa Twin offers the most comfortable place with the best holding options. However, getting on and off at lofty heights is not that easy. The one-piece seat of the Suzuki V-Strom 1000 is harder at the back, offers a little less space with less good handles. But even the least comfortable KTM 1050 Adventure offers more than just jaunts for the passenger. The on-board socket in the cockpit of the Suzuki and the mini storage compartment in the same of the Adventure are well thought out.

One last time out to refuel. The Honda Africa Twin sends a good signal, is content with an economical 4.3 liters per 100 kilometers, while the KTM 1050 Adventure and Suzuki V-Strom 1000 require a full five liters. Nevertheless, the Adventure’s 23-liter tank offers the greatest range, a full 460 kilometers. Praiseworthy: Long 15,000 service intervals do not turn even long trips on board the KTM into a service adventure. Whereby the Honda and Suzuki’s 12,000 inspection intervals are really long. Only the KTM has braided steel braided brake hoses, different riding modes and cranked valves on the cast wheels. She also has the most informative on-board computer ready.

Back to the valley

It is evening. The last curves, close to the Mediterranean Sea, lead us down into the valley and bring us back to the hotel. The trio reminds us why we started riding a motorcycle in the first place: Because it is incomparable, appeals to all the senses, and lets you intuitively feel the dynamics of life. On the Suzuki V-Strom 1000 you feel protected, especially in opulent full equipment, but also a bit decoupled from the action. You feel good on the angular KTM 1050 Adventure and also a little challenged.

But you feel at home on the Honda Africa Twin. Flair, esprit and charisma go hand in hand with her. As the only real enduro, it exudes, even suggests, the feeling “you could if you only wanted to”. Fine details and harmonious proportions play together perfectly here. Wh (h) re love: On this side as on the other side of Africa, the supple, very balanced Honda is the most desirable 1000cc travel enduro.

Technical specifications


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Honda CRF 1000 L Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000.

Performance measurements


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Power on the crankshaft. Measurements on the Dynojet roller test stand 250, corrected according to 95/1 / EG, maximum possible deviation ± 5%.

Many roads lead to Rome; to a similar peak power of 95 HP (Honda Africa Twin) to 102 HP (Suzuki V-Strom 1000). The 1037 cubic V2 of the V-Strom gets in the most powerfully, offering the highest torque between 2500 and 4500 tours. Only from the 3000 mark does the engine of the KTM 1050 Adventure smoothly in the upper gears. Then it becomes lively, pushes the most between 4500 and 7500 tours.

With 101 hp and 105 Newton meters, the nominally “only” 95 hp 75-degree V2 of the KTM 1050 Adventure is good in the forage. Its electronic throttling barely bothers at just under 7000 rpm. At first glance, Honda’s fake V2 doesn’t look full. But soft throttle response and great drivability at lower speeds make the precisely 95 hp, low-compression twin in-line twin with character.

Readings

Honda Africa Twin KTM 1050 Adventure Suzuki V-Strom 1000
Top speed * 199 km / h 200 km / h 205 km / h
acceleration
0-100 km / h 3.8 sec 3.7 sec 4.0 sec
0-140 km / h 6.9 sec 6.3 sec 6.8 sec
0-200 km / h 16.8 sec 19.4 sec
Draft
60-100 km / h 4.6 sec 3.8 sec 3.7 sec
100-140 km / h 6.1 sec 4.0 sec 4.2 sec
140-180 km / h 10.9 sec 4.9 sec 6.4 sec
Consumption country road / 100 km 4.3 liters of super 5.0 liters of super 5.0 liters normal
Reach country road 437 km 460 km 400 km

* Manufacturer information

MOTORCYCLE scoring


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Provence is the destination of the trip.

engine

Max points Honda Africa Twin KTM 1050 Adventure Suzuki V-Strom 1000
Draft 40 18th 30th 29
acceleration 40 19th 24 19th
Top speed 30th 12th 14th 14th
Engine characteristics 30th 22nd 22nd 23
Responsiveness 20th 15th 13 12th
Load change 20th 15th 13 13
Smoothness 20th 13 11 11
coupling 10 9 9 7th
circuit 20th 15th 13 13
Gear ratio 10 8th 9 8th
Start 10 9 8th 9
total 250 155 166 158

 

Beyond Africa: the KTM 1050 Adventure shines with the best acceleration and fiery draft. At the other end of the spectrum is the low-torque Honda. Nevertheless, the Honda Africa Twin has many highlights: It vibrates and changes the load the least, hangs nicely on the gas and has a great transmission, typical for Honda. The beefiest from below is the Suzuki V-Strom 1000, but its clutch is poorly adjustable.

Winner engine: KTM 1050 Adventure

landing gear

Max points Honda Africa Twin KTM 1050 Adventure Suzuki V-Strom 1000
Handiness 40 30th 30th 28
Stability in turns 40 29 29 28
Steering behavior 40 25th 27 26th
feedback 10 5 6th 7th
Inclined position 20th 16 16 14th
Straight-line stability 20th 15th 14th 14th
Suspension tuning in front 20th 14th 12th 10
Chassis set-up at the rear 20th 15th 12th 13
Adjustment options undercarriage 10 8th 2 7th
Suspension comfort 10 8th 6th 6th
Driving behavior with a passenger 20th 15th 14th 13
total 250 180 168 166

Southern sky: The Honda Africa Twin sets new records for the chassis. Like the KTM 1050 Adventure, it is easy to handle, offers great freedom of lean angle and stability in curves. In addition, there are excellently working, fully adjustable suspension elements and the best handling with a pillion passenger. The Adventure 1050 steers most precisely. The Suzuki V-Strom 1000 offers a lot of feedback, but it also has a trampling, appealing upside-down fork.

Winner chassis: Honda Africa Twin

everyday life

Max points Honda Africa Twin KTM 1050 Adventure Suzuki V-Strom 1000
Ergonomics driver 40 32 31 29
Ergonomics pillion 20th 14th 12th 13
Windbreak 20th 14th 14th 14th
view 20th 13 12th 13
light 20th 13 13 13
Furnishing 30th 22nd 27 28
Handling / maintenance 30th 17th 19th 17th
Luggage storage 10 4th 4th 5
Payload 10 6th 8th 5
Range 30th 28 30th 25th
processing 20th 15th 13 13
total 250 178 183 172

Southern Cross. The most comfortable seats in the front and back are offered by the top-quality Honda Africa Twin. But the KTM 1050 Adventure shines with extensive equipment and a maximum range of 460 kilometers, saddles the most payload. This comforts beyond their mediocre mirrors. When it comes to wind protection, the three of them don’t give much.

Winner everyday: KTM 1050 Adventure

security

Max points Honda Africa Twin KTM 1050 Adventure Suzuki V-Strom 1000
Braking effect 40 30th 29 28
Brake metering 30th 20th 21st 22nd
Braking with a passenger / fading 20th 15th 14th 13
Righting moment when braking 10 9 8th 8th
ABS function 20th 15th 15th 14th
Handlebar slapping 20th 17th 14th 15th
Ground clearance 10 10 10 8th
total 150 116 111 108

Honda’s strengths: Effective, but not perfectly adjustable, anchor stable brakes. At the beginning, the Suzuki stoppers pack a lot, easy to dose. The Suzuki V-Strom 1000 has the lowest ground clearance and the smallest suspension travel, and is the least enduro.

Winner security: Honda Africa Twin

costs

Max points Honda Africa Twin KTM 1050 Adventure Suzuki V-Strom 1000
guarantee 30th 15th 17th 17th
Consumption (country road) 30th 23 19th 19th
Inspection costs 20th 19th 19th 18th
Maintenance costs 20th 13 13 11
total 100 70 68 65

Oase: Honda and KTM promise very low service costs even more than Suzuki. Particularly economical: the Honda Africa Twin.

Winner cost: Honda Africa Twin

Overall rating

Max points Honda Africa Twin KTM 1050 Adventure Suzuki V-Strom 1000
Overall rating 1000 699 696 669
placement 1. 2. 3.

The Honda Africa Twin offers more value for your money than the Suzuki V-Strom 1000! The KTM 1050 Adventure could not be topped with the offer price.

Winner price-performance: Honda Africa Twin

KTM pricing policy


markus-jahn.com

Clear announcement: On offer for less than 9,000 euros, the KTM was the best motorcycle in its price class.

It is something of puffing around: For the 2015 season, the KTM 1050 Adventure was supposed to close the gap between the 690 Enduro R and its “organ donor” 1190 Adventure. But for 12,945 euros it was too close to its big, well-established sister. Unanimous judgment: difficult to sell.

The German importer reacted to this at the end of 2015 and lowered the purchase price for dealers. Several hundred 1050s were offered for almost 9,000 euros. If you want one more, you have to hurry: no other model offers more motorcycle for the money. But the 2016 model costs 12,795 euros again, and the pendulum hit back. MOTORRAD also used this price as a basis for scoring points. By the way, only the rear frame has been modified: originally untreated, “natural aluminum”, it is currently black anodized.

MOTORCYCLE test result


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In the end, the new Honda Africa Twin wins the comparison test of the 1000cc travel enduros.

3. Suzuki V-Strom 1000

An honest, grounded machine for that kind of driver. The good-natured Suzuki V-Strom 1000 is often underestimated because it does not offer outstanding highs. But it hardly knows any depths either: it just drives well, with a powerful acceleration and good touring comfort.

2. KTM 1050 Adventure

The smallest, A2-compatible KTM Adventure drives great, is not a children’s motorcycle. The engine is fun with its powerful center, the chassis follows the credo of driving and saving. The KTM 1050 Adventure kicks, represents the balancing act of a sensible speed enduro.

1. Honda Africa Twin

Welcome Home. It’s good that the Honda Africa Twin is back: the only real enduro, cozy soul warmer. It is well made, a system on wheels in which everything fits together according to Honda. She deserves better tires.

Price comparison for Honda Africa Twin, Ktm 1050 Adventure and Suzuki V-Strom 1000

Used Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000 in Germany

Everyone has to choose their own favorite: the sporty KTM 1050 Adventure, the comfortable Suzuki V-Strom 1000 or the Honda Africa Twin. To make decision-making even easier, it is worth taking a look at the used motorcycle exchange. There the three travel enduros are compared directly to each other: used Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000 in Germany

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