Comparison test Multistrada 950 Vs Africa Twin Vs V-Strom 1000: right on target
Since its release in January 2016, the Honda Africa Twin has met with well-deserved success that has aroused much envy: this year, Ducati opposes it to the unprecedented Multistrada 950 while Suzuki updates its V-Strom 1000… Site has therefore brought together these three 1000 cc trails for a new comparison.
Multistrada Vs Africa Vs V-Strom page 2: twin in L, line or V ?
Unveiled on the Ducati stand at the last Eicma show in Milan – presented simultaneously and on video on Site, of course! -, the Multistrada 950 is an important novelty for the Italian brand in 2017 which seeks, again and again, to increase its sales in order to satisfy VW shareholders … and to attract new owners / investors ?!
Although completely new, the "small" Multistrada is not the bike that arouses the most interest from bikers. In any case not among those crossed during our taxiing: the already – well – installed Africa Twin generated more questions, eclipsing the new Ducati as well as the new version of the V-Strom 1000.
On several occasions, our Italian companion has even been confused with the Multistrada 1200. And nothing surprising since the 950 is the portrait (profile, back, three quarters front and rear!) Spat of its big sister! As in the sports department, Ducati has indeed decided to offer its customers a more accessible version of its maxitrail..
Like the "small" Panigale therefore, the Multistrada 950 carefully copies the lines of its predecessor, making no sacrifice on the purely aesthetic level. From a mechanical point of view, on the other hand, it must yield a few beautiful parts, the major one being the single-sided swingarm, split on the 950..
Conversely, the two stacked silencers of the 1200 give way to a simple but fine and elegant exhaust. Ducati enthusiasts and / or Site readers – who, as everyone knows, are a little more "pazzed" than others – will note other subtle decorative differences: frame and engine painted black on the small, beak and raw plastic front fender…
At the heart of the "small" Ducati trail beats the Testastretta 11 ° – remember that this value corresponds to the simultaneous opening angle of the valves, not to that formed by the cylinders (90 °, like an "L"). Inaugurated on the latest Hypermotard and Hyperstrada, the engine has been revised at the cylinder heads and intake to meet the new anti-pollution and noise-reduction standard – kestudi ?! – Euro 4.
L-twin on the Multistrada 950
The 937 cc "L-Twin" is the smallest of this comparison, but it is also the strongest: the Multistrada "937", therefore, develops 113 horsepower. This is 18 hp more than the Africa Twin "998" with its parallel twin and 12 hp more than the V-Strom "1037" with its twin cylinder. "L" V at 90 °, grade !
More explosive, the mill – water – of the Italian would be no less enduring than its Japanese counterparts: for the record, Ducati boasts of maintenance intervals "the longest in the category", namely 15,000 km between two oil changes and 30,000 km to "check and adjust the valve clearance if necessary".
The little red bomb – white for our test – also stands out from its rivals of the day by its higher degree of sophistication, illustrated by its LCD instrumentation. The latter is perfectly legible and very complete, even more exhaustive than the other two since it displays the average speed and the travel time, and warns in the event of a risk of icy roads (see the Practical aspects and equipment page) !
The operation of the controls on the handlebars is quickly acquired to scroll through the Multi-study information and adjust the traction control (8 levels on the Multi, 3 on the Africa, 2 on the V-Strom). It takes a little more practice to customize the four driving modes of the Italian (no modes or engine maps on the Japanese) or disconnect the ABS at the rear and then at the front if necessary (rear on the Honda , not possible on Suzuki).
The instrumentation of the V-Strom on the other hand is old-fashioned, incorporating a good old analog tachometer. The mirrors also look "retro" because they are quite square, but just as effective as their profiled counterparts. Finally, the all-digital instrument stands out with its inverted display (white on black) and its vertical format which is reminiscent of a road-book….
As a whole, the Africa Twin strives to look as much as possible like a rally raid motorcycle, brilliantly! "Whether it’s the sleek dual headlights with high visibility, or the wide choice of colors, the new Africa Twin pays homage to the original model with a classic style that still works today", say – with accuracy – its designers.
Although their dimensions are extremely close (read our Technical Sheet on the last page), the Honda seems slimmer and better suited for off-roading. This is due to its compact fork crown, its high pot, its better ground clearance (250 mm!), Its large travel (230 and 220 mm, against 170×2 on the Ducat and 160×2 on the Suz) and to its spokes which lighten – visually – its rims.
Approaching the motorcycles, we quickly see that the Africa Twin has a better finish: its engine is not strewn with wires, cables or hoses as is the case on the other two (especially right sides), the colors of certain parts (fork, crankcase, even rims) are more becoming, the welds of the frame are cleaner…
Twin cylinder in line on the Africa Twin
The chassis of the Honda, in fact, is made of steel, like that of the Ducati. Only Suzuki has chosen aluminum to build its frame: a relevant choice from a weight – and performance point of view? – but criticized by backpackers who want to be able to repair their motorcycle with any welding machine in the middle of the desert – or outskirts…
Great adventurers will also appreciate being able to store a specific U under the Honda saddle to face the urban jungle and its malicious fauna! The Ducati defends itself less well by welcoming a large disc lock – not enough to attach it to a fixed point therefore – while the Suzuki refuses to take anything on board – not even the slightest yellow vest required! – but tries to catch up with its large luggage rack.
On the practical side still, it is the Africa Twin this time which ignores the adjustable screen while the Multistrada 950 retains the ingenious clamping system of the 1200 and the V-Strom has a completely different mechanism. but just as easy to use: you push the screen to raise it and then bring it back to the "down" position.
On the other hand, there are two bad points that our three motorcycles share. The first is mainly lacking on the motorway, which these very road trails are likely to take: no storage compartment, yet very useful for storing tickets, a card or a little change. A certain 1090 Adventure has not forgotten it, it !
The absence of a central stand is more regrettable, because it makes chain maintenance quite complicated … "Our" test Multistrada was equipped with the Touring pack: entrusted to MNC without its 58-liter suitcases, it included the precious stand. . The other Sport, Urban and Enduro "kits" unfortunately do not have them..
The Honda stands out again from the competition by offering "Full LED" lighting, right through to the turn signals! The Ducati’s turn signals are also LED – like its original brake light – but are curiously installed on the handguards. They are therefore the first exposed to shocks, whether we venture on small paths or in endless lines of cars….
Finally, the large gray indicators of the V-Strom are the best protected: they do not fear anything, even in the event of a fall. We note in passing that the Africa is the only one to have a retractable selector and a steel engine guard (plastic looking ugly but solid on the Ducati, more worked and lined with metal on the Suzuki). The Honda, if you hadn’t understood, is ready for the Dakar…
The "high-end" status of the Africa Twin is reflected in the winged, round emblems placed on the sides of the tank. Macaroons that she shares in particular with the prestigious Fireblade and CBR600RR, VFR1200 and 800 or GoldWing. High class !
To perfect the image of their motorcycle – and theirs! – Honda fans can afford the "CRF Rallye" colorway lent to us by Honda France, with more sophisticated graphics and multicolored saddle. Another "HRC" livery also benefits from radiant golden rims. But beware: these two colors cost 300 euros more than the basic red and black.
Taking into account this extension – essential to balance the books in Tokyo, really ?! -, the Africa Twin almost reaches the price of the Multistrada 950: € 13,699 for the Honda stickee against € 13,890 for the Ducati not kittee. Far behind – or rather ahead! -, the V-Strom 1000 is displayed at € 12,799.
V-Twin on the V-Strom 1000
Even in its XT version with variable section handlebars and – above all – spoke rims (Tubeless, unlike the Honda chamber), the Suzuki remains the cheapest motorcycle in this comparison, its price then capping at € 13,390. We will invest the difference in a central stand … or even a top-case !
Ducati, for its part, does not – for the moment – offer spoke rims on its "little" Multistrada, even in the enduro pack. According to the manufacturer, "these alloy rims have been thought out down to the smallest detail, with the aim of making its thin branches look like spokes" … But the Italian does not fool anyone !
On the other hand, there is more deception on the weight, in the first place with the Multistrada 950 presented as a "more accessible 1200". If it is indeed much cheaper (-4100 €), it is not much less heavy: 229 kg in running order against 232 for the 1200…
Renowned for its light and powerful motorcycles – so fast! -, the Bologna firm does not flatten its two opponents of the day: the Africa Twin and the V-Strom weigh only 3 kg more. Or 232 kg all full, exactly like the Multistrada 1200 !
Unlike the Honda, the Suzuki can invoke the weight of years to try to justify its imposing mass: its V-twin is based on that of the TL1000 of 1997. Disappeared in 2008 due to the entry into force of the Euro3 standard, this engine reappeared in 2014. And Euro4 did not get the better of it.
The new antipollution standard must imperatively be respected since January 1, 2017 and this time, the coat of arms of Hamamatsu complies with it. The latest generation of the "DOHC" V-Twin loses 2 Nm of torque in passing but dominates – on paper – its two adversaries with 101 Nm reached from 4000 rpm (!), Against 98 Nm at 6000 rpm for the Honda "Unicam" parallel twin and 96 Nm perched at 7,750 rpm for the Ducati "Desmodromic" L-Twin.
Finally, since ABS has been compulsory since 2016, Suzuki has increased the price by integrating an inertial unit as standard in its V-Strom 1000, so that the Bosch system takes into account the position of the motorcycle in addition to the speeds of each wheel. On this point, even the Ducati is beaten! But what about really on the road? Le Journal moto du Net gets started on the next page !
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