Africa Twin 1100 Vs V-Strom 1050 XT: Honda or Suzuki maxitrail, which is the stronger ?
Two major 2020 novelties compete on Site: the Africa Twin 1100 and the V-Strom 1050 XT, both Euro5 motorcycle certified, modernized and displayed at the same price of 14,599 euros. Should we fall for the Honda or Suzuki maxitrail? Answer in this new MNC duel…
Duel Africa 1100 Vs V-Strom 1050 page 1: Tell me, MNC…
Who is stronger: the hippopotamus or the elephant? The tiger or the lion? The poacher or the ranger? Children have a knack for asking thorny questions that often go unanswered and to their dismay. Grown up and bikers, they continue to imagine inspired duels…
For example, who wins between the "standard" Africa Twin 1100 and the V-Strom 1050 XT? This new enigma will this time be solved thanks to the Motorcycle Journal of the Net! MNC has brought together these two iconic motorcycles from the Honda and Suzuki ranges to find out which new maxitrail to buy this year !
- MNC Africa Twin 1100 test :
- MNC V-Strom 1050 XT test :
Africa or V-Strom: which one is better equipped ?
Historically, among motorcycle manufacturers, Suzuki has always been extremely well placed in terms of performance / price ratio. Its desire to move upmarket with the "XT" version does not call into question its credo, on the contrary.
Suzuki has "everything included" and offers road maxitrail enthusiasts a very complete motorcycle. A quick tour of the machine or a simple glance at our "practical aspects and equipment" sheet (on the next page) is enough to see that nothing is missing. Or almost.
The only "oversight": the suitcases, while their supports are fitted as standard! There are nevertheless three packs (for the duo, for adventurers or even globetrotters) which are also currently on sale. Count 16,899 euros for the fully equipped "V-Strom 1050 XT World Traveler".
At Honda on the contrary, the endowment of the standard Africa Twin 1100 is much thinner. The French subsidiary of the world number one is perfectly aware of this: it is certainly no coincidence that the copy entrusted to Site is accessorized….
The handguard deflectors, the central stand, the luggage carrier with its passenger handles, the suitcase supports are all parts of the test model entrusted to us by Honda France but which customers must order – and pay for – from their dealer !
Le Journal moto du Net observes that the Africa 1100 (standard or Adventure Sports, with or without DCT) are offered 500 euros cheaper until September 30, 2020. On the Africa Twin "short" as a bonus, the high bubble and the luggage carrier are offered, i.e. a gift of 560 euros which does not overturn the scales: the Suz ‘offers more !
Less equipped therefore, the Honda stands out from its rival of the day – and from all the competition – thanks to its instrumentation. Placed prominently under the nose of the driver, a large screen, colors and touch screen (function deactivated when driving!) Sits on the thin fork crown.
Housed very high and roughly well laid out according to the driving modes, this dashboard prevents the rider from taking his eyes off the road – or the trail – too much. MNC notes that automatic light management is as fast as it is adaptable: you are never dazzled in tunnel entrances and no more indisposed when they exit..
In comparison, the new Suzuki’s dashboard looks much duller and more compact. A lot of information is there but some are difficult to read: you need a good knowledge of your motorcycle and a keen eye to find and read the time or the outside temperature, written in lowercase at the bottom. !
Despite the cap that hangs over it, the screen of the new V-Strom is also less readable than that of the Honda without headgear. Conversely, the Suzuki has more modern and equally ergonomic stems (well in winter with big big ones). We regret that none are backlit…
Africa or V-Strom: the most accessible ?
Although displayed at exactly the same price as the Africa Twin 1100 (14,599 euros) and due to its significantly higher standard equipment, the V-Strom 1050 seems more affordable. To have an equivalent motorcycle, the Honda customer must provide an extension of around 1,400 euros (excluding promotions).
The Tokyo bike makes it lighter – its owner’s wallet – certainly, but once out of the dealership it is just as accessible as Hamamatsu’s despite its more slender look. Paradoxically, its very high suspensions are an asset…
A 1.80 m rider puts his heels on each side of the Honda, including when the saddle is at the highest (870 mm, in order to bend the knees as much as possible when seated). The Suzuki offers the same access to the ground and the same position of the legs … with its low seat (850 mm), because its shock absorber sags less when you get on board.
Site underlines in passing that the modification of the saddle height is carried out without tools on the Honda, but not without difficulty because of notches difficult to wedge blindly. Adjustment on the Suzuki is simpler, but requires taking out the tool kit. Let’s go over this slight detail and stop at the heavy…
The V-Strom 1050 XT indeed seems to weigh a little more than the 247 kg indicated on the technical sheet of its manufacturer. Delicate to move with the engine off, the Suzuki is also less easy – harder! – to post on the central stand as his opponent.
In comparison, the Africa Twin 1100 appears noticeably lighter, even when it incorporates the dual "DCT" clutch which adds 10kg to the 226 on the standard model. This is the case with our test model and yet its 236 kg when fully loaded requires less effort – or experience – to be maneuvered on foot..
Another advantage in the long sleeve of the Africa: its much smaller turning radius. According to careful Site measurements, the Honda spins in a small 4.74m circle while the Suzuki requires almost a meter more to turn around (5.74m).
The Tokyo Rouge – black, in this case – drives the point home at low speed thanks to a lighter steering than that of the yellow – and blue: the front wheel 21 inches high but 90 mm wide swings more easily than that of the Suzuki (19 inches and 110 mm).
The handlebars of the Africa Twin 1100 are a valuable ally in this area by offering better leverage: it spreads the pilot’s hands by 60 cm (at least) against 56 on the V-Strom 1050 XT. In return, the width of the Honda at the level of the handguards is greater (96 cm Vs 93). No big difference therefore in terms of lifts between the mirrors of countless SUVs or utility vehicles, and above the mirrors of city cars. !
Africa or V-Strom: the fastest ?
The question of engine performance is quickly resolved: on the usual speeds (between 2000 and 5500 rpm), the acceleration and resumption of the Suzuki V-Twin – in A mode, the most responsive – are clearly better than those of the Honda parallel Twin – in Full mode. In the second half of the tachometer, the Africa Twin 1100 lengthens the stride but does not climb back on the powerful V-Strom 1050.
The two engines, which now comply with the Euro5 standard and whose engine manufacturers claim to have simultaneously consolidated the low and mid revs, retain the characteristics of their respective predecessors, tested by Site during a previous comparison with the L-Twin of the Multistrada 950.
- Comparative MNC Multistrada 950 Vs Africa Twin Vs V-Strom 1000 :
In terms of pleasure, the "eleven cents" is distinguished by agreeing to trot at about thirty kilometers per hour in the villages on the 4th gear, which the "one thousand and fifty" is reluctant to do. Likewise, the selection with a harsh hint of the Suz ‘box surprises, Hamamatsu engines generally being very smooth from this point of view..
MNC opens a little parenthesis about the DCT that Honda France imposed on us and that it promotes to customers. The double clutch is a real success, whether one is a follower of tranquillo-moto-boulot-dodo (mode D) or lover of mop and arsouille (3 S modes or manual) … knowing that at any time, the pilot can choose to downshift or upshift with the pull of the trigger. End of parenthesis.
More efficient in the middle revs and very solid higher up, the Suzuki V-twin seems more linear than the Honda’s in-line twin. The renewed vigor of the Tokyo mechanics around 5000 rpm is not only noticeable, but also audible !
From the start of the mills – water -, the Honda engine also clearly takes the ascendancy over the Suzuki thanks to a more high-sounding sound. By quickly operating the right handles, the observation is confirmed: the Suzuki engine is less backfiring and more discreet, which can sometimes be an advantage….
As far as braking is concerned, the Suzuki marks a new point. Very biting and powerful, the front brake of the V-Strom seduces with its finer feel thanks to the fork that struggles less on this type of big compressions. The Africa Twin behaves more like a rocking horse and asks to be less abrupt.
With its rigorous and stable front axle, the Suzuki encourages more to drive hard … on beautiful roads! In good conditions, fitting more road tires (see our report) of the Suz works wonders, the inertial unit of the XT intervening later than that of the Africa to regulate our – test of – braking on the angle . Suzuki’s footrests too, later rub in curves.
Certainly, the sporty behavior of the V-Strom 1050 will satisfy bikers who want to part with their roadster for a less tiring but still exhilarating motorcycle. Just be careful not to let yourself be overwhelmed by the weight of the beast that forgives less easily than a GSX-S1000 … or an Africa Twin !
As soon as the asphalt crumbles, or bumps and holes appear, the Honda however comes back to the Suzuki. Less physical to take in the virolous, more obvious to place or move according to the possible traps of the road, less nervous when crossing inevitable obstacles, the Africa Twin 1100 is not faster … But it is more smart and tough…
Africa or V-Strom: the most enduring ?
On the Honda, the work of the suspensions is delectable: whether it is speed bumps in the city center or ruts in the open countryside, tiny fine lines traversing the tarmac or small roots crossing the path, the fork and the shock absorber are formidable. efficiency and ease of use.
The Suzuki suspensions, which benefit from significantly less travel (see the technical sheets on the third and last page), absorb much less large irregularities in the road or obstacles in off-road. They filter the smallest shocks very well.
More road in the soul, the V-Strom 1050 XT is not uncomfortable so far: its compromise between sport / comfort should even satisfy many bikers who love large mops dotted with small arsouilles. But the Africa Twin 1100 is more versatile.
Able to maintain a very good rhythm on the road, especially when it is fairly paved, the Honda leaves far behind – at the entrance to the field? – his compatriot and competitor! The ground clearance of the Africa (250 mm) is indeed much more engaging than that of the V-Strom (160 mm)…
Likewise, the Red’s aluminum shoe appears beefier and above all better placed than the Yellow’s protective tubes which leave the oil filter and the exhaust manifolds too exposed to shocks. Just in front, the shorter fender of the 1100 is less likely to snag during careful descents of curbs. !
More versatile than the V-Strom 1050 XT, the Africa Twin 1100 is also more pleasant in terms of the saddle: its good length allows the rider to vary the positions and therefore, to hold on for longer. The cushioning that erases most of the collisions contributes to this feeling of greater comfort.
Yet well designed and welcoming, the Suzuki saddle is a little less comfortable because of its foam which settles more quickly under the buttocks. But this is not the most annoying … On the motorway, the Suz twin rolls a little too much…
To reach the legal 130 km / h, the pilot must turn the engine of the V-Strom 1050 at 4750 rpm (or 500 revs more than the Honda, for information). However, from 4500 rpm, vibrations already make the saddle and the tank vibrate too much to chain great distances without being won over by ants.
By setting the cruise control to an acceptable 140 km / h "counter", the crackling reaches the handlebars of the Suz … At the controls of the Honda, no such inconvenience: even the footrests of "our" machine , without rubber gaskets, do not transmit excessive vibration.
Voyager is more "endurable" on the secondary network with the V-Strom 1050 XT because its engine does not vibrate. Its hand guards and subtly crafted screen offer good protection against wind and bad weather. In high temperatures, we prefer to ride low bubble, in order to generate drafts in the helmet..
Adjustable, the Suzuki screen is unfortunately only when getting off the bike in order to handle the beautiful aluminum handle that faces the road. This system is less practical than the clever knobs or tweezers of the competition … But it is much better than the "standard" Africa Twin which only has a small nose screen !
On board the Honda, the pilot must necessarily lean on the tank, lower his head and retract his shoulders to isolate himself from the wind and thus, cover long distances without being shaken by the elements. Another solution of course: install – buy! – a high bubble.
During our travel of more than 700 km, the two maxitrails did not consume much more fuel than expected: 5.2 l / 100km for the Africa and 5.1 l / 100km for the V-Strom, i.e. a hint more than the 4.9 l / 100km announced by the two manufacturers.
Thanks to its 20-liter tank, the Suzuki therefore enjoys a slightly greater range of action: a little over 390 km before running out of fuel if we consider the average MNC consumption, against a little over 360 km for the Honda and its 18.8-liter tank.
Africa or V-Strom: the strongest in the end ?
The victory goes to the Africa Twin 1100! Admittedly more timid in the first half of the tachometer, its engine expresses itself more and does not lack watts. Its suspensions give it remarkable versatility: city, roads, all-terrain … It provides everywhere, and it is guaranteed for 5 years, by the way. !
The extremely successful instrumentation of the Honda combines perfectly with the lines of rally-raid machine, with high and compact fork crown and small rear cross CRF. But for that, we had to sacrifice the bubble and the luggage rack … And to lower the price and the weight, the Africa also dropped its central stand.
The V-Strom 1050 XT on the contrary, arrives with all the necessary gear to go on an adventure … on the road! Its copiously filled engine, its rigorous part-cycle, its electronics as advanced as that of the Honda make it terribly interesting.
Too bad therefore that the good but old V-Twin (from the TL1000 of the last millennium!) Vibrates so much when called upon and especially when driving on the motorway. The weight of the years is also felt on the manufacturer’s scale, in the thighs and arms of the pilot…
Finally, tastes and colors are not necessarily shared. Even within the MNC editorial staff, the look of "Big DR" with the square fire of the Katana (there is stock at the factory in Japan?) And its duckbill, as well as its yellow "chick" color are debating.
We can nevertheless salute the effort of Suzuki which offers its three colors at the same price: are also offered a white and orange decoration in homage to the Dakar and a black mat, fortunately ?! Note that the Honda’s Red dress is more pim (pon) pante, but increases the bill by 300 euros. Grrrr.
Continuation of our MNC duel:
- Africa Twin 1100 Vs V-Strom 1050 XT :
- Africa Twin 1100 Vs V-Strom 1050 XT :
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