Motorcycle comparison BMW 1250 GS / Honda Africa Twin 1100

Menus

• Potato or mash ?
• BMW R 1250 GS 136 hp, 143 Nm at 6250 rpm, 249 kg all full, 17,600 euros (21,294 euros for the model tested with Comfort, Dynamic and Touring Pack).
• Honda Africa Twin Adventure Sports 100 hp, 105 Nm at 6250 rpm, 238 kg all full (250 kg in DCT / EERA), 16,899 euros (19,399 euros in DCT and EERA suspensions).
• Discovery
• In the saddle
• In the city
• On the highway
• Departmental
• All Terrain
• Braking
• Comfort
• Consumption
• The 100% bad faith comparison in video
• Conclusion

Potato or mash ?

BMW R 1250 GS 136 hp, 143 Nm at 6250 rpm, 249 kg all full, 17,600 euros (21,294 euros for the model tested with Comfort, Dynamic and Touring Pack).

Honda Africa Twin Adventure Sports 100 hp, 105 Nm at 6250 rpm, 238 kg all full (250 kg in DCT / EERA), 16,899 euros (19,399 euros in DCT and EERA suspensions).

The BMW GS big trail aura unfolded in the late 1990s; before she had her fans but never knew the popularity she enjoys today. Its great strength comes from the fact that it has continued to improve since the development of the R 80 GS, at the very end of the 70s. Its marketing began in 1981. Only a year later, another trail Twin-cylinder landed, also designed (partly) in Germany, the Honda XLV 750 R. But it disappeared in 1986, when the Transalp arrived. The Africa Twin appeared in 1988 to make way for the Varadero in 2003. The GS continued on its way. Hence a huge advantage over its competitors. Since the 2000s, all builders have hunted on its land; however, it remains unbeatable on the sales charts in many countries. Its engine took 450 cm3 in 40 years, it gained 86 hp but also around sixty kilos. From the original trail, ready to plunge into the hell of the Sahara, not much remains. She walks in a strange point of convergence between big trail, road and GT. Only its driving position and the travel of its suspensions make it a trail, if we refer to the old conception of the term. The new Honda Africa Twin Adventure Sports isn’t much better, but it still meets some codes, like the 21-inch front rim, 18-inch rear rim and narrow tires (90 wide front, 150 rear).

Motorcycle comparison BMW 1250 GS / Honda Africa Twin 1100

We spent almost three weeks riding the two behemoths; We even changed the tires to test the latest Dunlop Mutant and Meridian in addition, tested the Africa Twin Adventure Sports in DCT gearbox and EERA controlled suspensions, but also in classic gearbox and suspensions! See if we did it right. Verdict: David and I disagree, especially on the engine; he prefers mashed potatoes, I like potatoes. Before getting to the points of view, a technical overview.

Discovery

The BMW R 1250 GS is loaded with technology, both mechanically and electronically, as well as some chassis quirks. Its flat twin, known as Boxer, BMW’s distinctive mark, has four valves per cylinder and is cooled by air and water. Since 2018, its distribution, called ShiftCam, combines variable valve timing and differential valve lift to improve mid-range torque and power, similar to that of a Suz ‘GSX-R 1100 from mid-range. 1990s: 136 hp. Better, the engine has also gained in character. Another advantage of the Boxer engine, it lowers the center of gravity, when the vertical twin of the Honda places its masses a little higher..

The twin-cylinder of the Honda Africa Twin develops 102 hp, but above all a lower torque: 105 Nm at 6250 rpm against 143 Nm at the same speed for the BMW. The Honda, named Unicam for its single overhead camshaft, weighs less, without however the DCT (double clutch) box which puts a strain on the mechanical weight. On the other hand, it offers a peculiarity specific to Honda: the gears pass alone, the bike does not have a selector, but you can choose to take control and shift gears to the left stalk. On the mechanical side, each therefore has specific characteristics.

BMW 1250 GS and Honda Africa Twin 1100 side by side

XXIst century and Euro5 standards oblige, their electronic equipment put on the top of the range. Traction control, anti-wheeling, deprogrammable ABS at the rear (but also at the front on the BMW, in off-road mode), different engine modes (road, off-road, rain, enduro…. Classic) but the Honda offers more customization possibilities, such as the choice of engine brake intensity, variable traction control according to seven levels…. and optional piloted suspensions (EERA) also configurable in multiple modes, including the basic "pilot alone", "duo", "with or without luggage", like the BMW ESA but with more choices. I take this opportunity to notice that if the classic settings are easily accessible on the Honda, it is not so simple when you want to enter the customization menu, we turned for a moment around the TFT screen and the controls for understand how it works. Fortunately the screen is tactile because it is hell via the commodos. The dealer will be there a great help.

Enemy trails

The cycle parts also differ. The BMW contains its engine in a trellis frame made of steel tubes, with special suspensions: Telelever in front, which distinguishes the guiding of the front wheel from its damping, carried out by a triangulated arm and a shock absorber. It filters imperfections better and ensures better ABS operation, but gives less front end feel than a conventional fork, especially in sporty driving. The Paralever, at the rear, is a sort of big single-sided arm that incorporates the shaft and cardan transmission. It attenuates the effects of "lifting" during acceleration and also participates in the effect of suspension, allied of course to a shock absorber.

The Africa Twin Adventure Sports has such a classic frame, with two steel side elements and a single split cradle, with classic suspensions, from Showa and the piloted suspension option mentioned above. In terms of dimensions, the Honda has a slightly longer wheelbase (1,575 mm versus 1,514 mm), with a higher trail as well (113 mm versus 100 mm). And its masses are higher placed, especially with the large 24.8-liter full tank, characteristic element of the Adventure Sports version. We will see that these important technical differences naturally explain the behavior of each of these travelers, ready to make some deviations along the way..

BMW 1250 GS / Honda Africa Twin 1100 off-road

In the saddle

The saddle height, size and perceived weight are essential criteria for these motorcycles. You don’t even have to ride to perceive them, a simple seat in the showroom of a dealership already provides some answers. Identical in saddle height (850 mm) in the standard version (low saddles exist, at 800 mm for the GS and 820 mm for the Africa Twin Adventure Sports), the BM ’is nevertheless more easily straddled. Africa’s sharper rear explains it. Once in place, the single foot for the small rider also finds a more obvious point of support on the R 1250 GS. My six-foot-eight is more comfortable there, even with the two bikes in the low saddle. GS Advantage.

Ready for the test !

Our test GS, almost full option (Comfort Pack, Dynamic and Touring, which bring its price to 21,294 euros), starts with the key in the pocket. The Honda remains "old-fashioned". Small flaw of the latter, a slightly short crutch which sometimes forces you to find the right place to park. The two bubbles are adjusted manually, via a dial on the BMW which allows the height to be changed while driving. On the Honda, you need both hands…. Ditto for the dashboard, that of the German is clearer, simpler, its menus scroll more clearly than on the Honda, where we do not understand at the beginning what means "HRS RTE" (for off-road ) or "CYCLOT" (for cycle touring) but you get used to it. Two user modes on the Africa customize settings. Most of the time I chose traction control at 1, the most responsive engine mode (max power) and engine brake (EB) on position 2. As for the BMW, I prefer the sportier mode called ‘ Dynamic ‘but David chose Road mode, with a more progressive throttle response. Not easy to take control of bikes in 2020…. But nice to be able to adapt the bikes to our preferences. Every medal has two sides.

Once started, the weight is less noticeable on the R 1250 GS, again because it is placed low. Curiously, it is also more agile at low speed, with its tires, however, wider (120 in front and 170 behind). The huge advantage of the Honda, at start-up as well as at low speeds, comes from its DCT gearbox, when the option was chosen. No jerks when starting, a real peace of mind at the traffic lights and especially in town. It is necessary to prefer the S1 mode to have a correct downshifting, which does not make the motorcycle “cough” below 2000 rpm.

BMW 1250 GS and Honda Africa Twin 1100 on a daily basis

In the city

Both squeeze in well, despite their wide handlebars. The BMW’s agility is impressive, but the U-turns are easier with the Honda when you keep a little speed. On the other hand, stationary travel quickly becomes painful with the Africa Twin, especially when you’re not tall. The GS’s natural balance also makes maneuvering easier. On the braking side, the two are equal, powerful and progressive. The Honda tilts more forward, with its typical trail fork movement, without inconvenience.

BMW 1250 GS and Honda Africa Twin 1100 in town

On the highway

This is a place where you often come across GS, a clue that proves its road side. The position is cool, the saddle and the suspensions comfortable, it snaps at 4,000 rev / min at 140 meter, speed regulator engaged, well hidden behind the bubble…. In duet or loaded, no difference, the covers in sixth are frank and vigorous.

On the Africa Twin, the motorway watch goes less well, because of a much less comfortable saddle (solo and duo but also in part because it was the lower saddle option harder than normal) and ‘a high bubble with sometimes painful reflections, especially the sun in front. It even distorts the vision a little. It stalls at 4,600 rpm at 140 counter, also equipped with the regulator.

The Africa Twin 1100 in a corner

Departmental

We traveled through Normandy from the coast to the Alpes Mancelles, with a return via the Perche. We lived like this with these motorcycles on a daily basis, for more than two weeks. And despite the Africa Twin’s faults mentioned above, this is the one I liked the most. First for its engine, less powerful, but brawler, boxer at mid-range, with a little dry sound. As if Noirmoutier potatoes, these small, badly rounded, firm potatoes were toppled in each cylinder. It gives him character, personality. David prefers the smoothie roundness of the BM ’, supple, available in all gears even at low revs, nimble, powerful above 5,000 rpm, even furious, but smoother. It all comes out a bit of a potato masher, but like a turbo. The contrast is there, with the GS we are faster more easily than the Africa Twin to the detriment of the nervousness felt.

We have traveled more than 1,000 kms on their handlebars

Between 4,000 and 7,000 rpm, I like the potatoes of the Africa Twin and the movement can last a long time with the 24.8-liter tank, almost 400 miles if you don’t shake its rind too much. The BMW does a little less with its 19 liters but the 350 terminals are easily in its strings.

And then there is the chassis. From a neutral, objective point of view, the manoeuvrable, agile and stable BMW has no faults in this point of view. You never feel its 249 kg. Its suspensions filter everything, even too much when you tease the front end a little brutally, you lack feeling. But this zero defect tends to translate into a lack of personality (which David doesn’t agree with), which goes well with his engine at mid-range. Always available, flexible, easy ….

The Africa Twin takes more life. It requires a little grip to be taken, which does not pose a problem of confidence since its stability is imperial, even more with the Dunlop Trailmax Meridian (220 euros the train) than with the original Metzeler Karoo Street, less rigorous on the road but offering better handling. The Showa suspensions, with or without the EERA option, provide better feedback than the muscular BMW’s. The fork, even hard set, always sinks in a bit quickly when braking, but this phenomenon is well compensated for by effective hydraulic expansion, which prevents the tubes from going up too quickly and destabilizing the bike. The high weight of the Africa, on the other hand, is felt in the sequences or when rocking the bike frankly. When driving smoothly but fast, it still gives more sensations but goes slower than the faster BMW without effort. The BMW, efficient, filters and is forgotten. She follows without flinching. Now, I ride motorcycles for the exchange I can establish with her, I don’t like her to fade away. A matter of taste.

All Terrain

Let’s get on well, we haven’t done any enduro special or muddy roads, just rocky or wide earthy ones. The Africa Twin has a strong off-road attitude, it dominates the front, rarely loses grip thanks to its long wheelbase and its driving position is natural. The BMW is a little less stable and its Dunlop Mutant tires, which we fitted, are more road than TT, their grip on the road is not great. David however preferred the BMW which sits more easily and is less abrupt, giving more confidence. The original Metzeler Karoo are more efficient here. Honda electronics also tune better for TT than BMW, especially traction control, in Gravel mode.

The Africa Twin 1100’s playground

The only downside for the Honda is that the DCT is less fun in TT, where we like to use the clutch and high revs. On the other hand, it makes it possible to never stall.

Braking

The two bikes are equal in stopping power, which is excellent, but the reaction of the BMW is even more gradual, it dives less from the front. This is not a fault with the Africa Twin, but reinforces its trail personality. Advantage of the GS, the ABS can also be disconnected from the front.

Comfort

Here is the black point of the Honda, its uncomfortable saddle after two hours of road, both for the pilot and the passage. The suspensions are fine, but the low saddle is unworthy of a motorcycle over 17,000 euros; it improves with the normal saddle (so even if you are small and want an Africa Twin, prefer the normal saddle, otherwise you will really suffer in terms of comfort). The BMW surpasses it by far in this area, whether for the pilot or the passenger. And the passenger is a little too high on the Africa and takes disturbances that the bubble in the high position does not deflect for him (or her).

The handling of the BMW 1250 GS is impressive

Consumption

By driving together on secondary roads and a few expressways then towns, we observed a similar consumption for the two motorcycles: around 5 l / 100 km. Having ridden more with the Honda, I was able to cut this consumption several times, with a peak of 5.8 l / 100 km. What remains reasonable for motorcycles of this weight.

Autonomy between 350 and 400 kms

The 100% bad faith comparison in video

Conclusion

We stop bickering and look at the sea !

So there you have it, at the time of the verdict, David wasted no time in proclaiming his choice for the BMW. Easier, less painful for small sizes, more punchy at high speeds, more comfortable too, I fully understand that. For my part, I prefer the sporty trail side of the Africa Twin Adventure Sports, with its small engine character, its more assertive (and prettier) face, its thin tires, its more fun side. The price is not for nothing either: 19,399 euros for a fully equipped Honda (DCT, EERA piloted suspensions….), With advanced electronics, cool tips such as additional curved lighting, which comes on with a little angle; the BMW asks for more than 21,000 euros with comparable equipment, without however the DCT. Conversely, the entry price of the Africa Twin, standard and not Adventure Sports (which starts at 16,899 euros without DCT and EERA), does not exceed 13,999 euros at this time (with a 5-year warranty). The BMW R 1250 GS has a base price of 17,600 euros but is less well equipped and requires options to be really on top. It counts.

Highlights BMW 1250 GS

• Motor
• Versatility
• Comfort

Weak points BMW 1250 GS

• Price
• Options

Highlights Honda Africa Twin

• Motor
• Electronic
• Cycle part
• 5 year warranty

Weak points Honda Africa Twin

• Comfort
• Weight
• Accessibility

The technical sheet of the BMW 1250 GS

The technical sheet of the Honda Africa Twin 1100

Test conditions

• 15 days of daily testing
• Itinerary: 1000 kms from Paris to Normandy

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