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

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

Unpeeled cork oaks and ancient olive trees stand gnarled along the road, the rocks glow yellow ochre, ashen to rusty red. On them are pines like large, green opened umbrellas. The sea radiates an azure blue, snow white sail boats circling on it. South France can be a stage on the way to the ferry on towards Africa. But for us, Provence is already the destination of the trip, somewhere between Marseille and Toulon. Here and there small winding streets lure with little traffic, but grippy asphalt. This is a blessed spot of the earth. The god of motorcyclists must have lived here once.

Whether he sees the bright red Honda Africa Twin from above, which so many followers have waited for longingly? Finally a proper enduro from Honda, with great adventure aura, but not too much weight. A spark that ignites lots of passion. Long spring deflection, narrow spoked wheels, 21 and 18-inches in diameter, as well as a sturdy aluminium engine protection fuel the desire. The tried-and-true competitors KTM 1050 Adventure and Suzuki V-Strom 1000 do not even want to counter it. With cast wheels, 19-inches in the front and 17-inches in the rear, they rank between travel enduro and enduro tourer. While the Honda drives one series twin, the KTM and Suzuki are fired by two different V2 engines.

Close to each other in terms of cylinder capacity and performance

When it comes to cylinder capacity and performance, the three models Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000 are very close to each other: 998 cm³ and 94 hp nominal output drive the brand new Honda. KTM and Suzuki generously pour out the litres of cylinder capacity with 1050 and 1037 cubic centimetres and officially 94 hp and 99 hp.

In MOTORRAD 6/2016, the Honda Africa Twin had to compete with the potential off-road goers BMW F 800 GS, Triumph Tiger 800 XC & others. But now it’s time to take a deep breath on the first major tour of the year. Storybook landscapes pass us by. It is like your own film! The air smells of wild thyme, rosemary and oregano. Spring.

The gentle pulsing of the Honda engine has good reasons

Below you pulses the pleasant V2 heart beat from the Honda engine compartment. Wait a minute, that’s an in-line engine?! Yes, that’s right, but the pistons in it do not dart in parallel, but rather go back and forth offset between the upper and lower dead centres. They thus imitate the asymmetrical firing order of a 90-degree V2 with uneven firing intervals of first 270 and then 450-degree crankshaft angles. Just like the Suzuki V-Strom 1000 has one. Technical arithmetic: All three two-cylinders have four spark plugs, so dual ignition.

But while the real V2 of the Suzuki V-Strom 1000 manages without a balancer shaft thanks to good mass balance, the 75-degree V2 of the KTM 1050 Adventure has one and Honda’s unreal V2 has two of them – which also drive the oil and water pumps. The gentle pulsing of the new, very compact engine of the Honda Africa Twin therefore has good reasons for its existence. Its individual overhead Unicam camshaft as well as the semi-dry sump lubrication save installation height and foregoing the V-design makes it shorter.

Suzuki V-Strom 1000 does not really encourage you to drive fast

The Suzuki V-Strom 1000 is easy going. It offers the most powerful torque from below, getting out of its slippers by 5,000 rpm. 4,000 rpm and the day is your friend. Despite the greatest speed reserves, the engine, once created for sports bikes, feels a little tenacious, listless, when revving. The Suzuki does not necessarily encourage you to drive fast. It’s not a mistake. It does not stress and leaves its rider in peace. It runs nicely from 2,500 rpms, even in sixth gear. OK, past the 6,000 rpm mark the vibrations increase significantly. But you rarely get lost up there.

The Honda Africa Twin is much smoother. It lets you hit the throttle early. A real feel-good engine. The series twin with the two separate water coolers follows the opening and closing of the conventionally mechanically operated throttle vales elastic, direct and nice and silky-smooth No, the Honda does not have a ride-by-wire. Only the KTM 1050 Adventure opens up huge 52-series intake chasms (Honda: 44, Suzuki 45 mm diameter) completely electronically. The Suzuki V-Strom 1000 uses dual throttle valves – one is operated by the rider, the other by the on-board computer. This technology is designed to optimise the flow under all circumstances. However, the travel Suzi reacts somewhat more indirectly to throttle commands than the Honda and KTM.

Unusually low compression of ten to one

The Honda Africa Twin offers the largest stroke (absolute and percentage) of theoretically a lot of power from below. In fact, it offers between 3,000 and 5,000 rpm, but the least punch, with the most tepid acceleration in the long ratioed sixth gear. A speed of 100 means less than 4,000 rpm. Nowadays, an uncharacteristically low compression of only ten to one is potentially due to worse petrol quality on long-distance travel.

This is a tractor engine. But one with excellent manners. Such as the super controllable, linear power output. Engine one, head clear. There’s a nice twin sound to boot: Not obtrusive or aggressive, it cites the real V2 sound from the high oval silencer with three chambers and two differently sized outlet openings. The Honda Africa Twin whispers directly into your heart. Many admirers also feel the same way: The beautiful bird is tightly surrounded at every stop. Red love!

You may remember: The epoch-making first KTKM LC8 Adventure “only” had just under 950 cubic centimetres and officially 97 hp. So never fear: Despite the down-sizing, the engine of the KTM 1050 Adventure, developed from the 1190 series, is a fiery V2. The thickest pistons of the trio, 103 mm bore, inimitably cycles the shortest stroke on the crankshaft.

They compress the mixture the greatest, a forcible 13 to one. The V2 would easily be good for 113 to 118 hp. But then the option for beginner drivers with an A2 driver’s licence would be eliminated, which the Honda Africa Twin of course offers.

There’s spice in the KTM 1050 Adventure

KTM has put a thick electronic lock on uncorking the full power at the top. At higher speed, the throttle valves simply no longer open to a full 90 degrees. There should be a minimum speed of 3,000 in the upper gears already, otherwise it is choppy, the drive chain whips. No matter, because with the funky middle, the KTM is a real source of joy. There is really some spice in it! Even hotheads on the handlebars will like the small KTM 1050 Adventure.

The ruffian seems demanding for a quieter temperament. It is like the herding dogs of goatherds, always wants to rampage around, needs plenty of exercise. The same rating as the Honda Africa Twin, but served up completely differently. On the narrow country roads of Provence, you never fully throttle the engine of the KTM 1050 Adventure. You therefore do not feel its castration already at just under 7,000 rpm at all. The 75-degree V2 is lively, hammers hard out of the airbox, booming bassy from the exhaust.

All three serve with charm, sound and character

A break at the next street-side café All three candidates have slipper clutches to ease when downshifting. Those of the Honda Africa Twin as well as the KTM 1050 Adventure can be controlled well and pulled easily, with the Africa Twin via cable (with non-adjustable hand lever!), hydraulically on the Adventure. Curiously, the hydraulic clutch of the Suzuki V-Strom 1000 is separated. It needs more power, establishes a frictional connection first in the last millimetres of the lever path and throws in almost digitally – on or off. The best marks for the gearbox are given to the Africa Twin. Its gears click so purely in short distances. The EUR 1,120 surcharge for Honda’s exclusive and sophisticated dual clutch gearbox offers even more shifting convenience.

All three machines can serve with charm, sound and character. No, certainly in ten years we won’t need any travel enduros with 1,500 cubic centimetres and 178 hp. Here and now we are grateful to the existing Honda Africa Twin, KTM 1050 Adventure and Suzuki V-Strom 1000 for taking us to such wonderful places.

We wind up Mont Caume, enjoying the great panorama. Thick ships and large ferries lie in the port of Toulon like toy boats. In the saddle of these three machines, you feel engrossed in a good way, far away from the stress at home. This is especially true on the Honda: With the Honda, the driver downright melts and feels it from the start until returning home.

You sit super casually behind the high towering and wide handlebars. The Honda Africa Twin thus conveys a built-in sense of sovereignty. That’s attractive.

Great ergonomics and small turning radius

The great ergonomics fit short and tall drivers, as if Honda had taken your personal measurements. Everyone likes sitting on the tri-coloured seat. The colour version “CRF Rally” for a EUR 300 surcharge adopts the colouring of the CRF desert racer. The waist from the tank flanks and the front part of the two-part seat is beautifully slim. The driver’s seat of the Honda Africa Twin locks into place at 86.5 or 88 cm height. In the lower level, even short drivers can safely reach the saving ground. But the higher locked position causes a more active and therefore comfortable seating position.

After its excursions to the “off-road Gold Wings” Varadero 1000 and cross-tourer 1200, Honda has returned to its old virtues, to reduction to the essentials. The new Honda Africa Twin conveys so much joy of driving that only an enduro can provide. It thus follows in the footsteps of its legendary predecessor XRV 750 (RD 07). User-friendly and really well-balanced. The centring of the masses close to the engine can be felt. On trail-like routes on gravel roads or unpaved parking spaces, you instantly feel good, better than with the rest of the duos. The extremely small turning radius of just 5.2 metres contributes to this. It turns on a dime, the new AT. Like the ravens above us in the sky. The KTM 1050 Adventure drives can only dream of this. They must sit forward and back.

Deep potholes are mastered by the Honda Africa Twin the calmest.

Deep potholes or completely bumpy, pitted asphalt are put away by the large and resilient spoked wheels of the Honda Africa Twin the calmest. The 21-inch wheel in front simply irons right over them. Perfectly supported by the long-stroke Showa chassis with a rich 230 mm spring deflection in front and 22 mm in the rear. The fully adjustable 45-series upside-down fork responds excellently.

It reacts to adjustments finely. The strut activated by the pro link lever system also offers plenty of reserves. Adjusting its spring basis to the payload? Child’s play – by practical handwheel, like the Suzuki V-Strom 1000. The Honda Africa Twin can easily be directed by the wide lever arm, thrown into an inclination position – at moderate highway speeds of 80, 90 km/h.

The image changes in alternating curves to be driven quickly

The Col de l’Espigoulier pass takes us up hills. Its turns scale the mountain, curves of all possible radii giving our drives one direction. This could go on forever. You don’t want to get off. But in the alternating curves to be driven quickly, the image changes on-board the Honda Africa Twin. Then the stable fire-red fun-mobile suddenly stiffens. Driven briskly, valiantly ridden hard, you now need a lot of force to transfer back. This is very similar to the Suzuki V-Strom 1000 as well. With the Africa Twin, the large gyroscopic forces of your 21-inch wheel now take effect.

The longest wheelbase, flattest steering head angle and large trail act in the same direction. The tyres of the Honda Africa Twin are no highlight: The Dunlop Trailmax D 610 are tricky. They are in short supply of grip. When wet, yes even with moisture, the Japan tires are repeatedly irritating: They slip suddenly even with careful inclination positions. They are unpredictable. This pumps adrenaline into your bloodstream. The switchable traction control thus has plenty to do. Its three levels are very different. The most defensive setting even allows for cautious drifts and smaller wheelies.

KTM 1050 Adventure has the best tyres

The other two candidates also offer well distinguishable intervention thresholds of the rear wheel assistance. The switchable KTM traction control that regulates in three levels tends to straddle in between levels late. So you feel comfortable in a secluded thicket of curves. You can tell that the KTM 1050 Adventure is wearing narrower tyres than the large Adventure sisters. This makes it more light-footed, noticeably handier and more manoeuvrable. In addition, the potential tyre selection is much larger, since one-third less power does not require any highly specialised ZR “enduro” tyres are needed. The long-legged Honda Africa Twin runs particularly well straight ahead, later on German autobahns.

The KTM 1050 Adventure benefits from the best tyres of the test trio, Metzeler Tourance Next. They allow manic inclination positions. The 1050 drives really well. It always incites you a little bit “more” – to faster, sometimes reckless driving. It thrills you to savour the highest accuracy. And this, even though the WP suspension follows an austerity measure: The upside-down fork is not adjustable at all, the strut only marginally. Only the compression level and suspension basis can be adjusted. Both only with tools.

You notice the KTM 1050 Adventure by its directly articulated strut. Unlike the two Japanese, it has to manage without a progressively working deflection: The rear wheel suspension is a bit more gnarled, woodier than with the Honda Africa Twin and Suzuki V-Strom 1000.

On short hard angles, the frost heaves and potholes, the wheel suspensions are not very elegant and permeate a great deal to the driver’s bottom. But the KTM 1050 fishes out long-drawn ripples well – the basic set-up is not bad. It’s pretty good for solo rides.

Horrible kickback is foreign to the V-Strom

The smallest spring deflections, moderate 160 mm in front and rear, the Suzuki more punches the ticket for more advanced tourers than a traditional enduro. The long lean pegs under the plump, non-serrated footrests sample the ground of the French asphalt sooner than with the Honda Africa and the KTM 1050 Adventure. After all, horrible kickback is completely foreign to the Japanese bike. The overdampened upside-down fork of the Suzuki V-Strom 1000 clumsily rides over irregularities, stuttering. On blistered asphalt, it directs violent disturbing pulses into the rubber-mounted handlebars. In cooler temperatures, it is advisable to completely open the traction and compression stage of the fully adjustable upside-down fork.

Bridgestone Battle Wings with special identifier “J” make the Suzuki V-Strom 1000 a bit sluggish: A little emphasis is needed when turning on these tyres. In addition, it is not quite as exactly accurate, turns curves not quite as precisely as the competitors Honda Africa Twin and KTM 1050 Adventure. Our endurance test example (balance over 50,000 km in MOTORRAD 8/2016) was completed by other tyres much more agilely and handier. Above all those from Pirelli. Ultimately, the chassis data of the V-Strom with the shortest wheelbase and trail and steepest steering head angle in principle promotes handling.

Extras heave Suzuki to a whole 255 kg

Suzuki’s seating position was somewhat strange: The broad steel tank spreads your legs the most. This results in a fairly inactive seating position with little feeling for the subjectively far-removed front wheel. Here you notice the rubber mounting of the cheap-seeming thin steel handlebars more than on the Honda. The optional heated grips seem quite thick. No, the stately Suzuki V-Strom 1000 is not a small motorcycle. But it is lighter than it feels. Just 229 kg without extras, the additional main stand, tank / engine crash bars, additional headlights, the optional hand protectors, etc. heave the weight of the test Suzuki to a hefty 255 kg.

This is a good-natured motorcycle, the Suzuki V-Strom 1000. Fully equipped it awakens wanderlust, but with its original accessories it is quite expensive. The Honda and KTM are just as heavy (or light), each 233 kg. The Austrian thus saddles the most payload, a full 207 kg. The KTM 1050 Adventure sits on a steel tube frame with a bolted aluminium rear. The Honda Africa Twin has a downwardly open steel frame with a welded rear. Suzuki ultimately installed a seemingly massive aluminium bridge frame with a bolted steel rear. To each his own.

Adventure windscreen is rather poor for tall drivers

The ergonomics of the KTM 1050 Adventure are partially variable: By moving the handlebar riser, the conical aluminium handlebar can be positioned 20 mm closer or further away from the driver. The footrests are also adjustable. The seating position is active with a good orientation to the front wheel. The windscreen’s height can be variably adjusted by 25 mm without tools. The wind protection is good for short people, but rather poor for tall drivers: They complain about strong turbulence. The shift lever is pretty far inside. The KTM can cheekily be braked until far into the curves. Only the Honda Africa Twin sets up less here.

Attention: The KTM 1050 Adventure does not have a “curve ABS”, i.e. the completely blessed sensor programme, unlike the 1190 and 1290. In addition, it has to forego the steering damper of the big sister. On uphill moguls with a passenger, this is noticeable in the form of a minimal kicking-out of the front wheel. The positive: In the event of emergency or violent braking, the KTM remains the most stable on the track. Its ABS can be completely disabled. With the Honda Africa Twin, it can only be disabled on the rear wheel for adjusting to loose ground. KTM offers this option with an optionally available off-road mode.

The pure deceleration values of the V-Strom are OK

The Honda Africa Twin is sometimes somewhat unstable with a brute deceleration due to the longer spring deflection. In the process, the rear wheel sometimes loses contact with the ground for a moment. The braking effect is good, the metering however is somewhat bland without an exact pressure point. Suzuki’s four-piston stoppers snap quite strongly at first, almost toxically. Almost like a sports brake.

But after that they add more drag on the handlebars than is appropriate. The braking effect remains felt constantly. This is called a “degressive effect”. For an ABS-braked system, the front wheel is felt for quite a long time with emergency braking. But the pure deceleration values of the Suzuki V-Strom 1000 are OK.

The Adventure offers the greatest range

The relatively small, non-adjustable Honda windscreen protects from the mistral surprisingly well. It is effectively directed past the driver. The Honda Africa Twin offers the most comfortable seat for a passenger with the best support options. However, getting on and off at a dizzy height is not very easy. The one-piece seat of the Suzuki V-Strom 1000 is harder in the rear, offering somewhat less space with fewer good holds. But the least comfortable KTM 1050 Adventure even has more for passengers than just short jaunts. The on-board power point in the cockpit of the Suzuki and the mini-storage compartment in the cockpit of the Adventure of well-thought out.

One last time out to refuel. The Honda Africa Twin sets a good example, content to move tamely with an economical 4.3 litres per 100 km. The KTM 1050 Adventure and Suzuki V-Strom 1000 require a full five litres. Nevertheless, the 23-litre tank of the Adventure offers the largest range, a full 460 km. Commendable: The elongated 15,000 km maintenance interval makes even extended travelling on-board the KTM far from a service adventure. Whereby the 12,000 km inspection intervals of the Honda and Suzuki are properly long. Only the KTM has braided steel-surrounded brake hoses, different driving modes and offset valves on the cast wheels. In addition, it has the most informative on-board computer.

Back into the valley

It is getting late in the day. The last curves, near the Mediterranean, lead us to the valley, back to the hotel. The trio reminds us of why we even began to ride motorcycles in the first place: Because it is incomparable, appeals to all the senses, makes it possible to intuitively feel the dynamic of life. On the Suzuki V-Strom 1000, you feel sheltered, especially in the opulent full equipment, but also a little isolated from the action. On the edgy KTM 1050 Adventure, you feel comfortable and also a little challenged.

On the Honda Africa Twin, however, you feel at home. Flair, esprit and charisma go hand in hand with it.  As the only real enduro, it exudes, yes suggests the feeling that “you could if you just wanted to”. Fine details and harmonious proportions interact perfectly here. True love: On either side of Africa, the limber, very well-balanced Honda is the most desirable 1000-series travel enduro.

 

Technical specifications

Technical specifications	Honda CRF 1000 L Africa Twin	KTM 1050 Adventure	Suzuki V-Strom 1000
Model year	2016	2015	2015
Motor
Number of cylinders, design	2, in-line engine	2, V-engine	2, V-engine
Bore / stroke	92.0 / 75.1 mm	103.0 / 63.0 mm	100.0 / 66.0 mm
Displacement	998 cm³	1050 cm³	1037 cm³
Valves per cylinder	Four valves per cylinder	Four valves per cylinder	Four valves per cylinder
Compression	10.0	13.0	11.3
Output	70.0 kW (94 HP) at 7,500 rpm	70.0 kW (94 HP) at 6200 rpm	73.5 kW (99 HP) at 8,000 rpm
Max. torque	98 Nm	107 Nm	103 Nm
Number of gears	Six-speed gearbox	Six-speed gearbox	Six-speed gearbox
Rear-wheel drive	O-ring chain	x-ring chain	O-ring chain
Chassis, wheels, brakes
Frame	Bridge frame	Tubular frame	Bridge frame
Front/rear spring deflection	230 mm / 220 mm	185 mm / 190 mm	160 mm / 160 mm
Tyres	90/90 21, 150/70 18	110/80 R 19, 150/70 R 17	110/80 R 19, 150/70 R 17
Brakes front/back	310 mm four-piston fixed callipers / 256 mm single-piston floating calliper	320 mm four-piston fixed callipers / 267 mm dual-piston fixed calliper	310 mm four-piston fixed callipers / 260 mm single-piston floating calliper
ABS	No	Yes	Yes
Dimensions and weights
Wheel base	1,575 mm	1560 mm	1555 mm
Steering head angle	62.5 °	64.0 °	64.5 °
Trail	113 mm	120 mm	109 mm
Dead weight with a full tank of petrol	228 kg	247 kg	n/a
Seat height	n/a	850 mm	850 mm
Permissible total weight	427 kg	440 kg	440 kg
Maximum speed	199 km/h	200 km/h	205 km/h
Price
New price	EUR 12,405	EUR 12,695	EUR 11,490

 

Power measurements

 

Suzuki V-Strom 1000 74.8 kW (101 HP) at 8,300 rpm 100 Nm at 6,400 rpm
KTM 1050 Adventure 74.0 kW at 7,300 rpm 105 Nm at 6,600 rpm
Honda CRF 1000 L Africa Twin 69.8 kW at 7,500 rpm 105 Nm at 5,900 rpm

 

Many roads lead to Rome, similar to the peak power from 94 hp (Honda Africa Twin) to 101 hp (Suzuki V-Strom 1000). The 1037 cubic V2 of the V-Strom is the most powerful, offering the most torque between 2,500 and 4,500 rpms. First from the 3,000 rpm mark does the engine of the KTM 1050 Adventure move smoothly in the upper gears. Then it is quite lively, pressing between 4,500 and 7,500 rpms at the most.

With 100 hp and 105 Newton metres, the “mere” nominal 94 hp strong 75-degree V2 of the KTM 1050 Adventure is well fed. Its electronic throttle is already disturbing at just under 7,000 rpm. At first glance, Honda’s unreal V2 feels a little plump. But a soft throttle response and great driveability at lower speeds make the exactly 94 hp, low compression in-line twin full of character.

Measured values

	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 secs	3.7 secs	4.0 secs
0-140 km/h	6.9 secs	6.3 secs	6.8 secs
0-200 km/h	–	16.8 secs	19.4 secs
Acceleration
60-100 km/h	4.6 secs	3.8 secs	3.7 secs
100-140 km/h	6.1 secs	4.0 secs	4.2 secs
140-180 km/h	10.9 secs	4.9 secs	6.4 secs
Consumption on highway/100 km	4.3 litres, super	5.0 litres, super	5.0 litres, normal
Range on highway	437 km	460 km	400 km

*Manufacturer specification

 

MOTORRAD points rating

Engine

	Max. number of points	Honda Africa Twin	KTM 1050 Adventure	Suzuki V-Strom 1000
Acceleration	40	18	30	29
Acceleration	40	19	24	19
Top speed	30	12	14	14
Engine characteristics	30	22	22	23
Response behaviour	20	15	13	12
Load change	20	15	13	13
Running smoothness	20	13	11	11
Clutch	10	9	9	7
Shifting	20	15	13	13
Gear graduation	10	8	9	8
Starting	10	9	8	9
Total	250	155	166	158

Beyond Africa: The KTM 1050 Adventure has the best and most fiery acceleration. On the other end of the spectrum is the weak accelerating Honda. Nevertheless, the Honda Africa Twin has many highlights: It vibrates and changes load the least, hangs on the throttle nice and directly and has a great gearbox typical of Honda. The Suzuki V-Strom 1000 is the most brawny below, but its clutch is poorly controllable.

Engine winner: KTM 1050 Adventure

 

Chassis

	Max. number of points	Honda Africa Twin	KTM 1050 Adventure	Suzuki V-Strom 1000
Handling	40	30	30	28
Stability in curves	40	29	29	28
Steering behaviour	40	25	27	26
Feedback	10	5	6	7
Inclination position	20	16	16	14
Straight running stability	20	15	14	14
Front suspension tuning	20	14	12	10
Rear suspension tuning	20	15	12	13
Chassis adjustment options	10	8	2	7
Suspension comfort	10	8	6	6
Driving behaviour with passenger	20	15	14	13
Total	250	180	168	166

The southern sky: The Honda Africa Twin receives top marks for the chassis. Like the KTM 1050 Adventure, it is very manageable, offers great cornering clearance and stability in curves. In addition there are the excellently working, fully adjustable suspension elements and the best driving behaviour with a passenger. The Adventure 1050 steers the most precisely. The Suzuki V-Strom 1000 offers plenty of feedback, but also has a clumsy upside-down fork.

Chassis winner: Honda Africa Twin

 

Everyday

	Max. number of points	Honda Africa Twin	KTM 1050 Adventure	Suzuki V-Strom 1000
Driver ergonomics	40	32	31	29
Passenger ergonomics	20	14	12	13
Wind protection	20	14	14	14
View	20	13	12	13
Light	20	13	13	13
Equipment	30	22	27	28
Handling/maintenance	30	17	19	17
Luggage storage	10	4	4	5
Payload	10	6	8	5
Range	30	28	30	25
Workmanship	20	15	13	13
Total	250	178	183	172

Southern Cross. The most comfortable seats in the front and rear are offered by the high quality Honda Africa Twin. But the KTM 1050 Adventure shines with the most excellent outfitting and maximum range of 460 km, saddled with the most payload. This comforts beyond its regular levels. The three do not offer much in the way of wind protection. The Honda windscreen is not adjustable, but shields effectively.

Everyday winner: KTM 1050 Adventure

 

Safety

	Max. number of points	Honda Africa Twin	KTM 1050 Adventure	Suzuki V-Strom 1000
Braking effect	40	30	29	28
Brake metering	30	20	21	22
Braking with passenger / fading	20	15	14	13
Righting moment when braking	10	9	8	8
ABS function	20	15	15	14
Kickback	20	17	14	15
Ground clearance	10	10	10	8
Total	150	116	111	108

Honda’s strength: Effective, but not the best to control, the stable brakes anchor the bike. Initially, the Suzuki stoppers grip powerfully and are easy to control. The Suzuki V-Strom 1000 has the lowest ground clearance and smallest spring deflection. It is the least enduro.

Safety winner: Honda Africa Twin

 

Costs

	Max. number of points	Honda Africa Twin	KTM 1050 Adventure	Suzuki V-Strom 1000
Warranty	30	15	17	17
Consumption (countryside highway)	30	23	19	19
Inspection costs	20	19	19	18
Maintenance costs	20	13	13	11
Total	100	70	68	65

Oasis: Very low service costs are promised by the Honda and KTM, even more than the Suzuki. Particularly economical: the Honda Africa Twin.

Costs winner: Honda Africa Twin

 

Overall ranking

	Max. number of points	Honda Africa Twin	KTM 1050 Adventure	Suzuki V-Strom 1000
Overall ranking	1000	699	696	669
Placement		1st	2nd	3rd

The Honda Africa Twin offers more equivalent value for money than the Suzuki V-Strom 1000! With the offer price, the KTM 1050 Adventure would not be topped.

Price-performance winner: Honda Africa Twin

 

KTM pricing policy

It sort of drags its feet: For the 2015 season, the KTM 1050 Adventure was to close the gap between the 690-series enduro R and its “organ donor” 1190 Adventure. But for EUR 12,945, it was too close to the large, better-established sister. The unanimous verdict: a hard sell.

The German importer responded to this at the end of 2015 and lowered the purchase price for the dealers. Several hundreds of 1050s were offered for just under EUR 9,000. Those who still want one have to hurry: No other model offers you more motorcycle for the money. But the 2016-series model again costs EUR 12,795. The pendulum has swung back. MOTORRAD also uses this price as the basis for the points rating. Only the rear frame has been modified by the way: Originally untreated, “natural aluminium”, the current one is black anodised.

 

MOTORRAD test result

3rd Suzuki V-Strom 1000

An honest, grounded machine for just such drivers. The good-natured Suzuki V-Strom 1000 is often underestimated, because it offers no outstanding highs. But it also knows hardly any lows: It just runs well, with a strong acceleration and good touring comfort.

2nd KTM 1050 Adventure

The smallest A2-ready KTM Adventure drives great. It is no child’s motorcycle. The engine is fun with its powerful centre, while the chassis follows the drive and save creed. The KTM 1050 Adventure kicks, represents the balancing act of a rational race enduro.

1st Honda Africa Twin

Welcome home. It’s good that the Honda Africa Twin is back: the only true enduro, a comforting soul-warmer. It is excellently made, a system on wheels where everything fits together, typical of Honda. It deserves better tyres.