BMW R 1300 GS vs. Honda Africa Twin Review 2025

Rarely has a comparison test been set against such unusual circumstances. While NoPain has a clear favorite after three intense testing days in Gran Canaria, Nils remains undecided. Both motorcycles—the BMW R 1300 GS and the Honda CRF1100L Africa Twin Adventure Sports DCT—present themselves as top-tier adventure tourers with 19-inch front wheels, yet their characteristics couldn't be more different.

The test showcased two remarkable firsts: NoPain, holding a motorcycle license for 35 years, sat on a Honda with a DCT transmission for the first time. He also hadn't tried the new adaptive height adjustment on the BMW. The DCT experience was particularly surprising. After initial skepticism—"that's where the fun stops"—he realized within just 20 minutes: "I was wrong, I'm a fool. Why didn't I try this sooner?"

The Honda's dual-clutch transmission operates so intuitively that the clutch lever was never missed. Especially on the challenging, narrow roads of Gran Canaria, with grades over 20 percent, the system proved to be a true asset. You focus solely on line, brakes, and throttle—the bike handles the rest. For the Adventure Sports, there's a clear recommendation: if weight or budget isn't the deciding factor, go for the DCT! If you've never ridden it, you should give it a try!

The adaptive height adjustment of the R 1300 GS operates so discreetly that it initially went unnoticed. It was only when comparing it with the spec sheet that it became clear: the system lowers the bike when stopping and raises it again while riding. NoPain, who privately rode an R 1200 GS Rallye and always struggled with seat height, was thrilled: "You ride off with a stable footing and as soon as you stop, you're well-grounded. It doesn't get any better than that."

The seat height of 850 millimeters feels noticeably lower due to the lowering function when stopped, while the knee angle remains relaxed. However, the sportier seating position with footpegs positioned further back is less suited for standing up while riding compared to the Africa Twin, whose footpegs are positioned further forward.

NastyNils was equipped with the Vanucci VSJ-7 textile jacket and Vanucci VAT-6 textile pants, along with the Nishua NT4-6 Evo full-face helmet, Vanucci VAB-5 boots, and Vanucci VAG-4 gloves. NoPain wore the Vanucci VSJ-5 leather jacket, Vanucci VST-2 leather pants for men, Nishua NTX-6 Sport Carbon full-face helmet, Vanucci VAG-4 gloves, and VXU-13 seamless functional underwear.

For more information on the Vanucci brand and products.

Communication between our two machines was facilitated by the Cardo Packtalk Edge System, installed in both helmets.

For route planning and navigation, we used Calimoto, which proved especially effective for the island's winding roads: https://calimoto.com/de/

Our onboard recordings were captured with our preferred action cam: AcePro2 from Insta360. We particularly appreciate its flip display and performance in varying light conditions.

Fundamental differences are revealed in the seating position. The Honda aims to offer maximum accessibility with a deeply contoured, low seat (starting at 835 millimeters). The hip angle is slightly more demanding, although the knee angle remains relaxed. Remarkably, even on the higher seat position (855 millimeters), riders with a height of 1.75 meters and an inseam of 184 centimeters can easily reach the ground with their heels—a priceless advantage on gravel.

The BMW features a softer padded seat, initially appearing more comfortable. On longer highway stretches, the GS's ergonomics proved more pleasant, while the Africa Twin, with its harder seat and lower position, offered less comfort over time. However, the ability to slide back on the Honda provides additional variation options for long rides.

BMW holds a clear advantage here. The control concept of the R 1300 GS impresses with its intuitiveness—features like the annoying collision warning can be easily deactivated while riding. The electrically adjustable windshield operates with a button press, whereas on the Honda, you have to take both hands off the handlebars—a questionable solution when using cruise control on the highway.

The Africa Twin, with an estimated 15 buttons, presents a challenge. Basic functions like ride modes and traction control are accessible, but deeper menu structures require thorough engagement. The BMW's rotary wheel proves much more ergonomic. Although Honda offers Apple CarPlay as standard, it requires a cable connection—mounting a €1,600 smartphone on the handlebar in wind and weather or routing the cable into your jacket are both less than ideal solutions.

A word of caution: the BMW's Front Collision Warning is one of the worst features ever installed on a motorcycle. It misidentifies obstacles and intervenes counterproductively in braking during critical situations. Recommendation: deactivate immediately. Urgent improvements are needed here!

The suspension of the Africa Twin sets the standard. The Showa suspension with 210 millimeters of travel at the front and 200 millimeters at the rear responds spontaneously and sensitively. Especially on rough asphalt, in deep potholes, and on gravel sections, it delivers exceptional composure while maintaining a firm setup. The damping performs excellently.

The BMW, with its Telelever front (190 millimeters of travel) and Paralever rear (200 millimeters), operates with more electronic assistance. On fast stretches of predictable terrain, the GS feels stable and can be pushed hard. However, when the road surface frequently changes, the mechanical superiority of the Honda's suspension becomes evident. The BMW's electronic "intervention team" requires time to adjust—time that the Showa system doesn't need.

Both motorcycles are equipped with high-quality braking systems featuring 310-millimeter dual discs at the front. The differences lie in the details: The BMW offers a softer, slightly vague brake feel but allows for effortless one-finger braking. The Africa Twin requires more hand strength with its firm brake feel—one-finger braking demands effort. However, with two fingers, the Honda delivers excellent braking performance.

The BMW's shaft drive scores with low maintenance, but it causes characteristic backlash during gear changes. No matter how well the quickshifter operates, the gears engage with a strong jolt and loud clunk in the first and second gears. In tight corners, gear changes with the shift assist add extra turbulence, requiring relatively more foot effort and occasionally snapping in aggressively.

The Honda's DCT completely eliminates this issue. The combination of a smooth transmission, chain drive, and excellent suspension proves outstanding, especially in tight corners with poor surfaces. No clutch slipping, no dragging the rear brake—just front brake and throttle. The bike doesn't stall even at the lowest speeds and in lousy road conditions. You feel safe and confident. The Honda makes navigating tight corners and rough terrain significantly easier.

The power difference of 43 HP (Honda: 102 HP at 7,500 rpm, BMW: 145 HP at 7,750 rpm) and 37 Newton meters of torque (Honda: 112 Nm at 5,500 rpm, BMW: 149 Nm at 6,500 rpm) couldn't be more dramatic. However, in practice on Gran Canaria, it hardly mattered.

On the island's tight, twisty roads, the Africa Twin proved to be the faster bike. The combination of DCT, superior suspension, and tighter turning radii resulted in higher speed and more security. However, once the curves widened and the straights lengthened, the powerful boxer engine showed its superiority. The blend of strong low-end pull with the ability to keep pushing at the top is outstanding. From about 120 km/h upwards, the R 1300 GS develops a dynamism the Honda can't match. On fast country roads, the BMW turns into a "real rocket"—though there, the power offered already feels like "using a sledgehammer to crack a nut" for normal riders. Its torque advantage from down low can only be utilized where the road conditions allow for sending proper power to the rear wheel. In tricky sections, it was simply "too much."

According to the spec sheet, both motorcycles consume an identical 4.8 liters per 100 kilometers with a CO₂ output of 110 grams. The crucial difference: the Honda holds 24.8 liters, theoretically achieving a range of 516 kilometers, while the BMW, with 19 liters, only manages 395 kilometers.

A sensitive topic. The 1000PS long-term test of the R 1300 GS faced teething problems in its first year—three engines, workshop visits, recalls, even a fire. This left its mark. In contrast, the Africa Twin collected numerous positives in Varahannes' long-term test, with Poky riding it privately in the editorial office without any issues.

NoPain is lenient: with completely new models featuring numerous innovations, problems are expected in the first year. His private R 1200 GS Rallye ran flawlessly for two years. The hope is that after resolving all teething issues, the 1300 will be similarly reliable. Nonetheless, trust in long-term durability currently favors the Honda.

Honda: 110/80-19 front, 150/70-18 rear. BMW: 120/70-19 front, 170/60-17 rear. The Africa Twin relies on the classic 19/18-inch enduro setup, while the BMW opts for 19/17-inch with wider tires. Both work excellently on asphalt, but the Honda combination offers theoretical advantages for true off-road terrain. This also fits the overall picture. The seating position and ergonomics of the Honda lean more towards "enduro."

In this comparison, the GS didn't have ASA installed, while the Africa Twin was equipped with DCT. However, Nils has had experience with both systems: “When I first rolled out on a BMW R 1300 GS test bike with the ASA system, it felt like having an oversized quickshifter running continuously—a constant dance between confidence and curiosity. But anyone who thinks the Bavarians are rewriting the 'automatic on motorcycles' chapter is mistaken. Honda has already authored the definitive guide with the DCT in the Africa Twin—polished, perfected, and featuring buttery-smooth transitions chapter by chapter.

While BMW's ASA might give a sporty wink towards performance bikes with a brief throttle blip on upshifts, Honda's DCT acts like a polite butler in a bespoke suit: always calm, perfectly prepared, never overwhelmed. Especially in fluctuating traffic conditions, such as heavy city traffic or alpine stop-and-go, the years of refinement in the DCT show. It almost reads your intentions clairvoyantly from your fingertips, shifting so intuitively that you almost forget it’s there.

BMW, on the other hand, opts for a more powerful presentation. The ASA mode remains deliberately mechanical in its effect, letting the Boxer grumble and jerk, as if to say: 'I may be automatic, but I have teeth.' And that has its charm. Choosing the manual mode offers a shifting performance closer to a real quickshifter than a seamless comfort glider. Yet, the ASA system is still a promise—one that feels good but occasionally irritates in complex load changes. Meanwhile, Honda delivers a harmony with the DCT that, after ten years of refinement, seems almost clinical. Both have their appeal: The GS electrifies with its Boxer force, while the Africa Twin saunters with silky elegance. So those seeking punch will grin with BMW, while those who love relaxed precision will be happy with Honda.”

NoPain's clear recommendation: If you prefer winding Alpine passes, rough roads, and gravel paths, go for the Africa Twin Adventure Sports with DCT. No discussion needed. However, if you value highways, fast tours on good asphalt, and full throttle from 100 km/h upwards, choose the BMW R 1300 GS. On better, predictable roads, the BMW's suspension shines, while the mechanically acting Showa system of the Honda excels on constantly changing terrain.

The second perspective: The R 1300 GS is more positioned as a sport-tourer. The more you come from the asphalt, touring, and travel corner, the more suitable the BMW is. However, if the enduro character is the focus—standing rides, rugged experiences, extreme trust in survivability and indestructibility—the path leads to the Africa Twin. Even though they appear quite similar with their 19” front wheel, they are practically different characters.

After a week of intense testing in Gran Canaria, the verdict is remarkably close. The BMW R 1300 GS impresses with its outstanding engine, superior control layout, adaptive height adjustment, and long-distance comfort. The Honda CRF1100L Africa Twin Adventure Sports shines with its DCT transmission, better suspension, greater trust in reliability, and more pronounced enduro character.

Both motorcycles come incredibly close due to their 19-inch front wheels. Anyone who hasn't tried the Africa Twin with 19-inch wheels and DCT should catch up. Those who found the old GS too tall should give it a chance with the adaptive height adjustment.

The pendulum swings slightly for NastyNils—by about 3 to 5 percent—toward the Africa Twin. The suspension makes the difference, and the trust in the brand seals the deal. But it was the closest duel in a long time. Both machines deserve the utmost respect—the choice depends on the individual usage profile. You can't go wrong with either of these adventure tourers.