BMW R 1300 GS - Honda Africa Twin comparison test 2024

If you're keen to dive deep into all the latest updates, I recommend checking out Gregor's first test report on the Africa Twin Adventure Sports, where he thoroughly explores them. Here, we'll only touch on them briefly. Let's begin with the core of the Africa Twin: For the 2024 model year, the beloved 1,084 cc parallel twin cylinder engine receives a performance boost, enhancing torque at lower and mid-range revs. While the peak power remains steady at 102 hp at 7,500 rpm, the maximum torque has increased by 7% to 112 Nm, now engaging sooner at 5,500 rpm, down from 6,250 rpm. This boost is facilitated by the new compression ratio of 10.5:1, up from 10.1:1, along with modifications to the valve timing, intake and exhaust ports, and the engine management system. Additionally, tweaks to the exhaust system enhance power delivery at lower and mid-range engine speeds.

• 19-inch front wheel with wider 110/80 tires
• Suspension travel shortened by 20 mm, now 210 mm at the front and 200 mm at the rear.
• EERA suspension now standard
• Lower seat height from 835 to 855 mm
• Redesigned fairing for enhanced wind protection
• New 5-way adjustable windshield
• Redesigned, 15 mm thicker seat with optimized density
• 30 mm reduced ground clearance, 25 mm lower center of gravity

In our review, the Africa Twin Adventure Sports retains its updated DCT and the luggage system, which we detached for the comparative test, leaving only the mounts on the bike. You can check the current base price of the Adventure Sports on our marketplace.

In the face-off with the fully equipped Japanese models, our long-term test machine, the GS, arrives in Spain sporting a host of additional features. While the specifics are detailed in the long-term tester report, the BMW boasts everything from the new DSA semi-active suspension to cornering lights and an electrically adjustable windshield, essentially packing the full BMW catalog. The current base price of the BMW R 1300 GS is most readily available on our marketplace listings. For a straightforward comparison of technical specifications, check out our Motorcycle comparison BMW R 1300 GS vs Honda Africa Twin Adventure Sports.

Sometimes, all it takes is opening the door, so let's dive into this review starting with the pinnacle of Enduro touring: the long haul. Both luxury Enduros are perfectly equipped for this adventure. Despite a potential shift towards more urban landscapes, the Africa Twin Adventure Sports maintains its stature as a sturdy and dependable companion for lengthy trips. Newly standard features like cruise control and heated grips emphasize its functionality and daily practicality.

The GS doesn't fall short in this comparison, offering radar-assisted cruise control for an additional fee, though it's not without its glitches. Mysteriously, the cruise control deactivates on the freeway every few hundred kilometers. The display reads "Cruise control not available," yet it can be reactivated seconds later, seemingly unaffected. Occasionally, under specific but hard-to-replicate conditions, the Front Collision Warning might detect non-existent hazards and engage the brake pads, causing even a slight touch on the brake lever to result in unexpectedly sharp deceleration. If you then release the brake out of surprise, you - naturally - stop braking altogether, which is far from ideal.

The Honda's enhanced ergonomics, fuel efficiency, and ample tank capacity enable riders to comfortably handle long stretches up to 450 kilometers. The redesigned fairing provides better wind protection, though taller riders might experience turbulence at helmet level due to the windshield's tear-off edge at visor height in its highest setting (rider height 1.87 meters). The adjustable seat height adds extra comfort, with a lower setting (835 mm seat height) improving rider integration into the bike. Since 2024, a height of 1.70 meters is no longer a barrier for purchasing an Africa Twin.

Ergonomically, the GS is an accessible motorcycle for riders ranging from 5'7" to 6'3". Unlike the Honda and its predecessor, the seat height is no longer adjustable (a 6-degree tilt adjustment is the maximum available), but the integrated comfort seat offers genuine long-distance capability. The passenger seat can be adjusted forward or backward, although it may take some time to get used to it not being 100% secured to the bike. The GS offers a more spacious riding experience than the Honda. The BMW's 19-liter fuel tank allows for a range of about 217 miles. The wind protection is outstanding, and the electrically adjustable windshield (available at an additional cost) is a highly valued feature that I wouldn’t want to miss.

In the urban jungle, the Africa Twin Adventure Sports emerges as an exceptionally agreeable partner, particularly when paired with the optional DCT transmission. Its high agility, excellent visibility, and comfortable chassis make navigating city streets a delight. Despite its heft, the Africa Twin glides through city traffic with ease, thanks to ideally balanced weight distribution and stable comfort in all riding conditions. Similar accolades could nearly be extended to the BMW R 1300 GS, if not for its quickshifter, which tends to be somewhat harsh under partial loads. Here, Honda's dual-clutch transmission clearly provides a superior solution for smooth urban cruising. Additionally, it's somewhat disappointing that the GS's Enduro suspension mode can only be activated alongside the Enduro riding modes. Riders would appreciate the ability to maintain comfort on cobblestone stretches. In this regard, the Africa Twin offers greater versatility with two customizable user modes.

The BMW offers a more user-friendly experience, with a menu system that is straightforward and intuitive. The Africa Twin AS excels with standard Apple Carplay and Android Auto integration. If you're spending upwards of 20,000 euros to park one of these technological marvels in your garage, you'll undoubtedly want to spend some time getting to know each bike's unique features.

When riding the Africa Twin Adventure Sports with a passenger, the space is adequate but not plentiful. The maximum load capacity and the (preload) adjustment of the suspension for carrying a passenger, which must be manually set through the menu, place the Honda slightly behind the BMW, which features an autoleveling function with its (optional) DSA suspension. Both the EERA suspension on the Honda and the DSA suspension on the BMW provide a high level of comfort, though the BMW has more to offer if you plan to ride more aggressively with a passenger. Both bikes have a wide array of (original) accessories available that enhance their touring capabilities. For instance, on the Adventure Sports, comfort footrests have been added, offering the passenger more foot positioning options.

When ridden by two, particularly on ascents, the BMW's robust power boxer truly shines. Gear selection becomes trivial as the 1300 delivers ample power in any scenario, whereas the DCT frequently needs to downshift twice when heavily loaded to maintain optimal thrust.

A matter of preference among motorcyclists across all ages could well be demonstrated through this comparison. However, I will refrain from delving into that here. It's a known fact that since the R 1300 GS, BMW has treated the shaft drive as a (costly) consumable with specific maintenance and replacement schedules, so it's no longer seen as a cure-all. It's also true that opting for the additional center stand on the Adventure Sports is wise if you plan to lubricate the chain regularly without assistance. Ultimately, it's up to each rider to decide which system they prefer.

The Honda delivers a wealth of performance and power for swift cornering when riding solo; you'll always have ample power, unless you switch over to the BMW. The Bavarian model boasts such impressive thrust that it might well be described as lavish. Power seeps from every pore, and the 1300 model is simply brimming with energy. In real-world terms, this means you can harness the full potential of the Africa Twin on country roads within legal limits, whereas the GS tempts you to criminal speeds if you don't ease off on the throttle. Undoubtedly, the BMW is the more athletic bike, offering significantly greater lean angle clearance, and its suspension in Dynamic mode is noticeably stiffer than the Honda's EERA suspension in the Hard setting of Tour mode.

The riding position on the 1300 GS is more oriented towards the front wheel compared to the Africa Twin AS, and the knee angle is sharper, pushing you to accelerate quickly. Herein lies the issue: a sporty riding posture, an exceptional chassis, a powerful engine nestled between your legs, and the new Michelin Anakee Road tires, which, although sized for touring enduros, provide an impressively high level of grip. Then there's the so-called sports brake, which frankly doesn't live up to its name. In the luxury touring enduro category, we've come to expect more. Brands like Ducati and Triumph equip their bikes with Brembo Stylema brakes, setting a higher standard for what constitutes a sports brake in 2024: A brake that demands considerable hand strength and offers only a mushy feel at the lever does not meet the expectations of this class or its price point, and mere red lettering isn't sufficient. The braking performance on paper is acceptable, but the tactile feedback and confidence it should inspire are lacking. The linked braking system also requires some adjustment. Engaging the rear brake results in front braking on the GS, and vice versa. For someone like me, who prefers using the rear brake in tight turns to manage speed and lean angle, it's disconcerting to feel the invisible hand pulling at the front. Although you might adapt to this after 150-200 km, it never becomes completely comfortable.

Does the Africa Twin Adventure Sports offer superior braking? Not necessarily, but that's not its primary focus. The Honda is equipped with a rather understated dual disc setup at the front from Nissin, which performs its duties effectively and without much fuss. A standout feature is the activation of the hazard lights on the dashboard when the rider engages full braking power. The suspension travel has been reduced compared to the previous model, minimizing front-end dive and enhancing the Adventure Sports model's ability to provide detailed feedback from the front wheel. The overall package is well-rounded, and when the footpegs scrape, the skilled Japanese bike signals that you've hit the limits of its design: its philosophy emphasizes touring over racing.

Despite having nearly identical weights (Honda 253 kg including DCT; BMW 258 kg), the Honda feels somewhat more sluggish in the saddle, especially noticeable during quick directional changes in curves. The GS benefits from its lower center of gravity, making it remarkably easy to maneuver. Summing it up, the GS takes the lead in this segment, despite the somewhat disappointing performance of its sports brake.

Both BMW and Honda are widely recognized as reliable motorcycle manufacturers. BMW recommends a service every 10,000 km or annually, whereas Honda suggests a service interval of 12,000 kilometers or once a year. Each manufacturer advises a first service at 1,000 kilometers. For BMW bikes, a valve clearance inspection and adjustment (if needed) is required every 20,000 km, while for Honda, this maintenance is due every 24,000 km. Over time and with increased mileage, the Honda Africa Twin Adventure Sports generally demands less maintenance compared to the BMW R 1300 GS. According to BMW's maintenance schedule, the cardan shaft of the R 1300 GS should be inspected every 20,000 km and needs replacement after 80,000 kilometers.

This head-to-head comparison is much tighter in reality than the spec sheets would have you believe. Here, two distinct motorcycle philosophies clash, each destined to delight a different breed of rider. The 2024 Africa Twin Adventure Sports is the most road-biased and arguably the most comfortable iteration of the Africa Twin to date, yet it remains true to its roots, sure to please the Honda purists. When riding it, you can keep your knife sheathed; it would be out of place clenched between your teeth. The GS, however, stakes its claim as the jack-of-all-trades, unmatched by any other bike in the market, with its only slight letdown being the underwhelming sports brake. Ultimately, the choice boils down to a philosophical debate: do you want a package where everything's included, or everything's an add-on? Bonsai or bratwurst? It seems I'll need many more comparison rides before I can make my choice.

Note: The conclusions below are derived from the most recent individual tests of the two models.