BMW S 1000 XR versus Honda CRF 1100 L Africa Twin
BMW S 1000 XR
Honda CRF 1100 L Africa Twin
Year of construction / RRP / Test report
Competitors
- Seating position fits small and big people
- High-revving motor
- Strong brakes
- Very good standard equipment
- Motor - torque and power delivery
- Chassis
- Off-road capability
- Fitness to travel
- Pillion comfort
- You just always want to step on the gas
- Only iPhone users can take full advantage of
Dimensions & Weight
Length : 2.156 mm Height : 1.460 mm
Seat : 850 mm
Weight : 227 (max: 450 ) kg
Length : 2.330 mm Height : 1.490 mm
Seat : 850 mm until : 870 mm
Weight : 231 (max: 446 ) kg
Engine
Displacement: 999 ccm
Hub: 50 mm
Hole: 80 mm
Cooling: flüssig
Drive: Kette
Aisles: 6
Displacement: 1.084 ccm
Hub: 82 mm
Hole: 92 mm
Cooling: flüssig
Drive: Kette
Aisles: 6
Performance
Performance: 170 HP at 11.000 U/Min
Torque: 114 NM bei 9.250 U/Min Tank contents: 20 Litre
Consumption: 6 l
Reach: 323 km
Performance: 102 HP at 7.500 U/Min
Torque: 112 NM bei 5.500 U/Min Tank contents: 19 Litre
Consumption: 5 l
Reach: 384 km
Chassis
Aluminium composite bridge frame, motor supporting (aluminium) Front suspension:
Upside-down 45 mm (travel 150 mm) Rear suspension:
Central strut (travel 150 mm)
Rear suspension:
Two-arm swingarm Tyres at the front: 120/70 ZR 17
Rear tyres: 190/55 ZR 17
Double loop tubular frame (steel) Front suspension:
45mm Showa Upside-Down Telescopic Fork (Travel 230mm) Rear suspension:
Showa monoshock (travel 220 mm)
Rear suspension:
Swingarm, ProLink Suspension Showa Damper System Tyres at the front: 90/90-21
Rear tyres: 150/70-18
Brakes
Double disc brake, 4-piston fixed caliper (∅ 320 mm) Rear brake
Single disc brake, 2-piston floating caliper (∅ 265 mm)
Double disc brake with radially mounted four-piston calipers (∅ 310 mm) Rear brake
Single disc brake with single-piston caliper (∅ 256 mm)
Conclusion - what gets stuck
Man, we had fun with the XR! The standard electronically adjustable ESA suspension really irons everything smoothly and yet this bike still gives you the necessary feedback about the road condition for sporty driving. That's the biggest difference between XR and GS: The XR is always sporty on the road, even if the 4-cylinder can purr at least theoretically like a kitten, that's not what you want as a driver! Better to throttle and loseprint like a cheetah. GS on the other hand: Rather quiet as a lion.Whether the sportiness of the XR has a lasting effect or rather annoys, every driver has to decide for himself. What is clear, however, is that it travels more pleasantly on a GS, because you drive rather relaxed and there is no constant driving jerking or chain care.
The test motorcycle was provided to us by Bergmann & Söhne Pinneberg. There she stands as a guide and is happy about every test driver.
The AT remains true to itself
Which question you should seriously ask yourself: Yes, the normal chassis has been good for Honda. It's fully adjustable - but do you really do that? The electronic chassis of the Africa Twin Sports Adventure is an advantage: it can be fine-tuned while driving. This extra makes sense even for desert kings.
One last lap around the bike. It has remained good, and has also improved. Surgery succeeded. The Honda AT has remained true to itself: it still manages to convince the great feat with the overall concept without outstanding individual achievements. However, if you don't need the big cutlery with all the drums and drums, you don't have to change trains, but can continue the pre-model.
There is still so much to experience.
The test bike was provided to us by Motofun (Kaltenkirchen near Hamburg).
