![]() Overall, the Enduro is a bit more bike, but you are going to pay through the nose for the differences you get. Beyond that, both of these models can be ridden while standing, an important feature for close-quarters maneuvering around bumpy terrain and unimproved trails. Unfortunately, a lack of cornering lights on the Honda leaves the Ducati Enduro more suited to night-time work. Looks-wise the Enduro cuts a typical figure with a bird's beak fairing and poised-to-pounce stance, and the Africa Twin fits the mold as well, but with a blunt entry to the front fairing that leads with the headlights. ![]() In the end, Ducati offers a few more electronic control features, which is all great and fine until one of these complicated systems need to be worked on. Honda falls a little short with 95 ponies and 72 pounds of grunt versus the crushing 160 horsepower and 100.3 pound-feet, a bit more of a difference than can be explained away by displacement alone.īoth rides come with some form of variable engine output curve or rider mode, slipper clutch and adjustable ABS, but while the Enduro sports a fancy dynamic suspension system, Honda took the unusual step of offering an automatic transmission as one of the available options. ![]() First off, the Ducati comes out the larger of the two at 1,198.4 cc, a bit over the 998 cc Africa Twin, and this carries directly over into the performance profiles. Ducati has a good reputation for solid engines, but so does Honda, so let's see how they stack up. I want to get down to the powerplants right off the bat. Why? The Africa Twin is a relative newcomer to the adventure market and I want to look at these two new kids on the block, so to speak. I'm feeling a little adventurous today, though, so let's look at the Africa Twin from Honda->ke291. There are certainly choices out there in the 1,200 cc adventure market such as the R 1200 GS from BMW->ke1398, the Caponard 1200 GS Rally from Aprilia->ke1934, or the Super Ténéré->ke4422 from Yamaha->ke301 any of which would be worthy competitors. Usually I like to match engine size when making a comparison as it seems more conductive to keeping apples to apples. The six-speed transmission and chain drive handle the final drive ratios. Good thing too, given the kind of numbers coming from the engine.Ī final effort from the factory to protect the contact patch integrity shows up in the clutch namely it is of the hydraulic-assist “slipper” clutch variety designed to limit back-torque and prevent loss of rear-wheel grip during aggressive downshifts. Namely, the Ducati Wheelie Control (DWC), Traction Control (DTC) and Power Modes (PM) that allow you to tailor your ride and customize the level of automatic intervention to help you keep the bike under control. The ride-by-wire butterfly in the elliptical, fuel-injected throttle bodies enables a number of features. Part of this power comes from the hydraulically actuated variable cam timing that rotates the shaft independent of the drive sprockets for dynamic tuning throughout the rev range. At 9,500 rpm, a total of 160 ponies gets unleashed from the stable, and you had better be hanging on. It churns out plenty of torque with 100.3 pound-feet at 7,500 rpm, but it really shines in the horsepower department. While V-twins are more famous for their torque numbers than horsepower, this plant represents an exception to the rule. Best of all, both the front and rear ride can be adjusted on the fly from the handlebar-mounted thumb buttons. Like the Sachs suspension on the Enduro, the Öhlins falls under the management of the DSS, a marvel of engineering that monitors lean angle, speed and other metrics, then electronically adjusts the damping values for a ride that can provide a soft ride that doesn't dive excessively under heavy braking, and actively protects the integrity of the contact patch. Öhlins, 48 mm usd front forks and TTX36 monoshock attend the damping duties, and provide a uniform 6.7 inches of travel front and rear. Suspension components on the Pikes Peak come set up for a more street-wise ride. The rear suspension on the Enduro likewise comes with a 7.9-inch stroke from the Sachs monoshock, and both ends benefit from the Ducati Skyhook Suspension (DSS) feature, more on that later. Now for the fork difference Ducati runs a set of Sachs 48 mm forks in the traditional, right-side-up configuration on the Enduro, and it comes not only with a longer overall length, but a longer stroke than the Pikes Peak at 7.9 inches.
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