이것 참 쉽지 않네.. 스즈키 V스트롬 1050 DE vs. 혼다 아프리카 트윈 어드벤처 스포츠 ES DCT

V-Strom 1050 DE The engine's rich, pulsating engine feels powerful enough to deliver a fun ride, even for an adventure bike. The exhaust note is also pleasant. The quickshifter works both up and down, and it seems smoother than the S1000GT. The suspension wheel travel has been increased, but it's not just soft. It has a firm, solid feel that really grips the road, which I really liked. Even with the XT, I thought this bike was more focused on on-road, designed for fast and comfortable long distances. The DE doesn't change that much. While there are some tweaks to make it more off-road capable, its primary focus is on the road. Acceleration is impressive, but deceleration is also impressive, making it seem like the days of "Suzukis can't stop" are over. The V-Strom also features integrated front and rear brakes, which can sometimes feel out of place on smaller, lighter bikes, but they're a perfect fit. Of course, you can apply the rear brake simultaneously with the front brake, but the system seems more sophisticated. The standing position is more stable than the XT, thanks to the handlebar width and height adjustments and the wider footpegs. The wider handlebar makes it easier to operate, especially on gravel roads. The tires also seem more optimized for on-road use. I personally found the 880mm stock seat more comfortable than the low seat. While the low seat is lower, the flat surface between your thighs makes it feel like your legs are being squeezed. If you plan to stick your butt out when stopping, shouldn't this be a problem? The windshield is smaller, but it still manages to stop well, as if it directs the wind over your helmet. With this setup, at 19.8 million won, it's still a good value. The only downside is its weight. However, the only noticeable weight is when pulling out of a parking lot or pushing a bike. It's not a major burden when riding. Another feature is the hill hold, which only works for 30 seconds on uphill slopes, but it only works on fairly steep inclines. Even then, it requires a fairly steep incline to function. The fuel economy is surprisingly good. It gets 19.5 km/L, which is almost on par with the average on the highway. It's a shame that the fuel tank is smaller than the Artbang, a competitor, even though the difference in fuel consumption isn't that significant. There's a slight play when accelerating early on, which sometimes makes me feel unsure. I think I'll have to ride more aggressively. It's not an easy bike, but it's probably best suited for experienced riders who want to go on long trips. Africa Twin Adventure Sports ES DCT I liked the MT transmission the day before on the Rebel 1100, but today on the Artbang, the DCT was fantastic. Most importantly, I found it incredibly convenient to just accelerate without worrying about the engine stalling on gravel roads. Of course, experienced riders would definitely consider this a MT because of the half-clutch use, but for more demanding riders and the average rider, the DCT alone seems sufficient for all-terrain use. The Africa Twin has a weaker engine, but it also feels a bit dull at times. Someone asked in the comments, "What about overtaking?" The V-Strom wins without a doubt. The V-Strom's engine and suspension seem to insist on revving up, revving up for the fun. The Artbang isn't exactly a powerhouse, but the DCT definitely makes me want to rev a little more and go for it. The exhaust note isn't bad either. As with any adventure bike, a constant, loud exhaust note and vibration can easily lead to a rapid decline in stamina. However, both models have no vibration through the handlebars, and the exhaust note is very moderate. It's a pleasant, refreshing exhaust note. The Artbang fits snugly against my body when standing, which was a nice touch. This may vary depending on the rider's physique, but while the V-Strom occasionally feels the need to stand, the Artbang is comfortable and stable enough to allow for standing in most situations. Most importantly, my elbows naturally bend and my upper body leans forward, creating a truly relaxed stance. I tried the ES in different riding modes, but since I was riding alone, I didn't notice a dramatic difference. The suspension is softer than the V-Strom, but not unpleasantly soft. It's flawless. I briefly wished it were a bit firmer, but that was only a fleeting thought. If I were going for a long ride, I couldn't ask for more. The seat height is 870mm, 10mm lower than the V-Strom, but the Artbang is more comfortable. This likely stems from the seat's shape, which is exquisitely sculpted. Above all, the Artbang is comfortable when milling or towing. 00:00 Greetings 06:32 V-Strom Seating Position 09:00 Africa Twin Seating Position 12:10 V-Strom 3-Box 19:20 V-Strom 1050 DE Ride 24:10 Africa Twin Ride Each test vehicle provided by Suzuki Korea and Honda Korea. Suzuki V-Strom 1050DE Engine Type: V-Twin, Liquid-Cooled Displacement: 1037cc Maximum Power (ps) 107.4/8500 Maximum...