motorcycles with tft display pricelist

Here, I’ve listed the very best naked bikes available for 2022 and beyond. I’ve included naked motorcycles from novice friendly up to the outright bonkers machines…. Enjoy.

They have a wide appeal attracting riders who love the retro UJM styling of the 70’s and 80’s to the ageing sports bike rider who’s tempted by the more comfortable riding position without giving up the race bike power.

Naked motorcycles almost came about by accident, as a result of European riders crashing their sportbikes and not having either the money to spend or the inclination to get them back up to showroom spec.

These DIY jobs were dubbed Streetfighters. They were nothing more than sportsbikes with the bodywork being stripped off and a pair of cheap handlebars replacing the sporty clip ons to promote a more upright riding position which were more suitable for around town riding.

It was the Italians that led the charge of the factory naked bike with the release of the Ducati Monster in 1993 closely followed by the original 1994 Triumph Speed Triple. After that the gloves were off and all manufacturers scrambled to create their own version.

Today naked bikes are in full force going from strength to strength, with most manufacturers now offering both a fully-faired and naked version of both the heavy and middleweight bikes, some even producing lightweight small capacity naked bikes too for novice riders.

When you take a motorcycle like the Yamaha R1 which is an awesome racing weapon with no question, and compare it with the Yamaha MT-10, arguably the R1’s naked sibling.

The MT-10 is a fantastic naked bike packed with torque in the low and mid-range and is a complete monster throughout the rev range, making wheelies the done thing instead of chasing the top speed.

Naked bikes offer an alternative to sportsbikes, with similar power and performance, but with an aggressive upright sitting position and a different approach to how riders can utilize them.

The Streetfighter V4 S comes in a Dark Stealth paint scheme with Ducati’s intention to make it as eye-catching and attention seeking as possible; it is also EU 5 compliant where applicable.

The Brutale is a crazy good-looking naked motorcycle, with all the edge, exotic materials, and ‘Brutal’ style that you would come to expect from MV Agusta.

Tamburini is often lauded as the greatest motorcycle designer of all times, having been credited with some truly iconic motorcycles such as the MV Agusta F4 750 and the Ducati 916.

The Brutale is stripped of everything except the basic necessities, displaying to the world in a ruthless fashion the inner workings of the Brutale motor.

The Porsche 911 inspired the Brutale’s headlights and there is no detail overlooked with this naked bike, it is visually stunning, aggressive and hostile, ready to challenge any who dare look it in the eyes.

The world-beating litre engine from the Ninja H2 which has redefined what ‘supercharged’ means is at the heart of the Z H2, and for many that makes it the ultimate in naked motorcycles.

The KTM 1290 Super Duke R is another bike that has implemented semi-active suspension technology, and every detail of the bike has been looked at and revised with each generation of the model.

Top of the Duke lineup, the Super Duke has been with us since 2007 and continues to improve year on year. Regarded as one of the best naked bikes by the Moto press and owners alike.

It weighs in at around 198kg, the weight kept down by the use of an aluminium twin spar frame with a bolt-on aluminium rear subframe and aluminium wheels.

The inline 3 cylinder engine provides plenty of power and the performance is definitely up there with the best naked motorcycles available. The triple cylinder harks back to the days of the original Triumph Trident.

It comes with fully adjustable Ohlins suspension front and back; Brembo brake calipers; Metzeler RACETEC RR tires and 5 riding modes controlled by the TFT instruments.

The Yamaha MT-10 is the first production motorcycle to be fitted with Ohlins next generation electronically controlled suspension, which means riders can choose between three semi-active damping modes and three manual modes.

A host of electronics are equipped on the model including: 6 IMU rider aids; Advanced Quick Shift; Four mode Yamaha Ride Control; TFT display; Electronic cruise control.

I am undoubtedly biased when it comes to Indian motorcycles, largely because for me they are simply the best and I love the way that they have been able to modernize while remaining aware of the past in the designs.

Suspension is street tuned and paired with Metzeler 17” wheels, the combination makes for confident cornering and all the agility needed for street riding, backroad jaunts and mountain pass fun.

Other tech features include lean-angle stability control, ABS with cornering pre-control and Wheelie control. All of which are controlled by the Ride Command display, which also pairs via bluetooth to your smartphone.

The latest XSR900 has been designed to be freer revving, with all components having been made stronger and lighter from the pistons to the crankcases.

For 2022 the XSR now comes with the Advanced Quick Shift System as standard, making up and down clutchless gear shifting smooth as anything, and as a result acceleration is improved with less disruption from engaging the clutch when shifting.

The engine is street tuned yet derived from the GSX-R so has all the punch you could possibly need, with decades of race researched development poured into it.

Another of my favorite naked machines is the Z900RS from Kawasaki. It is one of the best looking modern retro throwbacks to date but it is also loaded with performance features to match.

Kawasaki haven’t overloaded the bike with technical features like some of the other performance naked machines on the list, but they have updated it enough to be considered modern.

The instrument panel consists of a speedo and rev counter with a small LCD screen in the middle feeding back all the relevant information one might need.

The Kawasaki Z900RS is completely timeless, and is the most traditional ‘motorcycle’ design on the list, which makes it a firm favorite of mine. As true to the original Z1 as you can get with modern reliability and power.

In keeping with the styling of the bigger sibling the Z650RS is just as timeless in its design, and unapologetically throws back to the original Kawasaki Z650 of the 70’s with the utmost respect.

It has a unique balance of low-down torque matched with top end power, mating the best of both worlds together, when so often bikes lack in one or the other.

No expense has been spared, the RS comes with: Showa front forks and Ohlins rear suspension; Brembo brake calipers; aluminium alloy wheels; aluminium frame and swingarm; 6 speed transmission with Triumph Quick Shift.

The RS has an excellent power-weight ratio, it is the lightest in its class, with the latest model having improved mid-range, as a result the bike handles like a dream for all situations.

However, ask any SV650 owner about their bike and they will talk about it with a lot of pride, it is reliable, steadfast in its power delivery, non-threatening but not boring and quite capable of all road situations.

Husqvarna have stepped outside of their traditional dirt bike/off-road bread and butter to produce a series of naked bikes with the Svartpilen being one of them.

The bike is lighter than the bigger version, making it more suitable for newer riders and it is also more agile to throw around those bends with ease.

There are no cutbacks taken either. The LCD display is customisable for your rider info, Nissin radial mount calipers and Showa suspension are used, and the styling gives a big bike feel with sharp angular lines and impressive detailing.

It is less of a torque monster, with a focus on usability rather than hooliganism which is probably a good thing, as like the MT-125 the MT-03 is targeted at newer riders.

It is extremely well balanced with a compact chassis, which makes for easy navigation for new riders, and inspires confidence when maneuvering at slow speeds.

An upright seating position, low seat height and wide handlebars make the bike a nice place to be for active, sporty ergonomics, confident control and will allow new riders to quickly adapt to riding life, with scope for them to start testing their limits over time.

Cruise control, ride-by-wire, Scrambler-specific riding modes, ABS and easy-to-read TFT instruments bring class-leading technology to this modern classic.

Keep in mind, this list is just one opinion. Your bike lists may be slightly or wildly different, and if you do not like a choice on this list, there is no intent to offend. We collectively here at WebBikeWorld put our minds together to find the best that we could agree on, and we honestly expect differences in opinion to shape any such list. With that said, on to our favorites!

In “ye olde days” of sportbikes, anything under 500cc’s was often scoffed at as “not a real sportbike.” Now, in 2022, Kawasaki Motorcycle’s newly redesigned Ninja 400 is both a great mid-life refresh of a great starter bike, and also more than capable enough of bringing seasons of fun to a new rider. The biggest change since its introduction in 2018 has been the implementation, which has happened almost across the range of Kawasaki’s bikes, of the newer, easier to read TFT screen in both day and night lighting conditions, as well as the upgraded ABS and introduction of Ergo-Fit personalization options.

Priced at $5,599 for under 500cc’s, it is also positioned favorably for a lower insurance tier than a 600cc supersport would be, is one of the best bikes you can get for that kind of money, and with Kawasaki’s nearly bulletproof parallel twins, as long as you keep it oiled and maintained, you’ll get tens of thousands of miles out of the bike without issue.

Take a popular naked motorcycle, the Z650. Take off all the modern, angular bodywork. Give it a slightly more robust rear spring, rework the front forks to give better road feel, and slap some 1960’s era Cafe-inspired bodywork and gauges on it. You get the 2022 Z650 RS, the newest member of Kawasaki’s retro class along with the Z900RS and the W800.

This is not to say, however, that this bike rides or goes like a retro bike. The engine, with a mild tweak over the standard Z650, produces almost right on 70 HP, and produces a healthy 48 lbs-ft of torque from its 649cc parallel twin. What really impresses, however, is how, despite using almost the same frame and the same engine from its naked cousin, the bike feels a lot more raw and connected. We put that down to the work on the forks and suspension, letting more of the road travel to your hands and to your butt in the saddle, without feeling the slight numbness that the Z650 has with its softer rear springs (in factory spec, at least).

As with 95% of Kawasaki’s model range, it is also priced perfectly at $8,999 with a whole range of goodies thrown in as standard. ABS is standard, it has two-stage dual throttle valves, an assist and slipper clutch, less aggressive footpeg position, and LED lights everywhere. They’ve even managed to put an LCD information screen between the tachometer and speedometer, giving you all the info you need, but not distracting you from enjoying the ride.

While it does come in at $11,299, what you get for that is, without argument, one of the best all-around bikes in the sportbike category. 100 HP at 10,500 RPM from a 659cc parallel twin that has been fettled and tuned to produce not only that power, but also a noise that is unmistakable as anything other than Italian. Add to that the rider aids that come packaged with the bike, including traction control, wheelie control, electronic cruise control, up-and-down quickshifter, intelligent variable engine braking control, multiple engine maps, and a full suite of ABS systems including cornering ABS.

These sportbikes may not be the best in their class or be the best value, but they still deserve a look if you’re shopping around for a new sportbike that doesn’t match up with any of our choices above.

Kawasaki are the kings of value for money with their aggressive pricing and full-meal-deal packages you can get that include everything, and the kitchen sink, in their standard models. For the taller and heavier rider that doesn’t quite squeeze onto a Ninja 400, or a rider that is looking for a more relaxed position more akin to standard instead of sport, the 650 ABS is your answer.

Still classified as a sportbike, the Ninja 650 ABS is more properly a sport-tourer, a bike that is designed to eat up the miles while also giving you a thrill a minute. At $8,499, it’s also immensely affordable for the new or intermediate rider, and happily rides as both a comfortable commuter and a corner-carving weekend rocket. Its 649cc parallel twin has quickly become the stuff of legends, with an accessible 70 HP and 50 lb-ft of torque giving it plenty of get up and go. It is also a great first bike for the taller or heavier rider, as the torque is very linear and the clutch is full of feel combined with a very easy pull.

With the Yamaha R6 now discontinued, those looking for a pure supersport bike with pedigree and an engine that screams into the tens of thousands of RPM have a new champion, the venerated and long-lived Honda CBR600RR. Make no mistake, this is a thoroughbred with mirrors, a bike designed to annihilate a track and is most definitely not the most comfortable thing to ride on the streets.

At $11,999, it’s also priced fairly high, but what you get is Honda’s entire racing history distilled into a motorcycle. Four pistons, 599cc’s, a 15,000 RPM redline, and 118 HP with an aggressively close-ratio six-speed transmission will fire this road rocket down any front straightway at pace, and easily get you well into illegal speeds in first gear on the road. However, if you’re looking for a proper 600cc supersport and the Kawasaki ZX-6R or Suzuki GSX-R600 don’t tickle your fancy, then Honda has the answer for your needs.

Priced at $13,149, you still get all the power you really need at 150 HP at 11,000 RPM, and a gutsy 78 lb-ft of torque at 9,250 RPM, yet you can hang a pair of side cases off the back, and set the electronic cruise control so you can give your wrist a rest as you ride between cities. The bike will carve any canyon you point it towards with aplomb, yet it will smooth out the bumps and lumps of a long interstate ride so you arrive without feeling fatigued. It’s one of those bikes, as stated, that really shouldn’t be as good as it is, yet it is very good at what it was designed to do.

There are so many different kinds of motorcyclesout there now, from pure motocross dirt bikes you can fling off ramps like Evel Knievel, to luxury long-distance moto-cruisers as comfortable as your living room couch. Each has a distinct and often narrow purpose, and most achieve that purpose with elan. But there is one category of bike that can do everything and do it well: the adventure bike.

If you wanted to mix metaphors really, really badly, you could say this is the Cadillac of adventure bikes. It is brand new, so it’s loaded with new technology and increased efficiency almost never before seen on a production motorcycle. It has radar front and rear that not only aids safe-distance following with adaptive cruise control, but also offers blind spot detection and an efficient and speedy overtake function, the latter which accelerates when the road is clear and you hit the turn signal and lean into the passing position. There is an IMU, or inertial measuring unit, that works in conjunction with everything from ABS to traction control to offer wheelie control, stoppie control (where the rear wheel might lift when braking) to cornering ABS. The “inertial platform” of electronics even adjusts the semi-active DucatiSkyhook Suspension system, changing the hydraulics of the fork and shock absorber on the V4 S trim level. It even adjusts the auto-leveling function.

The new MultistradaV4 has a new four-cylinder engine, too, replacing the V2 used in previous models. The new powerplant uses springs and rockers to open and close the valves instead of the Desmodromic system for which Ducatis are famous. With 2 mm more bore than the V4 engine found on other Ducs, the power and torque curves are flatter and more accessible. Peak power is 170 hp at 10,500 rpm (a 25% increase), while torque tops out at 92.2 lb-ft at 8,750 revs. The new valvetrain stretches service intervals to 36,000 miles—it was 6,000 miles on the first-gen Multistradawhen that model came out in 2003.

There are four riding modes (sport, touring, urban, and enduro), all displayed on the bike’s new 5.5-inch—or optional 6.5-inch—TFT screen. The first three modes are for on-road and the third is for off-road.

Over the course of a long day of riding in and around Borrego Springs, California, I got to try the new Multistrada on a lot of street and a lot of dirt. The most remarkable thing was how well it handles both surfaces. In fact, on the way to and from our afternoon session in the dirt, we rode the same winding mountain road as we did for the on-road ride, except that we were riding on the dirt tire. The Pirelli Scorpion Rally STRs felt surprisingly grippy on the winding mountain road, while they chopped through the dirt and sand of our off-road ride with aplomb. Depending on how much dirt riding you have planned, you could probably get this dirt tire as the only rubber for your Duc and be happy riding on it. I was pushing it about as hard as I could going up and down the twisting mountain road and I never felt any slip or squirm. I’m not as good a rider as you, of course, but I’d think most riders will probably be satisfied with this combination. If you rarely go off road, then you can get the Pirelli Trail IIs for a little more contact patch.

The V4, with its counter-rotating crank, was smooth all the way up to about 8,500 rpm, when it got a little raspy loud. At 140 mph on a long, flat, empty stretch (professional rider, closed course!), the whole bike was smooth and unfettered. After a fairly longish day in the saddle, I felt just fine.

Is it the perfect all-around-do-everything bike? Yes, in all aspects except sticker price, where you pay for all that Italian engineering. The new Multistrada V4 ranges from $19,995 to $26,095. While you can’t put a price on happiness, versatility comes with a little sticker shock.

This is the grandaddy OG of adventure bikes. The GS line launched 40 years ago with the 1980 R 80 G/S (Gelande und Strassen, dirt and street). More than 1.2 million GS models have been built over six generations. Since Hubert Auriol’s victory in 1981, BMW motorcycles have won Paris Dakar four times. In the hands of regular adventure riders, they have circled the globe countless times.

The modern R 1250 GS Adventure version of this line is much more refined, of course, with a smooth and quiet 1,254cc flat-twin making 136 hp at 7,750 rpm and 105 lb-ft of torque at 7,550. It’s not as crazy powerful as the Ducati, but you might find that it is more than enough. Three years ago, the R 1250 GS Adventure got an enhanced version of the traditional flat-twin boxer with more power and torque while achieving a smoother operation and greater refinement. The 1,254ccs of displacement is up from 1,170 previously. Mileage is listed as 49.5 mpg, up 5 percent, and the engine gets BMW ShiftCam Variable Engine Timing for more balanced power delivery.

Like the Duc, the GS Adventure is loaded with electronic controls to help you through your ride. There are two ride modes standard on the bike, along with Automatic Stability Control for added safety.

If that’s too much and you still want a BMW, consider the F 900 R and XR mid-range adventure sport entries starting at $8,995. They’re powered by an 895cc upright parallel-twin that makes 99 hp and 67 lb-ft. Ride height is adjustable between 30 to 34 inches. These also offer Dynamic and Dynamic Pro ride modes as options, along with ABS. Of the two, the R is setup more for street while the XR is a little more adventure-oriented.

There’s no question Honda lead the way in the early days of dirt riding with the popular Elsinore line of dirt bikes, but the Africa Twin adventure bikes have been around in one form or another since the late ‘80s. However, it was the Africa Twin’s rebirth in 2016 that made the ADV world kind of go nuts.

The Africa Twin recently got another 86ccs of displacement so that it is now powered by a 1,084cc liquid-cooled upright parallel-twin (hence the name!). Like most Japanese motorcycle manufacturers, Honda doesn’t list hp and torque but European models are listed at 100 hp and 77 lb-ft. The coolest thing, though, is that you get your choice of six-speed manual or six-speed DCT automatic transmissions. An automatic! On a motorcycle! Yes, the Goldwing also gets and automatic, but here on the Africa Twin it can be a real help when bushwacking through the boondocks. On top of that the chassis is slimmer and lighter than before. And it comes with six ride modes, seven levels of traction control, and three levels of engine braking.

On a long two-day ride a couple years ago, when trading off with an XR650L thumper and the Africa Twin, well, I admit I much preferred the Twin. I am getting soft. But it was so nice. The Africa Twin starts at $14,499 and goes up to $18,099 for a Sports ES with the DCT transmission. That’s still a fairly affordable ride, and worth it if you’re going to be riding long distances. You can also get that XR650L for just $6,999 before destination charge. But get the bigger bike. You’ll thank us at the end of the day.

This is the third generation of Suzuki’s V-Strom, a name spread out over 19 years of adventure biking. Today, you can get a V-Strom with just 645ccs for $8,904, all the way up to a full-zoot 1050XT Adventure for $17,049 before destination. The bike I had for most of 2020 was just below that top-line model, a V-Strom 1050XT that stickered for $14,849.

Why’d I have it for most of 2020? Well, they delivered it just before the pandemic shut everything down, then they just kept sending me new loan agreements to sign, and I kept signing. Wouldn’t you? The result was a great year on an all-around, everything bike that I could do anything I wanted to on. I could hightail it over the mountains, eating up twisty two-lanes like black licorice, then pop out into the mighty Mojave desert and keep going in the dirt for as long as I thought I could get away with it. Or I could lane-split through traffic (even though most traffic disappeared, at least at first, as the pandemic raged). And I could do everything in between.

The 1050XT loved it all. The 1,037cc longitudinally mounted 90-degree V Twin makes a highly useable 106 hp and 74 lb-ft of torque, enough to squirt you into triple-digit speeds on the freeway without you even realizing it, and to keep you hammering on the desert dirt all day.

Harley-Davidson will enter the ADV segment this May with an all-new adventure bike called the Pan America 1250. Powered by a liquid-cooled V-Twin making a claimed 150 hp, the engine functions as a stressed member of the chassis, keeping weight to 534 pounds in the base model and 559 in the 1250 Special. Both models get electronic controls, with the Special getting more of them. The base model suspension is adjustable for preload, compression, and damping, while a suite of “Cornering Rider Safety Enhancements” optimize braking, ABS, traction control, drag-torque slip control, and even hill hold control. There are five ride modes (road, sport, rain, off-road, and off-road plus), all of which offer different levels of system intervention for as much help as you want when riding. The Pan America 1250 Special adds electronically adjustable semi-active front and rear dampers that adjust to prevailing conditions and riding activity, which sounds helpful if you go from pavement to dirt, for instance. Vehicle Loading Control automatically adjusts preload if a passenger suddenly climbs on board. An optional adaptive ride height can automatically lower the bike’s seat height one to two inches at stops.

Price is listed at $17,319 for the base model and $19,999 for the Special. Will this be the bike that saves Harley? After riding the Pan America last May, it seems likely. The styling hints at historic rally design while featuring boxy, angular shapes that set it apart from the rounded curves of classic Harleys. A technologically advanced chassis with a classically American V-Twin architecture makes the Pan American an oddball on paper and a joy to ride. From the dirt flats of the Sierra Nevada to cruising on Highway 14 headed back to Los Angeles, the bike performed admirably for one designed by a cruiser company. Competitor models from Germany and Japan benefit from years of slight refinement, but Harley-Davidson still knows how to build a motorcycle. Some may say that Harley came to the ADV market with an offering that is too little, too late but those folks haven"t unleashed all 150 hp at wide-open throttle. Harley-Davidson may not be your first choice for an adventure bike, but don"t necessarily make it your last choice.

Triumph has produced a Tiger model since 1937 when it started with the Tiger 70, 80, and 90, with those numbers representing each model’s top speed. Today there are five 900 models (and no, that’s not top speed, it’s displacement); they range from $14,700 to $17,100; and five Tiger 1200s that go from $19,100 to $24,200. The 900 Rally Pro is a popular choice, with 93.9 hp and 64 lb-ft of torque from an 888cc inline-triple. Weighing in at 476 pounds wet, it should be light enough to get the most out of the power and torque on tap.

And if those options are too heavy for you, Triumph has updated its Tiger line-up to reflect the realm of adventure, with 660cc and 850cc offerings now available. Both of these models are available in a single trim, with the Tiger Sport 660 starting at $9495 while the Tiger 850 Sport starts at $11,995. Launched shortly after the Trident 660, the Tiger Sport 660 is built on a similar frame as the standard bike and rolls on 17-inch wheels, all powered by an inline triple-cylinder engine producing 80 hp and 47 lb-ft of torque. Minimal suspension travel and the 17-inch wheels make the smaller displacement Tiger suitable for minimal off-roading but help the model excel at all-around road riding manners.

In revamping its Tiger lineup, Triumph has created slots for all versions of the adventure lifestyle. The Tiger 1200 lineup is largely focused on competing with BMW and Ducati in grand-touring adventures, and the same can be said for the Tiger 900 series and the competing sizes of BMW GS and Ducati Multistrada. In order to round out the lineup with a true off-road machine, the British engineers took the parts bins and created the Tiger 850 Sport. Following the lineage of Tigers before it, the 850 Sport has an 888cc inline triple-cylinder engine that produces 84 hp and 60 lb-ft of torque. Notably, the 850 Sport rolls on a staggered set of wheels, with a 19-inch up front and a 17-inch out back, meaning the 423-pound model is more equipped for loose surfaces and trails than its smaller sibling.

You can start with a highly affordable 390 Adventure for just $6,799 and have a pretty darn good time with its 373cc four-stroke single, or you could top out on a mighty KTM 1290 Super Adventure R for a price getting near 20 grand—the Austrian bike maker has you covered. A popular choice lies right in the middle, with the 890 Adventure. The 890 got another 90ccs of displacement for 2021, up to 889ccs. Published figures list horsepower at an even 100 for the parallel-twin, with torque at 74 lb-ft. At 464 pounds, that sounds like it might even be more fun than the Tiger. A full suite of electronic controls should help keep you safe while allowing as much fun as you dial into it. Prices start at $13,999.

While the full-size Super Tenere ES stickers for $16,299 and offers 110 hp from an 1199cc two-cylinder, you might have just as much fun on Yamaha’s new Tenere 700. Its 689cc parallel-twin is shared with the MT-07 street bike and makes 73 hp and 50 lb-ft of torque. With a big skid plate, lots of ground clearance, and even a big windshield, long rides in the desert look like a breeze. Its best feature may be price, which starts at $10,299.

Another, even more affordable option for getting out and exploring all the BLM and USF land we have is the so-called dual-sport bike. These are closer to dirt bikes but with all the lights and turn signals you need to legally register them.

The CRF250L gets more displacement, more power, and a new name for 2021 as the CRF300L. With a 286cc dohc fuel-injected single cylinder, the bike should have just the right output for those getting the hang of riding and enough for those with more seat time to have fun. Like many dirt bikes, it has a fairly high seat position at 34.7 inches above the ground, but that just encourages you to keep your feet on the pegs. At only 309 pounds of curb weight, it’s a lot easier to maneuver than some of the bigger bikes above, in fact, it’s easier to ride than all of the bikes above. The best thing about it is its sticker price, which starts at just $5,349. And remember, it has all the requirements for street-legal riding, so you can use this for just about everything.

There are many other motorcycles in this class you could consider, from the Suzuki DR-Z400 for $7,099, the Kawasaki KLX300 at $5,899, or the Yamaha XT250 starting at $5,399. All have everything you need to register and ride on the street, but when the pavement ends, feel free to keep going.

If you’re not familiar with off-road riding, there are plenty of places to learn. I spent a day at the Honda Powersports’ Colton Rider Education Center in SoCal, and then there’s the Motorcycle Safety Foundation’s Basic Rider Course. And there are schools like RawHyde Adventures that specializes in BMW adventure bikes and offers classes in California and Colorado. There are adventure out there waiting for you—go chase it!

With more than a decade of motorcycle testing experience under my belt, it’s rare to get a first ride on a motorcycle built by a company I have no prior experience with. When CFMOTO invited Rider to Minneapolis to ride its 2022 lineup of motorcycles – a total of seven models (plus an eighth model that’s under embargo) – I was all-in.

CFMOTO’s motorcycles range from small to middleweight in size, and they’re attractively priced. The lineup includes the 126cc Papio minibike ($2,999), 300NK naked bike ($3,999), 300SS fully faired sportbike ($4,299), 650NK naked bike ($6,499), 650 ADVentura street-adventure bike ($6,799), 700CL-X street scrambler ($6,499), and 700CL-X Sport modern café racer ($6,999). The Papio comes with a one-year warranty while the others are covered for two years.

Our test riding was done at the Minnesota Highway Safety & Research Center (MHSRC), a training facility that includes a 1.2-mile paved road course with a half-dozen nicely radiused corners, a one-third-mile front straight that leads into a slightly banked left-hand sweeper, and an ultra-tight, winding half-mile infield course. Like real-world roads, the pavement was rough and littered with tar snakes that got greasy in the midday sun, and it was damp in the morning after overnight rains and again after an afternoon cloudburst. The track allowed us to test multiple bikes in succession and pursue top speeds without running afoul of local law enforcement.

Unless you’re familiar with ATVs and side-by-sides, CFMOTO might be new to you too. Established in Hangzhou, China, in 1989, the company grew quickly to become a supplier of engines, parts, and components for some of the biggest brands in powersports. By 2000 CFMOTO had begun manufacturing motorcycles, scooters, and off-road vehicles.

According to Alan Cathcart, in a company profile published in 2015 on Rider’s website, “CFMOTO emphasizes quality of manufacture rather than low cost, so while its bikes are well priced, they’re also well-made and durable.” In 2014, Austrian manufacturer KTM established a partnership with CFMOTO, and the company began producing KTM 200/390 Dukes for the Chinese market.

Stefan Pierer, CEO of KTM, told Cathcart, “We built up a very good trust level with CFMOTO – they are a very serious Chinese company. We’ve now arranged to do a 50/50 joint venture on KTM products made in China for sale worldwide. … I’m happy to attach the KTM name to something made by them.”

CFMOTO has been selling off-road vehicles in the U.S. since 2002, and it established its American headquarters in Plymouth, Minnesota, in 2007. In 2012, CFMOTO began importing motorcycles, including the 650NK naked bike and the 650TK sport-tourer, both powered by a liquid-cooled 649cc parallel-Twin.

After a couple of years, CFMOTO pulled out of the U.S. motorcycle market because its offerings didn’t resonate with American buyers. It went back to the drawing board, developed a full lineup of bikes, introduced them in Europe and other markets where they were well-received, and decided to try again in the U.S. CFMOTO has 550 dealers in the U.S., with nearly 200 of them selling motorcycles. All 2022 models have been available since April.

Weighing weighs just 251 lb and rolling on 12-inch wheels, the Papio has a 126cc air-cooled fuel-injected Single that kicks out 9.3 hp at 8,500 rpm and 6.1 lb-ft of torque at 6,500 rpm. Unique in this segment is the Papio’s 6-speed gearbox, which helps it achieve a respectable top speed – even with my 215 lb in the saddle, I saw an indicated 62 mph by the end of MHRSC’s front straight.

Small and affordable the Papio may be, but it’s nicely featured, with LED lighting all around and a digital instrument panel. It has a telescopic fork with 4.3 inches of travel, a rear shock that has five-click preload adjustability, and single-disc brakes front and rear. Seat height is 30.5 inches, fuel capacity is 1.9 gallons and color options are Lemon Green and Galaxy Grey with red accents.

The next rung on CFMOTO’s moto-ladder is a liquid-cooled, DOHC, 4-valve 292cc Single with Bosch EFI that makes a claimed 28.7 hp at 8,750 rpm and 18.7 lb-ft of torque at 7,250 rpm. You can choose the naked 300NK ($3,999) in Athens Blue or Nebula Black, or the fully faired 300SS ($4,299) in Nebula White or Nebula Black.

Both feature a steel trellis frame, a 6-speed transmission with a slip/assist clutch, an inverted fork with a progressive-rate spring, and a preload-adjustable rear shock. Ten-spoke 17-inch cast-aluminum wheels are slowed by a 4-piston radial-mount front caliper with a 300mm disc, a 1-piston rear caliper with a 245mm disc, and Continental dual-channel ABS.

With its tubular handlebar and slightly taller seat (31.7 inches), the 300NK has a more upright seating position and weighs 333 lb. The 300SS has sporty clip-ons, a 30.7-inch seat height, and a 364-lb curb weight. Both are fun and flickable with linear but modest power delivery, and the counterbalanced Single is remarkably smooth. The brakes, however, felt wooden, a problem that would likely be solved by more aggressive pads.

These are stylish, well-equipped bikes, with LED lighting and a 5.5-inch TFT display with Bluetooth that pairs to the CFMOTO Ride smartphone app, which provides vehicle info and navigation (the app is also compatible with the Papio, 650NK, 650 ADVentura, and 700CL-X Sport, but not the 700CL-X).

Moving up from the 300s to the 650s gains 357cc and an extra cylinder. The liquid-cooled, DOHC, 8-valve 649cc parallel-Twin in the 650NK and 650 ADVentura is said to churn out 60 hp at 8,750 rpm and 41.3 lb-ft of torque at 7,000 rpm. Like the 300s, the 6-speed transmission is equipped with a slip/assist clutch.

Ratcheting up the price – $6,499 for the NK (Nebula White or Nebula Black) and $6,799 for the ADVentura (Athens Blue or Nebula White) – brings higher specification. Both have brakes made by J. Juan, a Spanish supplier owned by Brembo, with dual 300mm discs up front with 2-piston calipers and a single 240mm disc out back with a 1-piston caliper. Continental dual-channel ABS is standard, and 17-inch cast wheels are shod with premium Pirelli Angel GT sport-touring tires.

The 650NK, which weighs 454 lb, carries 4.5 gallons of fuel, and has a 30.7-inch seat height, is equipped with KYB suspension, with a non-adjustable fork and a preload-adjustable rear shock. The 650 ADVentura has an inverted fork with 12 clicks of rebound adjustment and a rear shock with adjustable preload and rebound (eight clicks). Both models have full LED lighting and a 5-inch TFT display.

Standard equipment on the ADVentura includes Shad hard saddlebags, a windscreen with 1.5 inches of toolless height adjustment, and a USB charging port on the dash. It weighs 481 lb (add 17 lb for the saddlebags), carries 4.75 gallons of fuel, and has a 32.3-inch seat height.

Both 650s have upright seating positions, and thanks to its taller seat, the ADVentura offers more legroom than the NK. Both are very approachable and fun to ride. Twisting the right grip delivers rheostat-like power with barely a hint of vibration from the counterbalanced Twin. They are light enough to be tossed into turns, their Pirelli tires provide good grip, and their brakes shed speed quite well. They felt stable at speed too – I maxxed out at an indicated 106 mph on the NK and 107 mph on the ADV. (Read more 650 ADVentura impressions below.)

Though gaining just 44cc in displacement over the 650s, the 700s represent a big step up in specification and performance. Their shared liquid-cooled, DOHC, 8-valve 693cc parallel-Twin makes a claimed 74 hp at 8,500 rpm and 50.2 lb-ft of torque at 7,000 rpm, and both have a 6-speed transmission with a slipper clutch and chain final drive.

The 700s are also equipped with throttle-by-wire, which enables two ride modes (Sport and Eco) and one-touch cruise control. They have a stylish, throaty exhaust can on the right side, self-canceling turnsignals, and all-round LED lighting with a daytime running light.

The 700CL-X street scrambler ($6,499) is available in Coal Grey with bronze wheels or Twilight Blue with black wheels, and it has a tubular handlebar and Pirelli MT-60 dirt track-style semi-knobby tires. J. Juan brakes include a 320mm front disc with a radial-mount 4-piston caliper and a 260mm rear disc with a 2-piston caliper, and Continental ABS is standard. Curb weight is 426 lb.

The 700CL-X Sport ($6,799), available in Nebula White or Velocity Grey, takes a more aggressive café racer approach to styling and ergonomics, with clip-on handlebars, bar-end mirrors, a removable rear cowling (passenger pegs are standard but a passenger seat is sold as an accessory), and faux carbon fiber accents. Top-shelf Brembo brakes include a radial front master cylinder, radial-mount monoblock Stylema 4-piston calipers squeezing 320mm discs, and a 2-piston rear caliper squeezing at 260mm disc. Five-spoke cast aluminum wheels are shod with Maxxis SuperMaxx ST sport tires. Curb weight is 451 lb.

These bikes are a helluva lot of fun, with engine response that feels like a bigger step up from the 650s than the small displacement bump would suggest. With its wider handlebar, more upright seating position, more comfortable seat, and lower weight, the 700CL-X was my favorite of the two. Other than the 650 ADVentura, it’s the bike I spent the most time on, chasing down – but by no means racing – other journalists on the track.

CFMOTO’s 650 ADVentura has the Kawasaki Versys 650 LT in its crosshairs. Both are street-adventure bikes with 649cc parallel-Twins, upright seating positions, small upper fairings with height-adjustable windscreens, and removable hard saddlebags. There are some differences too – the Kawasaki has traction control but the CFMOTO doesn’t, for example, and the CFMOTO has a longer warranty – but they’re similar enough to be kissing cousins.

Since a middleweight street-adventure bike is right in Rider’s wheelhouse, the 650 ADVentura is the bike I chose to spend the day with. On a hot, muggy morning in late June, I threw a leg over a blue one in a hotel parking lot in Maple Grove, Minnesota. My visits to the North Star State are few and far between, so I headed north to Duluth on the southern shore of Lake Superior to visit the Aerostich store and factory and have lunch with Andy Goldfine.

Work obligations consumed part of my morning, so I left late and slabbed it on Interstate 35 to make time. Boring yes, but also a good way to get to know how a bike runs at sustained high speeds. Keeping up with traffic, the speedometer hovered around 80 mph the whole way. For 160 miles I passed lots of trees as well as billboards for fishing boats, fishing lakes, fish camps, and marinas. The 650 ADVentura hummed along beneath me, giving off a bit of engine heat but hardly any vibration.

Two hand knobs can be loosened to adjust the height of the ADVentura’s windscreen. With it fully raised and supplemented by deflectors on either side of the dash, wind protection was good with no buffeting. As I got closer to Duluth, I caught the edges of two rainstorms and got a little damp in my mesh jacket and riding jeans. As I-35 descended a steep hill toward downtown, the temperature dropped into the mid-50s due to the cooling effect of Lake Superior. By the time I dropped the kickstand in Aerostich’s parking lot, my teeth were chattering.

After touring Aerostich’s headquarters and warming up with coffee and a warm bowl of soup during lunch with Andy, I rode up one of Duluth’s steep streets and cruised along Skyline Parkway Scenic Byway, which follows a ridgeline just west of the city and offers panoramic views of Duluth, the harbor, and Lake Superior. The byway offered up some fun curves, plenty of frost-damaged asphalt, and even some gravel on the north end near Hawk Ridge. The final 4 miles of the byway follows Seven Bridges Road, which cuts back and forth over the cascading course of Amity Creek on a series of arched stone bridges.

The 650 ADVentura has the qualities I love most about middleweights – modest curb weight, light steering, and enough power for a lively riding experience. Its suspension and brakes are dutifully competent, and its slip/assist clutch helps it shift with ease. Its wind protection, ergonomics, and smoothness made my 350-mile day enjoyable, though its soft seat foam crushed down and didn’t offer adequate support. Fuel economy during my all-day test ride was 45.5 mpg, good for 216 miles from the 4.75-gallon tank.

Overall, I was impressed with the 650 ADVentura as well as CFMOTO’s other models. They are stylish, well-built with quality components, and spec’d with desirable features. And at a time where value is increasingly important, they offer incredible bang for the buck.

BMW Motorrad USA has announced the first round of updates and changes to its 2023 lineup of motorcycles and scooters, which will begin production in August 2022. BMW says it has made an effort to streamline the range of available options, with one comprehensive equipment package available for most models.

The BMW C 400 GT saw several updates in 2022 and remains the only gas-powered scooter in BMW’s lineup. The 350cc liquid-cooled Single makes a claimed 34 hp at 7,500 rpm and 26 lb-ft of torque. Power is transmitted through a CVT (Constantly Variable Transmission) and a rigid aluminum double-sided swingarm with a swingarm bearing designed for reduced vibration.

BMW took “urban mobility” up a level to “electromobility” in 2021 with the CE 04, an electric scooter that features a liquid-cooled, permanent-magnet electric motor making a claimed 42 hp. Top speed is 74.5 mph, with standing start acceleration of 0-30 mph in 2.6 seconds. BMW claims a range of 80 miles on the battery, with approximate standard charging time of four hours and 20 minutes (65 minutes with the optional quick charger).

ABS is standard, as are a 10.25-inch TFT color screen with integrated map navigation and extensive connectivity and three ride modes – Road, Rain, and Eco. For 2023, the CE 04 has been updated so the self-canceling turnsignal can be switched off in the menu for the instrument cluster.

All U.S. CE 04 models automatically add the Premium Package, which includes an adaptive headlight, Pro ride modes, cornering ABS, quick charge capability, a heated seat, tire-pressure monitoring, and a centerstand. The CE 04 starts at $11,795. Color choices of Light White and the Avantgarde Package with Magellan Grey Metallic remain unchanged.

For 2023, the F 750 GS has added RDC real-time gradient tire-pressure monitoring, and the self-canceling turnsignal can now be switched off in the menu for the instrument cluster. All U.S. F 750 GS models automatically add the Premium Package, which includes GPS Prep, cruise control, LED headlight, Gear Shift Assist Pro, Dynamic Pro and Enduro Pro ride modes, heated grips, a luggage rack with case holders, tire-pressure monitoring, MSR Dynamic Engine Brake Control, and Dynamic Electronic Suspension Adjustment (not available with low suspension). Individual options include low suspension, a centerstand, M Endurance chain, a comfort seat, and an extra-low seat.

The F 750 GS starts at $9,995. For colors, the Triple Black with Black Storm 2 and Light White remain unchanged for 2023, and the Sport Light White/Racing Blue Metallic/Racing Red replaces San Marino Blue Metallic.

With similar displacement as the F 750 GS but a little more muscle, the F 850 GS and GS Adventure both have an 853cc liquid-cooled parallel-Twin making a claimed 90 hp at 8,000 rpm and 63 lb-ft of torque. Power is delivered through the 6-speed gearbox with a slipper clutch and chain final drive. Switchable cornering ABS, Automatic Stability Control (aka traction control), and Rain and Road ride modes are standard.

All U.S. F 850 GS and GS Adventure models automatically add the Premium Package, which includes an LED headlight, Gear Shift Assist Pro, Pro ride modes, heated grips, luggage rack with case holders, Keyless Ride, tir- pressure monitoring, MSR Dynamic Engine Brake Control, Dynamic Electronic Suspension Adjustment (not available with low suspension). The GS Adventure Premium Package adds GPS Prep, cruise control, LED auxiliary lights, and aluminum side case holders.

Individual options for both bikes include low suspension, a centerstand, M Endurance chain, off-road tires, cruise control, a comfort seat, and an extra-low seat. The GS adds a Touring Package with GPS Prep and cruise control, and the GS Adventure adds low suspension, off-road tires, a centerstand (not available with low suspension), a double seat, a Rallye seat, and a low seat.

The F 850 GS starts at $12,595 for 2023. For colors, Trophy Gravity Blue Metallic replaces Racing Blue Metallic, and both Racing Red and the Triple Black with Black Storm Metallic 2 style remain unchanged.

The F 850 GS Adventure starts at $13,595, with the Rallye Kalamata Matte Metallic 2 style replacing Mineral Grey Matte Metallic. Light White and the Triple Black with Black Storm Metallic 2 style remain unchanged.

Both the F 900 R roadster and F 900 XR adventure bike have an 895cc liquid-cooled parallel-Twin that makes a claimed 99 hp at 8,500 rpm and 67 lb-ft of torque. They have a 6-speed gearbox, a slipper clutch, and chain final drive. ABS, Automatic Stability Control, and Rain and Road ride modes are standard, as are adjustable brake and clutch hand levers and a 6.5-inch TFT display. For 2023, BMW has added RDC real-time gradient tire-pressure monitoring, and the self-canceling turnsignal can be switched off in the menu for the instrument cluster.

All U.S. F 900 R models automatically add either the Comfort Package (M Endurance chain, Keyless Ride, and heated grips) or the Premium Package, which includes the M Endurance chain, Keyless Ride, heated grips, GPS Prep, cruise control, saddlebag mounts, Gear Shift Assist Pro, Pro ride modes, MSR Dynamic Engine Brake Control, Adaptive Headlight, Headlight Pro, cornering traction control, tire-pressure monitoring, and a centerstand (not available with low suspension). The F 900 XR automatically adds the Premium Package, which includes everything in the 900 R Premium Package, plus cornering ABS.

Individual options on the 900 R include a high seat, a low seat, and low suspension. Individual options on the 900 XR also includes low suspension (not with Dynamic Electronic Suspension Adjustment or centerstand), as well as handguards, a centerstand, and a low seat.

The F 900 XR starts at $11,695. The Sport Racing Blue Metallic style replaces Racing Red and adds an engine spoiler, and both Triple Black with Black Storm Metallic 2 and Light White remain unchanged.

Introduced in 2013, BMW’s R nineT range – R nineT, R nineT Pure, R nineT Scrambler, and R nineT Urban G/S – saw updates in 2021, so there are only style and option changes for the 2023 lineup. The range still includes a 1,170cc air/liquid-cooled Boxer Twin that received newly designed cylinder heads with a new turbulence system in 2021. The engine makes 109 hp at 7,250 rpm and 85.5 lb-ft of torque (claimed). The R nineT range features a 6-speed gearbox, a single-plate dry clutch, and shaft final drive.

Cornering ABS, a new shock absorber with travel-dependent damping, and Rain and Road ride modes were added as standard to the entire range in 2021, as well as new instrumentation and LED headlamp and indicators. Automatic Stability Control is standard across the range, and with the exception of the R nineT Pure, each bike now offers Pro ride modes as part of the included Select Package, with the R nineT adding Dynamic ride mode and the Scrambler and Urban G/S adding Dirt. Pro ride modes, including Dynamic ride mode, are options on the R nineT Pure.

With the exception of the R nineT Pure, all U.S. R nineT models automatically add the Select Package for 2023, which includes Pro ride modes, heated grips, cruise control, Adaptive Headlight, MSR Dynamic engine brake control, and cornering traction control.

New individual options for the R nineT include an aluminum fuel tank (with or without sanded welds), Option 719 Wheels (Classic and Sport), and billet packs. The R nineT models starts at $15,945. For 2023 colors, Option 719 Mineral White Metallic/Aurum has been removed. Option 719 Aluminum Matte, Option 719 Night Black/Aluminum Matte, and Black Storm Metallic remain unchanged.

For the R nineT Scrambler, individual options include low suspension, spoked wheels (only with low suspension), Design Option gold wheels (not with low suspension), black cross-spoked wheels (not with low suspension), off-road tires, a high brown seat, and billet packs. The R nineT Scrambler starts at $12,995. For 2023 colors, Manhattan Metallic Matte replaces Kalamata Metallic Matte, Option 719 Underground/Light White replaces Blackstorm Metallic/Racing Red, Option 719 Pollux Metallic/Light White replaces Cosmic Blue Metallic/Light White, and Granite Gray Metallic remains unchanged.

The R 1250 GS and R 1250 GS Adventure are legendary travel enduro motorcycles. Both bikes have a 1,254cc air/liquid-cooled Boxer Twin that makes a claimed 136 hp at 7,750 rpm and 105 lb-ft of torque. They sport a 6-speed gearbox, a slipper clutch, and shaft final drive. Inclination- and corner-optimized ABS, cornering traction control, Hill Start Control, and three ride modes – Eco, Rain, and Road – are standard.

Both bikes also now come with RDC real-time gradient tire-pressure monitoring (added to the included Premium Package for the R 1250 GS and the Comfort Package for the 1250 GS Adventure), and the self-canceling turnsignals can be switched off in the menu for the instrument cluster.

The R 1250 GS starts at $17,995, and for 2023 colors, GS Trophy Gravity Blue Metallic Matte replaces Edition 40 Years GS Blackstorm Metallic and includes cross-spoked wheels, Rallye seat, sport windshield, radiator protectors, frame protectors, enduro footrests. The Rallye Light White/Racing Blue/Racing Red style remains unchanged, as does the Triple Black with Black Storm Metallic/Black/Agate Gray style. Light White also returns for 2023.

The R 1250 GS Adventure starts at $20,345. The GS Trophy Gravity Blue Metallic style replaces Edition 40 Years GS Blackstorm Metallic and includes cross-spoked wheels, Rallye seat, sport windshield, radiator protectors, frame protectors, and enduro footrests. All other color choices – Rallye Light White/Racing Blue/Racing Red style, Triple Black with Black Storm Metallic/Black/Agate Gray, and Ice Gray – remain unchanged.

In 2020, BMW announced several technical and aesthetic updates to the R 1250 RT sport-tourer. It features a 1,254cc air/liquid-cooled Boxer Twin that makes a claimed 136 hp at 7,750 rpm and 105 lb-ft of torque, a 6-speed gearbox with a slipper clutch, and shaft final drive. Starting in 2021, full integral and cornering-optimized ABS and cornering traction control were added as standard equipment. The Eco ride mode was also added as standard to the existing Rain and Road modes, among several other standard features. For 2023, RDC real-time gradient tire-pressure monitoring has been added to the Comfort Package, and the self-canceling turnsignal can be switched off in the menu for the instrument cluster.

The S 1000 R roadster was almost completely redesigned for 2021. The 999cc oil/water-cooled inline-Four was modeled off the S 1000 RR and makes a claimed 165 hp at 11,000 rpm and 84 lb-ft of torque. Power is transmitted to the rear wheel via a 6-speed gear box with longer gear ratios from 4th through 6th. The bike has a chain final drive, and slipper clutch was added in 2021.

Also added as standard in 2021 were cornering ABS and traction control, all-around LED lighting, and three ride modes: Rain, Road, and Dynamic. Pro ride modes – including Dynamic Pro with adjustable wheelie control, Hill Start Control Pro, MSR, and DBC – come as part of the 2023 Premium Package, which is included with all U.S. S 1000 R models. RDC real-time gradient tire-pressure monitoring has also been added to Premium Package, and the self-canceling turnsignals can be switched off in the menu for the instrument cluster.

BMW says the S 1000 XR sport-adventure-tourer “combines athleticism and long-distance performance in perfect form.” The bike received updates for 2020 similar to those on the S 1000 R . Like its stablemate, the XR has a 999cc oil/water-cooled inline-Four that makes a claimed 165 hp at 11,000 rpm and 84 lb-ft of torque. It has a 6-speed gear box – with the gear ratios lengthened for 4th through 6th gear in 2020 – as well as a slipper clutch and chain final drive.

The S 1000 XR starts at $16,945, and all colors – Racing Red, Triple Black with Black Storm Metallic 2, and M Package with Light White/M Motorsport – remain unchanged.

Engine drag-torque control, Dynamic Electronic Suspension Adjustment, and cosmetic and instrumentation updates were also made for 2022. Integral cornering ABS, cornering traction control, Hill Start Control Pro, tire-pressure monitoring, and three ride modes – Rain, Road, and Dynamic – are all standard. For 2023, Keyless Ride is also standard, the self-canceling turnsignals can be switched off in the menu for the instrument cluster, and RDC real-time gradient tire-pressure monitoring has been included with the Premium Package, which is automatically added to the K 1600 GT and GTL, and the ZBP Bagger Package and Grand America Package for the K 1600 B and Grand America respectively.

On paper, at least, it was the only bike on the market that ticked all the boxes. Sure, I would’ve liked a touch more power. But it came with panniers, heated grips, Apple CarPlay, cruise control, a large fuel tank and a centre stand.

For comparison purposes, I spec’d out each of the above models with the appropriate touring kits to ensure fairness and similarity throughout the range. For example, the Suzuki comes with practically zero accessories, so I had to add them as extras. And the Ninja 1000SX needed the touring pack to make it comparable to the NT.

To make it worse, these buttons exist only because the touchscreen doesn’t work when the bike is moving. I wish Honda would either make it so the touchscreen works when riding or dispense with the touchscreen altogether and pass on the cost reductions to the customer!

The bike I rode had a comfort seat. And as someone who suffers badly from arse-ache on motorcycles, I have to say, it was roomy, comfortable, and actually quite plush. I was impressed.

With feet up on the pegs, the riding position is super comfortable, and I could tell instantly that this was a bike made for sunrise to sunset riding.

Even the change to a DCT bike from a manual was without drama. The bike did exactly what it should and never did anything to catch me off guard throughout my ride.

Seat aside, the riding position of the NT is superb for long-distance touring. With many bikes, I find myself simply having to live with the fact that the riding position isn’t perfect. But that isn’t the case with the NT1100.

With the cruise control on, motorway riding was comfortable and quiet. In fact, the loudest thing I noticed was the road noise radiating up from the front tyre.

One thing the NT doesn’t come with, however, is a top box. When I asked the salesman about the optional 50-litre top box, he told me it was £580. And that doesn’t include fitting, either.

I currently pay around £170 per month (over three years) for my Africa Twin on PCP. For the NT1100 with DCT, the payments work out (for me and my specific circumstances) at £185 over FOUR years, or £215 over three years.

The R 1250 RT is the perfect companion for your tour: Its legendary BMW ShiftCam Boxer engine pulls just as powerfully over country roads as it does over winding mountain passes. Its updated front end makes it look more dynamic and slimmer. On the other hand, there is a wide range of features such as the extra-large 10.25" TFT display or available Active Cruise Control (ACC) - providing extra comfort on your journey. And at the end of the day, you know that there’s nothing like shared experiences and a perfect companion. A fully fledged #RideAndShare.

The large and easy-to-read 10.25" TFT screen with full HD resolution is both an instrument cluster and on-board computer. On it, you’ll find full instrumentation as well as navigation and media.

Great new look and better vision: The new front end with LED headlights, as standard, emphasize the dynamic lines of the R 1250 RT even more, while the lower body height increases your field of view.

Know where you want to go? So does the R 1250 RT. And without an additional navigation device. Thanks to the BMW Motorrad Connected App and the interactive map view on the 10.25" TFT display, you’ll be sure to reach the next leg of the tour unhindered.

Three letters, a big boost to comfort: With the new ACC, your bike automatically maintains your desired speed and, via a radar sensor, to maintain distance from the vehicle in front.

The large and easy-to-read 10.25" TFT screen with full HD resolution is both an instrument cluster and on-board computer. On it, you’ll find full instrumentation as well as navigation and media.

Great new look and better vision: The new front end with LED headlights, as standard, emphasize the dynamic lines of the R 1250 RT even more, while the lower body height increases your field of view.

Know where you want to go? So does the R 1250 RT. And without an additional navigation device. Thanks to the BMW Motorrad Connected App and the interactive map view on the 10.25" TFT display, you’ll be sure to reach the next leg of the tour unhindered.

Three letters, a big boost to comfort: With the new ACC, your bike automatically maintains your desired speed and, via a radar sensor, to maintain distance from the vehicle in front.

More space, more clarity, more visibility: The new, large 10.25" TFT screen combines all the instruments of the R 1250 RT, plus practical functions such as the navigator and connectivity. The split screen gives you an overview of several functions at the same time, such as displaying the on-board computer in addition to the current speed. The color display is given extra sharpness and contrast by the robust, tempered and non-reflective glass cover. Your screen is easy to read even in the midday sun and, thanks to the anti-fingerprint coating, it stays that way.

Dynamic lines, impressive design: The R 1250 RT impresses with its athletic form, sometimes sporty, sometimes elegant. You decide what style is best suited to you.

Showing off its sportiness in Racing Blue Metallic: Graphics on the front and side panels are paired with high-quality details such as the gold brake pistons, which give it a dynamic finish.

Compact and slim: The front of the R 1250 RT is sleek and encloses LED headlights. Together with a more compact body, this creates a dynamic unit with one clear advantage: an even larger field of view. The new windscreen boasts an impressive patented air duct: Forward suction and air movement on the upper body are reduced - so you continue to ride in comfort even after many hours on the bike. The two-part front-wheel cover also underlines the compactness, supports the aerodynamics and reduces dirt on you and your bike - especially in the rain.

You can feel the power of the boxer engine from the very first mile. No matter where your tour takes you: Performance and smoothness fascinate in every speed range. This is also ensured by the BMW ShiftCam variable camshaft control. With superior power delivery, it gives you extra control. The high torque curve, the elasticity and the irresistible power with fewer gear changes help provide relaxed touring. And thanks to its generous displacement and power with high efficiency, your riding pleasure increases with every mile.

BMW Motorrad USA reserves the right to change specifications without notice. BMW Motorrad USA has made every effort to ensure the accuracy of information but does not accept liability for any errors or omissions.

Fuel tanks and jerseys, helmets and tools, calligraphy and photography: the workshop – or rather the wonderful and orderly chaos – of Shinya Kimura, one of the most sought-after customizers in the world (and one of the most interesting ones!), is packed with mementos and astonishing items of all kinds. No more than two or three motorcycles