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According to the Bosch survey nearly 90 percent of riders use their smartphone to prepare or follow-up on trips. One third puts themselves in great danger using their smartphone even while riding. Bosch has developed the smartphone integration solution mySPIN to make the usage of smartphone content safe and more comfortable. Available in the powersports segment since 2018 – this includes for example so-called all-terrain vehicles or personal watercrafts – in BRP vehicles, mySPINnow will be introduced in the motorcycle segment for the first time. Ducati will introduce it together with Bosch’s also new 6.5-inch connectivity display without the split-screen option. “We want motorcyclists to be able to access smartphone content in an integrated and easy way while riding their bike. With the mySPIN platform and integrated connectivity cluster, we have found the right way to do it”, says Vincenzo De Silvio, Research and Development Director at Ducati. From 2021, the solution will also be introduced by Kawasaki.

Bosch has launched the world’s first fully integrated split screen for motorcycles. The 10.25-inch TFT display simultaneously displays both relevant vehicle information and riding content like navigation from smartphone apps without distracting the rider, something that used to only be available in premium cars. Additionally, the smartphone integration solution mySPIN brings the connected phone’s content to the motorcycle’s display.

Split screen on a 10.25-inch TFT display presenting both relevant vehicle information and riding content like navigation from smartphone apps without distracting the rider.

Yokohama, Japan – A freely programmable split screen that simultaneously displays vehicle information and app content from a smartphone was once reserved exclusively for premium cars. Bosch’s new integrated connectivity cluster is making this feature available for motorcycles in the form of a 10.25-inch TFT display. Additionally, the smartphone integration solution mySPIN brings the connected phone’s content to the motorcycle’s display. A representative Bosch survey among 2 600 motorcycle riders found that eight out of ten riders would welcome this function. “Our clusters in combination with mySPIN offer a new riding experience with more safety and convenience for motorcycle riders. For us, this is the next step in terms of connectivity for motorcycles”, says Geoff Liersch, President of the Two-Wheeler & Powersports unit at Bosch.

The new 10.25-inch TFT display debuts this year on BMW motorcycles. The display’s new dimensions show all relevant information at one glance without distracting the rider. Users decide on the content they wish to see on the screen, all of which can be controlled by the handlebar. The contents of a smartphone app, for example, are automatically adapted with mySPIN to show relevant information fitting the size of the motorcycle display. The split screen continues to show key indicators such as speed and warnings.

According to the Bosch survey nearly 90 percent of riders use their smartphone to prepare or follow-up on trips. One third puts themselves in great danger using their smartphone even while riding. Bosch has developed the smartphone integration solution mySPIN to make the usage of smartphone content safe and more comfortable. Available in the powersports segment since 2018 – this includes for example so-called all-terrain vehicles or personal watercrafts – in BRP vehicles, mySPIN now will be introduced in the motorcycle segment for the first time. Ducati will introduce it together with Bosch’s also new 6.5-inch connectivity display without the split-screen option.

“We want motorcyclists to be able to access smartphone content in an integrated and easy way while riding their bike. With the mySPIN platform and integrated connectivity cluster, we have found the right way to do it,” said Vincenzo De Silvio, Research and Development Director at Ducati.

The rider gets access to a rich service offering via various motorcycle-specific apps. With partners such as REVER to download, track and share exciting routes with a community of like-minded riders, Genius Maps and Sygic to find the way to a nearby hotel or restaurant and Dash Radio for free premium digital radio, mySPIN offers an enhanced riding experience. The app portfolio is continuously expanded on a global basis.

As the leading supplier of motorcycle safety systems Bosch’s top priority for years is to make motorcycle riding safer, but the company also wants to offer riders to a more convenient and exciting experience. Connectivity between the rider and motorcycle and its surroundings plays a crucial role. One example is Help Connect. The digitally connected emergency call system for motorcycles enhances road safety by enabling the fast, automatic dispatch of rescue services in the event of an accident. A further proof of how Bosch is making motorized two-wheelers fit for the requirements of tomorrow’s mobility.

Adaptive cruise control, also (less often) known as active cruise control, has been coming for a while now to premium motorcycles, and it’s beginning to trickle its way down to more and more affordable models.

Like cornering ABS, I expect that at some point we’ll see adaptive cruise control even on mid-range motorcycles, just as you can now find a host of mid-range cars like Toyota Corollas with adaptive cruise control functionality.

Firstly, as with an IMU / cornering ABS, an adaptive cruise control system is better described as part of the motorcycle’s overall safety and control system. It’s an extension of an already complicated system.

Adaptive cruise (of course): The core purpose of the system! You set a speed and a comfort distance, and the motorcycle keeps to the maximum speed as long as there’s no vehicle within that distance.

This also applies to the front collision warning system that comes with ACC. If you get an alert that you’re approaching something too quickly, it’s up to YOU to apply the brakes or to swerve. Emergency braking depends on the user.

Paraphrasing the manuals of motorcycles with the systemes, the active cruise control and front collision warning systems are also limited in how well they work when

You’re riding in areas with lots of radar-reflecting objects, like in a tunnel, or in a parking lot, or just with lots of road-side objects, like mates with cameras

But the nuance with adaptive cruise control is that it doesn’t just set your speed and forget it; it also regulates your speed if a vehicle in front of you is going slower than you’d like.

Ducati: Along with the cruise speed buttons, Ducati has dedicated “+” and “-” buttons to increase and decrease follow distance. You can set it between four levels, corresponding to around 0.8 to 2.0 seconds

Hold the clutch in for 1-1.5 seconds. (Note — on earlier models of motorcycles that have regular cruise, you just have to tap the clutch open. On motorcycles with active cruise, the manuals I’ve read say you have to hold the clutch in.)

One thing that’s interesting is that on motorcycles with electronic quick shifters (most of the bikes in this list), you can shift gears and it won’t disengage adaptive cruise control, as long as you use the quick shifter.

Since three BMW motorcycles have been graced with ACC, BMW owners have been wondering when it’s going to get to the other high-end bikes. So far, no news about the R 1250 GS, the K 1600 bikes (despite some new versions being announced), the rest of the R 18 line, or the S 1000 XR — all of which I think are prime candidates for ACC, just in terms of where they sit in the product lines.

The Ducati Multistrada V4 was actually the first motorcycle on the market with adaptive cruise control, but the difference was minor (just bragging rights).

The Ducati Multistrada V4 is Ducati’s top-level adventure touring bike. It’s the latest in a long line of bikes that started with the 2003 Ducati Multistrada 1000DS, which had an air/oil-cooled L-twin engine. Ducati gave its premium tourer the V4 engine in 2021. It’s not just the Panigale V4’s engine but “detuned”, it actually is different — called the “Granturismo” engine is the first Duc engine in a while to give up the Desmoquattro design, using more common spring-driven valves again.

Even without desmodromic valves. the V4 engine still revs like a demon for a big engine, making a peak of 170 CV (168 bhp, 125 kW) at 10500 rpm. And the icing on the cake is really wide maintenance intervals of 37000 miles / 60000 km for valve inspections.

The specific models of Multistrada V4 with the radar-enabled adaptive cruise control varies by region. In some it’s the V4 S, in some it’s the V4 but with the “radar” package. I’m sure there are other variants.

Kawasaki has for a long time been the Japanese manufacturer to bring high tech features to everyday motorcycles earlier than the others. This was true with ABS, Traction control, and even cornering ABS (the consumer-oriented 2017 Kawasaki Ninja 1000 had cornering ABS).

They’re repeating the same pattern with adaptive cruise control. I’m hoping to see active cruise on the more accessible sport bikes as well, like the Ninja 1000 (though that did only just get cruise control from 2020). I’d expect to see it first on the Kawasaki Versys 1000.

The Super Adventure S is the street-oriented super tourer in the Super Adventure line. KTM also makes the Super Adventure R, with more off-road touring gear (for example a 21-inch front wheel), but the SAR doesn’t get active cruise control just yet.

But the jewel of the KTM 1290 Super Adventure S is the same as other 1290 motorcycles: the beastly 1301 cc liquid-cooled 75-degree V-twin that makes a peak of 118 kW (158 bhp / 160 CV) at 9000 rpm.

Earlier in 2022, some sleuths at RideApart spotted a Tracer 9 GT being tested with radar sensor units on it. Yamaha confirmed in November 2022 that the 2023 model Tracer 9 GT+ (a new model designation) will have adaptive cruise control.

The 2023 Yamaha Tracer 9 GT+ is the first relatively affordable middleweight motorcycle with adaptive cruise control. Very interesting move! The Tracer 9 GT is “affordable” for its class (of middleweight sport tourers), that is, and certainly cheaper than other motorcycles in this list for the 2023 model year. The GT+ will also definitely punch under the weight of the Multistrada V4S, for example.

The Tracer 9 GT+ would also be unique in this list because while a it’s relatively “premium” bike (already with active suspension and an IMU), it has a middleweight engine — an 890cc triple.

What’s kind of surprising is that some brands haven’t released any motorcycles with adaptive cruise control — even when some are releasing multiple, and when Yamaha has it on a middleweight.

Harley-Davidson has also filed a patent for adaptive cruise control, showing maybe they don’t want to use the Bosch system. But it hasn’t released any with adaptive / active cruise yet.

Suzuki doesn’t have a motorcycle with adaptive cruise. They just updated the Suzuki Hayabusa to the 3rd gen — that would have been a prime candidate. But Suzuki is a little slower to bring premium features to their bikes, which I don’t mind, because it keeps their bikes affordable.

MultiViu Sports is not only a new generation of displays for the motorcycle world,” says Patric Zimmermann, “it opens up new opportunities for the motorcycle industry. By having a joint back end and a front end that can be customized to a high degree, automotive display technology can be made available to motorcycles in a cost-efficient manner, even with small production runs.” The MultiViu Sports platform also shortens the time to market for manufacturers. Displays can go into production more quickly.

The developers at Continental have not only designed the platform to permit customization of image content. Suppliers can also integrate external services such as weather information or music streaming in cooperation with manufacturers. An app with an open design connects the rider’s smartphone with the motorcycle via Bluetooth Low Energy, taking customization another step further. Continental has also designed the platform to be ready for future technologies and types of user behavior. For example, forthcoming versions of the MultiViu Sports display will offer touchscreen functionality. A video of the display can be seen on the Continental Automotive YouTube channel.

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!

For 2020, the Kawasaki Ninja 650 receives mostly aesthetic upgrades along with LED lighting, Dunlop Sportmax Roadsport 2 tires, and a TFT display featuring integrated Bluetooth ...

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The modern motorcycle industry relies on frequent innovations to sustain the rapid progress of motorcycle tech. We could even argue that we already live in the future. The gradual phasing out of fossil fuel usage and the transition to electric motorcycles marks the beginning of a new chapter in motorcycling history.

The focus on electricity as a fuel means people have begun to view electric vehicles as the future means of transport, including electric motorcycles.

Early electric motorcycles were expensive and suffered from capacity limitations. However, modern electric motorcycle brands have fixed most issues. Now, we’re ready to turn long-held expectations into a reality.

Electric motorcycles now come with adaptive AI, ride-by-wire technology, vehicle-to-vehicle communication systems, improved rider ergonomics, and more. Below, we take a closer look at the future of motorcycle technology.

Poor batteries represented one of the primary issues with older electric motorcycles. The weak batteries in those models reduced the bike’s travel range.

The installation of EV Level 2 chargers along roads and highways made it easier for low-range motorcycles. However, the ideal futuristic electric bike needed to achieve triple-digit range capacity. Now you can purchase electric motorcycles with a better travel range than internal combustion engine bikes.

The reduction in battery charge times represents another aspect of futuristic motorcycles. Some electric motorcycles now come equipped with CCS fast-charging capacity that charges 80% of a bike’s battery in about 45 minutes.

Motorcycle fatalities occur at a much higher rate than automobile deaths. Fatalities occur nearly 30 times more often in motorcycle crashes than car accidents. However, modern motorcycle innovations provide riders with the best safety systems possible.

No other protective gear proves more crucial than the helmet. Helmets can protect you from otherwise fatal head injuries. But what if the helmet comes with additional features designed to enhance your riding experience?

The continuing innovations in motorcycle technology mean motorcycle helmets also receive some attention. Companies now produce smart helmets with voice control, noise cancellation, Bluetooth connectivity, front and rear HD cameras, and more.

The rider views visual data from multiple cameras on the heads-up display (HUD) inside the helmet. This technology may enable future motorcycle riders to stream the information straight from the helmet to the bike’s thin-film-transistor (TFT) display.

Motorcycles of the future may look outlandish, but you can expect increasing optimized designs. Currently, many motorcycle manufacturers use 3D printing to produce complex designs and lightweight frames at surprisingly low costs.

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A turn-by-turn arrow navigation system guides you to your destination on the 6.5-inch TFT display. Pending riding maneuvers, such as turns or roundabouts, appear together with a lane guidance.

The 10.25" TFT color display, on the other hand, opens up new worlds to you,  in terms of readability, menu navigation and operating concept. Its full-screen mode provides a fully interactive map view. In split screen mode you can rely on several functions at the same time, and you are able to control them in a straight-forward way using the multi-controller.

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.