motorcycles with tft display factory

Gauge cluster design is a dying art. Speedometers and tachometers used to sit at the front of motorcycles like single-handed mechanical watches, projecting only the most pertinent information to the rider: vehicle speed, engine speed and the odometer. Then, like most analog things, digital became the preference and, for the most part, still is the preferred way to display even more information to riders like time, temperature, ride modes, traction control and any other minute pieces data the manufacturer deems necessary.

No one is saying having access to all that data is unnecessary or overbearing — quite the opposite. The more you can know about what’s going on with your bike the better, but, on a modern bike, all that information is more than an analog gauge can handle. So digital displays are a necessary evil, but their principal downside is they lack style, character and they all seem to look the same. However, it seems like the motorcycle industry is at a crossroads and the opportunity for unique, yet modern design is on its way back.

Thin-film-transistor liquid-crystal — or full-color TFT displays — are gaining popularity in the motorcycle industry. TFT is merely a more refined version of the well-known liquid crystal display (LCD), whose potential is already on display in the Lexus LFAand Audi’s Virtual Cockpit. And now, motorcycle manufacturers like Ducati are bringing that technology to the two-wheeled universe to exploit the benefits of a TFT display even further.

Ducati Monster Line Product Manager Stephano Trabusi explained, “TFT is more visible during the day, even in direct sunlight, the resolution is much higher than normal LCD so that you can have much more information on a display.” Given that the cockpit of a motorcycle doesn’t have the benefit of shade from a roof, more common digital and LCDs fall victim to severe glare. The Bosch system Ducati runs even goes one step further with a night mode that can tell if it’s night time, if you’re in a tunnel or a low light environment and flips the display background to black and the font white, so it’s easier to read.

Night vision is just the tip of the TFT iceberg, though. The complex levels of traction control and ride modes that come along with the Bosch system mean the screen has to be able to cycle through numerous menus and pages and display the traction control, engine modes and ABS settings once programmed. “Given that the bikes are so much more complex nowadays, they have more and more functions and more electronics; we need that higher resolution to display all that information.” And not only that but Trabusi justifies Ducati’s use of the display in the most modern way possible, “you always see the display when you’re riding, and it has to have a premium feel for a premium ride. Today, we are so used to our smartphones with color displays — it has become just so familiar. And to have this level of resolution and color on our bikes — it was common sense.”

Therein lies the problem with the Bosch system. Because it’s from a third party electronics and software company, and because it’s so close to a complete plug-and-play package, a handful of other manufacturers — BMW, KTM, Aprilia — use similar if not identical systems. So we wind up with cookie cutter displays no better than the uninspired digital systems they replaced. But thumbing through, pages, levels, toggling ride modes and taking calls via Bluetooth, it’s undoubtedly intuitive, but there’s an overwhelming sense that no one is exploiting the display for all it can do. It’s the same as getting an iPhone X and only using it for dim-lit selfies and tri-color wallpaper.

There’s no reason Ducati couldn’t create its own version of Audi’s Virtual Cockpit — between the maps, different gauge cluster layouts and creative displays, it would be like nothing else on two wheels. The creative potential is there, but until someone unlocks it, we’re stuck in this dull purgatory of right angles and primary colors.

It goes without saying that TFT screens are becoming a more common feature on motorcycles these days. Even entry-level beginner-focused two-wheelers are starting to feature this fancy tech—heck, even some e-bikes come equipped with full-color TFT screens. That said, what exactly is a TFT display, and is it even any better than an analog instrument cluster? On top of that, why do more and more manufacturers seem to be slapping a TFT screen on all their models?

Well, for starters, a TFT, or Thin-Film-Transistor Liquid Crystal Display, is similar to what you find on your smartphone. Although not necessarily as fancy and capable of displaying millions of colors as your brand new iPhone, the TFT screens on most premium motorcycles are touted as full-color, and feature graphics and animations that really elevate the riding experience. As such, it’s no surprise that more and more manufacturers are outfitting their bikes with this tech. Indeed, three years ago, the notion of having a bike with a full-color display was exciting. These days, however, it’s pretty much a standard feature.

I’m sure you remember the days when an SD card with a 512MB memory would set you back thousands of pesos. Nowadays, you can pick up a 256GB microSD card for the same amount of money, and from a reputable brand. The same is true with TFT screens, and quite frankly, all facets of technology. That being said, it could be argued that fitting a motorcycle with a TFT display is in fact cheaper and more cost effective than opting for an analog instrument cluster, especially if you’re a manufacturer with economies of scale at your disposal.

Take, for example KTM, and its full color screens found across the board in its model range. The screen on the 390 series is pretty much the same as that of the 790 and 1290 models, albeit encased in a different housing. Underneath it all, however, it’s pretty much the same tech, and so it makes perfect sense for KTM to fit all its bikes with this technology—much to the delight of tech-hungry consumers like ourselves.

Indeed, well-crafted analog displays like that on the Triumph Thruxton could very well soon be a thing of the past, or something reserved for enthusiasts and collectors. Like a beautifully crafted watch, a high-quality analogue gauge cluster is truly something to behold, and something purists and classic aficionados hold near and dear to their hearts. As such, it could be argued that the mechanical instrument cluster could soon be considered a premium feature among high-end classic-style motorcycles.

At the end of the day, TFT displays have their benefits, and it can be argued that these benefits are strong enough to send analog gauge clusters the way of the dinosaurs. For starters, they’re adjustable, and easily configurable. They’re also a lot more visible with auto-contrast technology allowing them to adjust automatically to ambient light. Furthermore, they simply allow manufacturers to stuff in more data, keeping the rider informed about their bike. A TFT screen is pretty much like a tablet for your bike, allowing you to keep tabs on all the information it has to offer you.

Every year, motorcycle manufacturers make various improvements to their lineup, everything from little internal details, to new paint, to full-on redesigns. Over the years we’ve watched these machines get better, faster, and safer. In the 2020 model year, though, the majority of motorcycle manufacturers seem to be hopping on the TFT wagon. What does that mean for us, the riders?

We are all familiar with the Thin Film Transistor, or TFT screen, on our smartphones, hand-held video game displays, computer monitors, and car “infotainment” systems. The technology has advanced rapidly in the last few years, and motorcycle manufacturers have suddenly determined that they are ready for the harsh environment a motorcycle display needs to endure. During an attentive walk around of the International Motorcycle Show in New York City this past weekend, we noticed that new bikeswithoutTFT screens are becoming the rare exception.

Some manufacturers began outfitting their newest bikes with TFT screens a couple of years ago, but the 2020 model year has seen a sudden industry-wide shift. Major manufacturers like BMW, Kawasaki, Honda, and Yamaha, and even smaller companies like Energica, outfit their bikes with a TFT.

All of us who have been riding for many years are used to analog dials and gauges. Some of us are concerned about the longevity of the TFT, and in my opinion, those concerns are valid. Certainly, we’ve all seen our smartphone screens give up the ghost after only a few years of use. Some of us have an affinity for older motorcycles and have repaired or restored those old analog speedometers and gauges. We know that they often work flawlessly for decades. When they need repair, it’s a question of fixing or replacing internal mechanical parts. Not so with the futuristic TFT screens.

Those of us who are not hopeless luddites tend to sing the praises of a screen that can and does change to show machine and engine speed, a navigation display, the state of the motorcycle’s electronic suspension, tire pressure, the traction control setting, and a whole host of other information. The versatility of a TFT over traditional analog gauges is unquestionable: we might soon be able to program them ourselves with our preferred screen settings, just like our smartphones.

From a manufacturing point of view, TFTs simplify the process. The same TFT can be used on every motorcycle in a manufacturer’s lineup, with only a change of software to make the screen bike-specific. Does that mean a TFT will eventually be extremely inexpensive and easy to replace, should it ever go bad? Right now they’re too new to know for sure, but manufacturers are installing them everywhere, so we will all find out soon enough!

My MG V85TT has a TFT display. The multimedia module is an additional purchase that allows controlling music and displays a GPS navigation arrow. Still need to use a Moto Guzzi phone app to calculate the GPS route. If you want just arrows without a map, it might be OK. (I think it displays the upcoming turn as a big arrow and the turn after that as a small one. That"s my memory since I can"t find any photos of it. That"s how popular the module is.)

The very first gasoline internal combustion motorcycle was the Daimler Reitwagen, built in 1885. Robert Bosch created his namesake company a year later, in 1886. Coincidence? Probably, but it makes a nice segue into the advancements that Robert Bosch GmbH, better known simply as Bosch, has made in the motorcycle industry. As the company points out, “As a leading supplier of motorcycle safety systems, Bosch has sought for years to make motorcycles first and foremost safer, but also comfortable – without diminishing riding enjoyment.” As part of this commitment, the company just released their new line of five-inch TFT displays for motorcycles – the TFT Cluster 5” and the Connectivity Cluster 5”.

These displays were designed to be used by motorcycle manufacturers as original equipment dashboards, and as such, are completely customizable. With a compact footprint, the displays can be installed in a very confined space, something the engineers at Suzuki no doubt appreciated when the TFT Cluster 5” was selected for use in the 2023 V-STROM 1050 and V-STROM 1050DE.

The Connectivity Cluster 5” differs from the TFT Cluster 5”, in that, as you might have guessed, it has connectivity capabilities. Previously, adding GPS navigation to a motorcycle not already equipped required a separate aftermarket unit or smartphone mounted to the motorcycle in conjunction with the stock dashboard display. The Connectivity Cluster 5” allows the rider to wirelessly connect their smartphone to the dashboard, bringing smartphone functionality to the display, such as GPS, music, and messaging. At the same time, important information regarding the motorcycle operation, such as warnings or speedometer readout, is retained.

Bosch claims that the compact size and customizable nature of their new displays makes them suitable not only for conventional motorcycles, but also electric motorcycles, e-scooters, and ATVs. Expect to see Bosch’s new displays as original equipment on more motorcycles, as riders demand increased functionality, legibility, and connectivity from their bikes’ instrument clusters.

When you’re looking for new adventure experiences, make sure you have a motorcycle that’s designed with all the technological capability needed to maximize your ride enjoyment.

NEW optimized-cornering traction control*Optimized cornering traction control is standard for all mid- and top-spec Tiger 900 models. The cornering functionality regulates the traction control intervention to maintain the optimum level of traction whatever the lean angle for enhanced ride quality and rider safety. Traction control can also be switched off independently using a dedicated menu on the TFT display. (*This feature is not available on the Tiger 900 base model)

NEW Triumph Shift AssistIncluded on the top-spec GT Pro and Rally Pro models as standard, and available to all other Tiger 900 models as an accessory, the new Triumph Shift Assist allows up and down gear changes to be performed without the use of the clutch for smooth, comfortable shifts while maintaining accelerator position. This adds to rider convenience and can reduce rider fatigue over long journeys.

NEW signature all-LED lightingThe Tiger 900 (GT and Rally) range’s signature all-LED lighting brings maintenance-free visibility with a new more distinctively styled headlight, tail light, auxiliary lights, and indicators. The new all-LED headlight provides a 27% mass reduction over alternative lighting systems, while incorporating distinctive accent lighting. The LED auxiliary lights provide long distance, all day capability, and are fitted as standard on the top-spec GT Pro and Rally Pro models.

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.

Fifty years AFTER the moon landing, your humble little motorcycle is stoked with more computing power than the lunar lander. Yep, like your mobile phone, your bike could probably handle thousands of landings on the moon, if only you could ride it there. Yet like your phone, you can’t do much with all that computing ability without a screen acting as the go-between. You need an interface.

TFT LCD technology is that interface. All the potential of the data stored between your front and back wheels is released by the dazzling array of shapes and colours displayed by these newest dashboards. They can show you anything and everything, which in turn allows designers and engineers to load you up with more and more electronic features.

These dashes are a combination of the latest liquid-crystal display (good ol’ LCD) technology and the brilliance of thin-film transistors (TFT). TFT and LCD as a team can show us an endless variety of information in incredible clarity and colour, using very little power in the process. It is light weight and takes up very little space, vital considerations when motorcycle designers choose anything to perch above the steering head.

TFTs are certainly not new. The technology was developed in Bell Labs in the USA 60 years ago. It took a while to evolve and become commercially viable. The first TFT LCD colour TV, the tiny Epson Elf, was launched in 1984. This was just two years after Honda dazzled us with the very advanced VF750S, a bike that included an electronic speedo and tacho, as well as an LCD gear indicator, which doubled as a fault-code display.

But realistically, motorcycles of that era didn’t pack the electronic muscle that makes TFT displays almost compulsory nowadays. In fact, Honda perhaps overstepped the mark with its first VF and stripped much of the tech out of subsequent models. Motorcycles plodded along with analogue dials and filament-lit warning lights for years. That was fine while motorcycles were simple mechanical devices, but they’re now far more than that.

Today we need to control all manner of electronics in our motorcycles. Adjustable engine parameters. ABS. Adjustable traction control. A display of info configured for commuting. Another for track days. Entertainment. Communications. Navigation. Our mechanics need access to fault data. They need to update programming. Hell, there was even that scooter that flashed tweets across your screen. Which was that? No, probably best forgotten…

A TFT LCD display can be a touch screen giving you direct control, although dash- or handlebar-mounted buttons, toggles and switches are more common and practical on motorcycles. Arguably, the best setup puts all the controls on the handlebars, where they’re easily and (you’d hope) intuitively manipulated. BMW, for example, has taken great pains to try to make its multi-controller the centre of a logical system, one that demands little direct concentration to manipulate while you ride.

And therein lies the crux of good TFT-based information displays; is it intuitive, so a rider can scroll menus, get warnings, read information and choose settings without having their attention drawn away from the act of actually riding the motorcycle? Distractions kill.

TFT technology is indispensable in avoiding distraction as manufacturers flash more and more information at riders. Apart from the fact that we couldn’t get all the data without TFT LCD screens, we also couldn’t possibly digest it. We’d be facing dashboards that resembled the pilot’s view in the seat of a Boeing 747; dials, lights, buttons, digits and switches everywhere.

There are more subtle advantages of TFT LCDs. Compared with your old-school LCDs, you get better resolution, smoother movement across the screen, sharper contrast and better clarity in sunshine. That last point is a good one when the sun is reflecting off the screen, although there is still room for improvement there.

Viewing angles are a hot topic of conversation among TFT screen users. One drawback of the currently technology is that once you’re a little off-centre from the screen, the detail begins to disappear before the image vanishes altogether. That’s not a problem for us when we’re riding, as we’re centred in front of it and highly unlikely to need to look at it while dangling off the side of the bike.

Another essential factor in the rise of TFT dashboards is their willingness to take input from anything and everything. It will accept multiple digital inputs, giving you access to all your motorcycle’s vital signs, your sat-nav, your communications, your music. Naturally, it will do this wirelessly when the devices warrant it.

There are no limits to the graphic designs that can be assigned to TFT LCD displays. Take your pick of colours, typefaces, sizes, symbols and everything else. From a rider’s perspective, design is vital. Good dash design puts emphasis on crucial information being very visible. The most important info should have the most prominence.

Knowing the name of the person calling you on the phone could be good to know if you don’t want to be sprung wagging work to ride your motorcycle. TFT dashboards can, if the programming is provided, give you choices about what information sits centre stage at any particular time.

However, if colours and contrast settings don’t maximise clarity, the dash is not good. If text is too small to read instantly, the dash is not good. If the different data are cluttered in a tiny screen, it is not good. If you can’t find your way through menus and back again without taking your eyes off the road for more than a glance, it’s not good.

The quality of your own eyes may have something to do with whether a dashboard display works well for you, so try before you buy, and check the options available in the menus.

There are plenty of alternatives to TFT LCD screens, some relying on back-lit panels like TFT LCDs do, others emitting their own light. A third type projects images onto a screen. All three types are in use somewhere already, in TVs, mobile devices and more.

A short step up from TFT, IPS (in-plane switching) uses a different means of exciting the liquid crystals, which orientate differently. The result gives wider view angles, more accurate colours and better image quality, but it costs more and has greater power demands. The benefits probably aren’t worth it for a motorcycle screen, simply because we don’t need the quality that, say, a picture editor might demand from their Apple — which is one example of where IPS screens have been employed.

So-called LED (light-emitting diode) screens may imply they are their light source, but the reality is that the LEDs are usually just the source of backlighting for LCDs. In fact, there’s a good chance your TFT LCD screen is just this type.

OLED (organic LED) is different. As the name implies, they’re made from an organic source, electrically stimulated to produce the desired light. This type of display is used in TVs, computers and mobile devices. A handful of cars are using OLED displays, dating back to the Aston Martin DB9’s debut early this century.

Further down the track, electroluminescent displays (ELD), and variations on e-paper and other technologies, may come into play. ELD is already in use in many cars but generally in simpler dashboards than what’s being fitted to current TFT-equipped motorcycles.

Cost and efficiency will determine if and when anything else takes over, but for now TFT plays that role beautifully. Because of our mobile phones and computers, we’re already quite used to looking at flat screens, and we almost instinctively know how to use them as the conduit between us and our technology. Where older dashboards used to give us a page full of information, TFT screens give us a tome of information, displayed a page at a time.

Without TFT screens, we would not have access to the myriad technologies that now add efficiency, safety, entertainment and practicality to our everyday riding.

At the riskof oversimplifying a complex system that would baffle the average brain, your TFT LCD dashboard is created using layers. The thin film containing transistors — the TFT part — is merely one of them, trapped somewhere near the middle, and sandwiched between sheets of glass or transparent plastic.

A backlight behind the dash display is illuminated. However, the liquid crystals in the system block that light. Electrical signals to the crystals cause them to alter their orientation, releasing light. There are also polarising filters to add further control to the transmission of light.

Assuming the electrical impulses are correct, the transistors create a dancing light display to shine through the screen, revealing everything you want to know.

Every pixel ina TFT LCD display has its own transistor, maximising control across the whole screen. Pixel count dictates resolution, so the more pixels you have, the better your screen will look. In theory, there’s no reason why you couldn’t have cinema-quality movies playing seamlessly across your dashboard.

It can also be very efficient, in that the distribution of power is extremely fast, allowing very quick re-drawing of the displayed information, and power is only directed to where it is needed.

The illustrated vehicles may vary in selected details from the production models and some illustrations feature optional equipment available at additional cost. All information concerning the scope of supply, appearance, services, dimensions and weights is non-binding and specified with the proviso that errors, for instance in printing, setting and/or typing, may occur; such information is subject to change without notice. Please note that model specifications may vary from country to country. In the case of coated surfaces, there may be color differences due to the usual process fluctuations. The consumption values stated refer to the roadworthy series condition of the vehicles at the time of factory delivery.

DESIGN - IMPRESSIVE PRESENCE: The R 1200 GS Adventure is up for journeys and challenges of all types. With its powerful, robust and dynamic design, one look will tell you all you need to know about its character. Its wind, weather and engine guards lend it a highly distinctive look, with the bike"s visual focus moved further to the front. The powerful splash guard on the R 1200 GS Adventure gives it a feisty appearance. It"s ready to master any difficulties.

READY FOR EVERYTHING THAT IS TO COME: Innovations like the front spray guard, wind wing elements and off-road protective parts make your GS even more robust. The latest technology reacts acutely to different conditions and supports you in difficult situations. With equipment this robust, you can conquer every corner of the globe with your GS.

PERFECT HANDLING: The firm main frame with the engine as a supporting element ensures a low center of gravity. This in turn improves handling while at the same time retaining enormous lane stability. The paralever rear and telelever front suspension elements provide perfectly tuned damping performance on a variety of terrain.

POWER FOR EVERY SITUATION: Tried, tested and proven under the highest strain again and again: the twin-cylinder boxer engine with 125 HP (92 kW) is noticeably efficient and has very high torque – for noticeable riding enjoyment in any situation. The boxer is not only legendary for its reliability, it is also known for being extremely good-natured. The wet clutch with anti-hopping function and the electronic throttle facilitate a fine dosage of power.

RIDING MODES: Encounter different surfaces conditions head-on. With the latest generation of riding modes, you always have the right grip. Alongside the standard riding modes "Rain" and "Road", you can personalize your motorcycle for even more sub surfaces with the optional riding modes (Dynamic and Enduro). You can have the right mode set in a matter of seconds with just one button, for non-stop adventure.

DYNAMIC ESA: A new dimension of motorcycling. With the latest Dynamic ESA generation, the first class riding comfort has been increased once again. Dynamic ESA adjusts the suspension depending on the riding status and riding maneuvers automatically to suit the conditions. Even with different loads, the optimal initial spring pre-tension on the rear spring strut and the corresponding damping force at the spring elements are always ensured. This provides more stability, safety, performance and comfort when riding.

EXCLUSIVE STYLE: An elegant look. Do you like being out and about with your R 1200 GS for longer? Then the Exclusive style was made with you in mind. The comfortable seat ensures the required level of comfort, stainless steel and visual highlights establish an elegant appearance at every lookout point.

THREE DISTINCTIVE FEATURES: With the three equipment packages (touring, comfort and dynamic), the different character traits of the new GS are intensified. With equipment like Dynamic ESA, the touring package is the perfect choice for every tour. Meanwhile, the comfort package promises absolute riding pleasure and a boost in safety. It includes the heated grips and the tire pressure monitor TPM. With the dynamic package, you have the Ride Modes Pro and Shift Assist Pro on board for added sporting character and agility in any riding situation.

COMFORT FOR EVERY TYPE OF RIDER: Remaining seated is not a problem with the countless seat heights. Even if you are an experienced GS rider and would rather ride around standing up when off-road. The seat heights and various comfort or rally seat benches leave nothing to be desired. From tall and sporty, to comfortable and ideal for touring, you will always embark on an adventure in comfort.