Best 2024 Sports Tourer Motorcycles
What is a sports tourer?
A sports touring motorcycle combines the aggressive performance and agile chassis of a sportsbike with the long-haul practicality and all-day comfort of a tourer. Clue’s in the name, really. In the olden days (90s and 00s) the sports tourer was a well-established, tightly defined creation: fundamentally based around a sportsbike, perhaps featuring a lightly retuned engine, but given a less extreme riding position, a bigger screen and a plusher seat. And that was that.
The template was defined by the Adam of the sports touring world, Honda’s VFR750 and 800. Back in 1986 the original 750 was way more sports than tourer, launched to the world’s press on track at Jerez. But by the early 90s and the arrival of the FireBlade, the VFR’s evolution skewed slightly to become a more rounded machine, its eyes fixed firmly on road miles rather than track times. Rival firms saw its soaring popularity and jumped on the bandwagon, pinching the VFR recipe and mixing in their own flavour to create Triumph’s Sprint ST, Aprilia’s Futura, and Ducati’s ST2, ST3 and ST4.
But in 2024 the sports tourer is so much more varied in its design. They’re no longer just close facsimiles of sportsbikes – instead the enormous popularity of adventure bikes is having an unmissable influence. Today’s sports tourers tend to be more upright and are often taller in stance. There is no absolute definition for where a sports tourer ends and where a tall-rounder or adventure bike begins, but for our purposes we’re going to exclude any bike with wheels larger than 17 inches.
Why do I need a sports tourer?
Because you want to ride a long way to find incredible roads, and then make the most of them when you get there. That means relaxed ergonomics and a decent tank range for the motorway, mated to a sparkling power delivery, quick and confident handling, plus a few creature comforts to help you (and your passenger) enjoy the ride along the way.
The sports tourer is a compelling mix of fun and function – a bike for all occasions. But it’s no longer the only way to bring those two worlds together. Back in the year 2000, sports tourers counted for 1 in 7 of all new bikes sold in the UK. But by 2010 that had dropped to 1 in 11, and by 2020 it was less than 1 in 40. What changed? Adventure bikes. Over that same time period a few oddball, oversized, mud pluggers swiftly mutated into a dominant class of polished all-rounders which proved every bit as capable as sports tourers at covering distance, dancing deftly down a twisty road, or doing the daily grind.
But what a sports tourer still has up its sleeve compared with adventure bikes is a superior road focus. A sports tourer’s chassis isn’t compromised by large-diameter spoked wheels, knobbly tyres or gangly suspension, which means crisper handling and clearer feedback. The frame doesn’t need to be rugged enough to cross the Road of Bones while being overloaded with a month’s worth of camping kit, which means it can be lighter. And knowing that a bike will spend its entire life on smooth, predictable asphalt means a chassis can be designed for greater high-speed stability, which in turn allows for more of the good stuff: power.
That’s why you need a sports tourer. But which one is right for you?
Best sports tourer motorcycle for doing it all
Kawasaki Ninja 1000SX
£12,321 | 1043cc inline four | 140bhp | 235kg | 835mm seat
For nearly a decade Kawasaki’s Z1000SX successfully combined a big whooshy four-cylinder motor, a relatively relaxed riding stance, a race-rep full fairing and an everyman price tag. In 2020 it swapped the Z in its name for Ninja and took a huge step forward in sophistication, handling and comfort. It comes with cruise control, a two-way quickshifter and lean-sensitive rider aids as standard and sits so perfectly at the midpoint of the sports-touring spectrum that the 1000SX is equally happy being spec’d with panniers and heated grips (Tourer version), a noisy exhaust and seat cowl (Performance version), or all of the above (Performance Tourer). The motor is an absolute gem, merrily serving up masses of midrange without needing you to work too hard. It’s by far the best version of the long-running, big-selling model run yet – so good it’s barely changed in four years. Due to be replaced by a Ninja 1100SX in 2025, though the new model appears to be slightly down on the 1000’s peak power.
Read our Kawasaki Ninja 1000SX review here
Yamaha Tracer 9 GT+
£15,016 | 890cc inline triple | 117bhp | 223kg | 820/835mm seat
The Tracer 9 might not quite fit the traditional (read old-fashioned) sports tourer blueprint, in that it doesn’t have a sportsbike-derived engine, clip-on bars or a full wraparound fairing. But be in no doubt that this GT+ version is arguably the most complete all-rounder ever made by a Japanese firm, equally at home being chucked around energetically on wiggly backroads or covering huge distances in a straight line. Introduced in 2023, the GT+ took the existing, hugely successful Tracer 9 formula (growling 890cc triple, hugely chuckable high-rise chassis, adjustable riding position) and added an even slicker two-way quickshifter, radar-adaptive cruise control, a smart TFT display and a new seat. You get all of the above chucked in for your £15k, along with 30-litre panniers, centre stand, semi-active suspension and heated grips. But most importantly, along with the comprehensive kit list Yamaha added a healthy dollop of fun into the mix. With its wide bars and effervescent motor, the Tracer 9 GT+ bustles along a B-road with almost a hint of giant supermoto about it. Hugely impressive, whatever task you set it.
Read our Yamaha Tracer 9 GT+ review here
Suzuki GSX-S1000GT
£12,899 | 999cc inline four | 150bhp | 226kg | 810mm seat
Take one of the most legendary superbike engines ever, retune it for more midrange, then shove it in a bike with high bars, a tail unit ready to fit hard luggage, and styling with more edges than a U2 origami set. The GSX-S1000GT puts right several of the mis-steps Suzuki made with their earlier GSX-S1000F, a bike which wasn’t quite versatile enough to work as a tourer, nor focused enough to be a serious sportsbike. The GT improves in all areas and the result is a superbly well-balanced sports-tourer, ideal for those who still have a huge soft spot for Japanese inline fours and love the ferocious hit of a 150bhp top end. Good value too – even the optional GT+ version, which comes with hard luggage, still costs less than £14k.
Read our Suzuki GSX-S1000GT review here
Best sports tourer motorcycle for tall riders
BMW S1000XR TE
£18,340 | 999cc inline four | 168bhp | 227kg | 850mm seat
The S1000XR is a legit superbike on stilts. At its heart is a 999cc inline four derived from BMW’s mind-blowing S1000RR (minus its ShiftCam system), and from the instant you press the starter it’s clear the XR boasts a seriously sporty side. The exhaust snarls and growls with an angry edge even at tick over. On the move, the engine fuels beautifully and pulls purposefully through a linear midrange… but it’s when you grip tight and hold on for the near-170bhp top end that it’s clear this is so much more than just a four-cylinder all-rounder. Oh, yes, and it’s spacious for a taller rider too, gaining an even higher seat for 2024 (up 10mm to 850mm). The seat’s firm and the bars can get a bit vibey, but in some ways that only adds to the sportsbike experience.
Read our BMW S1000XR review here
Suzuki GSX-S1000GX
£14,799 | 999cc inline four | 150bhp | 232kg | 845mm seat
The GX is Suzuki’s first-ever ‘tall-rounder’. It’s closely related to the GSX-S1000GT (same engine, frame and swingarm), but the whole plot is jacked up to the heavens courtesy of longer suspension, raising seat height by 30mm. And it’s not just any old suspension, but Suzuki’s first semi-active system. To boil things down, if you long for the feel and speed of an old-school GSX-R superbike but have a body type that benefits from a bit of room to wriggle about, then take a look here. The GX isn’t perfect – the suspension needs some work and setup time to get on with, the brakes feel numb, and OE tyres aren’t the best. But if you’re after a spacious sports-tourer, the GX fills a happy medium by being way sportier than a Kawasaki Versys, while also way cheaper than a BMW S1000XR.
Read our Suzuki GSX-S1000GX review here
Kawasaki Versys 1000
£11,051 | 1043cc inline four | 118bhp | 253kg | 840mm seat
The Versys 1000 is a sports-tourer with the emphasis on tourer. It’s a relative of Kawasaki’s Ninja 1000SX, but with peak power dropped to 118bhp, and seat height raised up on longer-travel suspension. And what a seat it is: a lovely, wide, deep, long, plush pedestal to perch your posterior. The Versys isn’t the most naturally energetic or exuberant creation, but it does have a gentle sporty feel from its turbine-smooth four-cylinder motor, and steers with steady, stately grace. There’s a wealth of Versyses (Versii?) available, starting at this keenly priced base model and building up in gadgets (and cost) to the SE Grand Tourer featured elsewhere on this page. With its tall screen, wide bodywork and broad saddle, there’s a sense of heft and bulk to the Versys 1000 that never entirely goes away – and that might well be exactly what a taller rider wants.
Read our Kawasaki Versys 1000 long-term review here
Best sports tourer motorcycle for short riders
BMW R1250RS
£13,340 | 1254cc Boxer twin | 134bhp | 243kg | 820mm seat
The R1250RS takes BMW’s beloved Boxer twin, more usually found in a towering GS, and brings it down to earth in a lower, sportier chassis. Standard seat height is an average 820mm, but don’t stop there. Dive into the online configurator and you’ll find a no-cost “Riders Low Seat Option” which drops that down a whopping 60mm to just 760mm (30 inches). That difference is all in the seat – there’s no change to the suspension, which keeps the steering and ride quality at their best. Downsides will be less padding beneath your bum, plus reduced room between seat and peg creating a slightly tighter knee angle – but if you can put up with those, this is surely the most sophisticated sports touring option a shorter rider can find themselves on.
Read our BMW R1250RS review here
Kawasaki Ninja 650
£7711 | 649cc parallel twin | 67bhp | 193kg | 790mm seat
Alright, it’s not a purpose-built sports tourer, but Kawasaki’s friendly, easy-going Ninja 650 certainly isn’t a pure sportsbike either. So what is it? Well, it has a poppy, boppy, slightly burpy parallel twin that chugs and thrums its way through a perky midrange. It has a relaxed, deceptively upright riding position, its clip-ons raising wrists high above the top yoke and pegs set considerately low. And it has a simple, soft, consciously wallet-friendly chassis that’s been set purely for road riding, with no track aspirations ruining ride quality. Oh, and it also has an options list that includes panniers, a top box, and a larger touring windshield. Sounds a lot like a list of features you’d expect to find on a sports tourer, come to think of it. Standard seat height is a super-accessible 790mm, while its sub-200kg kerb weight and low centre of gravity make the Ninja 650 feel supremely manageable for riders of all sizes.
Read our Kawasaki Ninja 650 buying guide here
BMW F900XR
£10,560 | 895cc parallel twin | 103bhp | 219kg | 825mm seat
No, we haven’t lost our minds. A standard F900XR might well be something of a tall-rounder, but in true BMW style its default 825mm seat height is best thought of as a place to start negotiations. Head for BMW’s online configurator and in the Equipment section you can add, at no extra cost, a Dual Seat Low which cuts the height down by 30mm to 795mm. But we’re not done yet. Scroll down further and select the Seat Height Reduction option, and for an additional £180 BMW swap the forks and shocks out for components with 20mm less travel – dropping seat height down to just 775mm (30.5 inches). The F900XR is effortless to ride, with an easy power delivery and a long, stable, enormously confidence inspiring chassis.
Read our BMW F900XR review here
Best sports tourer motorcycle for a passenger
Honda NT1100 DCT
£13,679 | 1084cc parallel twin | 101bhp | 248kg | 820mm seat
The NT1100 was Europe’s best-selling sports tourer in 2023, so it must be doing something right. It’s definitely more touring than sports (the “NT” in the name stands for “New Touring”) but its responsive steering, composed suspension and deceptively zippy Africa Twin motor mean it can be quickly coerced into making some shapes with the right rider at the controls. Two-thirds of NT owners elect for the Dual Clutch Transmission version – and that’s the reason it’s made our pillion shortlist. Whether you prefer auto or manual mode, the gearshifts are silky smooth and near-instant, which is an absolute godsend when you’re carrying a pillion. Passenger comfort has clearly been taken seriously, but if you feel Honda didn’t go far enough then the NT’s options list includes a rear comfort seat and larger footrests. The NT1100 gets some updates for 2025, including a new version with electronic suspension, which has the potential to improve two-up ride quality further.
Read our Honda NT1100 DCT long-term review here
Kawasaki Versys 1000 SE Grand Tourer
£17,441 | 1043cc inline four | 118bhp | 257kg | 840mm seat
Surely one of the most comfortable pillion seats in motorcycling, the Kawasaki Versys 1000 makes a great starting platform for a two-up bike. How could you possibly improve on it? Two ways. Firstly, by going for the flagship SE model which includes Showa semi-active suspension. This gives even an even smoother ride, letting a rider add rear preload at the push of a button, and allowing the suspension at both ends to constantly alter the damping in response to the force going through it. The result is pretty close to a magic carpet ride on top of a pair of expansive, well-padded seats. And second, by going for the Grand Tourer version, which adds three-piece hard luggage, giving the passenger a large padded top box to support them. It’s so comfy on the back, the only thing a rider really needs to do is check the pillion from time to time to ensure they haven’t nodded off.
Read our Kawasaki Versys 1000 long-term review here
Yamaha Tracer 9 GT
£13,216 | 890cc inline triple | 117bhp | 220kg | 810/825mm seat
Yamaha’s original Tracer 900 wasn’t, truth be told, a great pillion bike. With a short wheelbase it could be quite flighty at times and had a pretty paltry payload (just 180kg to cover the rider, pillion plus any luggage) as a result. Things changed when the “900” became a “9” in 2021, the Tracer gaining a longer swingarm and a sturdier rear subframe. The increase in stability and payload made it much better two-up. The GT version went even further, adding semi-active KYB suspension, which smoothed out the ride quality noticeably. Back in 2021, our John Milbank had one on long-term test and his wife Helen found the Tracer 9 GT a fantastic pillion bike. “As soon as I got on it I just loved it – I felt really relaxed,” she said at the time. John was equally glowing: “If there’s a better sports-tourer, I haven’t ridden it yet.”
Read our Yamaha Tracer 9 GT long-term review here
Best sports tourer motorcycle for going fast
Suzuki Hayabusa
£18,599 | 1340cc inline four | 188bhp | 264kg | 800mm seat
An icon of speed for a quarter of a century, no doubt. But a sports tourer? Well, why not. It is, after all, part sportsbike (ballistic performance; twin-spar aluminium frame; loadsa electronics), part distance-demolisher (cruise control; 20-litre fuel tank; room for some luggage if you strap it down good). So, sure, today the Hayabusa fits our definition. Alright, it’s not the most comfortable riding position – bit wristy, bit tight on the old knees, quite a low screen. But thousands of riders have bought Hayabusas over the years and merrily rattled out millions of long-haul miles on them all the same. And all while having the kind of power at their fingertips that would’ve sent a medieval king insane.
Read our Suzuki Hayabusa review here
Kawasaki H2 SX SE Tourer
£26,521 | 998cc supercharged inline four | 197bhp | 267kg | 835mm seat
The world’s one and only supercharged sports tourer. There is more to Kawasaki’s H2 SX SE Tourer than a small crank-driven compressor that spends its working day shovelling air into the engine. There is, for example, a radar hiding in the nose which allows adaptive cruise control and a forward collision warning. There’s semi-active suspension, cornering lights and keyless ignition. There’s a sporty-but-forgiving riding position, a centre stand and, on this Tourer version, a pair of colour-matched panniers that slot seamlessly into the tail. Thing is, impressive as all that is, there are other sports tourers that boast a similar spec. What they don’t have, however, is Two Hundred Metric Horsepower on tap, delivered with all the subtle nuance of pallet of bricks being dropped from a great height, followed up by an intoxicatingly addictive chirp from the impeller blades when you throttle off. Or maybe that’s just the sound of air breaking the sound barrier as it rushes to enter your lungs once again. What. A. Weapon.
Read our Kawasaki H2 SX SE Tourer review here
KTM 1290 Super Duke GT
£18,999 | 1301cc V-twin | 173bhp | 226kg (est) | 835mm seat
The traditional route to becoming a sports tourer has been for a once-razor-sharp sportsbike to mellow out, grow up and develop a more rounded side to its character. Conversely, it’s pretty rare for a firm to look at their barkingly brutal 1300cc hyper naked and think, “You know what that needs? A screen and a set of panniers.” But as ridiculous as it sounds, the Super Duke GT actually works – in its own way. The riding position is large and spacious. For a savage 173bhp V-twin, in Street mode it fuels sublimely at low speeds and small throttle openings. It steers and suspends fantastically well, sounds like you’re riding from inside a thunderstorm, and guarantees an ownership experience you won’t forget. Officially it’s £19k new, but right now KTM’s stock-clearing VAT-free deals drop that to £15,908, or £15,736 for an unsold 2023 model. Well worth a look if you’re after a bike that’s guaranteed to hit jackhammer-hard when you open it up.
Read our KTM 1290 Super Duke GT long-term review here
Best sports tourer motorcycle for standing out
Moto Guzzi V100 Mandello
£13,650 | 1042cc transverse V-twin | 113bhp | 233kg | 815mm seat
To the rest of the world, the V100 Mandello is pretty out-there, a wilfully obtuse way to build a sports-tourer, a hard-to-pigeonhole fusion of traditional styling with the first ever use of active aero on a production motorcycle. To the hardcore Guzzisti, it’s a divisive moment in time, a seismic shift up there with Dylan going electric. From a firm that happily spent the past few decades fondly looking back on its glory days through sepia-tinted sunglasses, the V100 landed boasting an all-new water-cooled V-twin, semi-active suspension, a two-way quickshifter and a 6-axis IMU. It’s lucky it didn’t find itself tied to a ducking stool on the shores of Lake Como. The V100 is a deep breath of fresh air, waving a fond farewell to the previous generation of basic lumpy, lollopy Guzzis, successfully embracing the modern world while still doing things its own way. It’s not the fastest, it’s not the comfiest, but it is delightfully distinctive – and there’s a lot to be said for that.
Read our Moto Guzzi V100 Mandello review here
Yamaha Niken GT
£16,416 | 890cc inline triple | 113bhp | 270kg | 825mm seat
Yes, we are serious. When the Niken was launched in 2018 it seemed a bit of a laugh, a peculiar bit of corporate showmanship, or perhaps just a canteen bet between bored engineers gone awry. Three wheels on a motorcycle? Would it even still be a motorcycle? The answer, at least from a legal and licensing perspective, was yes. Five years later, when it was time for Yamaha to update their three-cylinder CP3 range with a new 890cc motor, it would have been very easy for them to quietly let the Niken slip away without anyone noticing. Instead, they doubled down, turning it into the Niken GT, complete with cruise control, heated grips, a big windscreen and standard-fit panniers. It leans and steers like a bike should, is blessed with bags of front-end confidence, and it still falls over if you don’t put your feet down. If you want to do sports touring in a unique way, climb aboard. It’s not as if you’re ever likely to park up next to another one…
Read our Yamaha Niken GT review here
MV Agusta Turismo Veloce RC SCS
£22,600 | 798cc inline triple | 109bhp | 215kg (est) | 830mm seat
MV’s Turismo Veloce is almost 10 years old and still quite the head-turner, its F4-esque lines and curves transposed convincingly to an upright sports-tourer. The 800cc triple growls with a charming coarseness, delivering a meaty midrange and a plentiful (rather than excessive) top-end. But the TV isn’t just about tired ‘emotion’ and ‘passion’ cliches – it has a credible practical side too, with heated grips, cruise control, an adjustable screen, and even a flip-out lug on the left-hand pillion peg to help lift the bike up onto its centre stand. In 2018 MV added a ‘Lusso SCS’ model which gained semi-active Sachs suspension and, rather radically, a centrifugal Rekluse clutch that effectively rendered the left-hand lever obsolete. That’s already a pretty quirky combination – but we’ll go a step further here, electing for the latest ‘RC’ (Reparto Corse, or Racing Department) edition with its patriotic Tricolore colour scheme. If this isn’t the best-looking sports tourer ever made, it’s surely on the shortlist.
Read our MV Agusta Turismo Veloce SCS review here
Best sports tourer motorcycle for a twisty road
Ducati SuperSport S
£16,367 | 937cc V-twin | 109bhp | 217kg (est) | 810mm seat
Looks like a Panigale, fits like a VFR. Ducati’s SuperSport is perhaps the most under-the-radar sporty roadster out there. Launched in 2017 and updated for 2021, the SuperSport was a solid seller at first, but interest has petered out somewhat since. Which is a real shame, because it has a gorgeous engine (Ducati’s proven, punchy 937cc Testastretta), plenty of tech (lean-sensitive aids, two-way quickshifter), and in this posher ‘S’ version, some pretty serious chassis components (Öhlins suspension, Brembo brakes). Ergonomics are relaxed and roomy thanks to high bars and low pegs, the screen is adjustable, and the official accessories list includes a pair of plastic panniers. But the handling still retains Ducati’s trademark sporty edge, with a solid front end, great ground clearance and a natural lithe agility. Track days? Oh, for sure.
Read our Ducati SuperSport review here
KTM 890 SMT
£12,999 | 889cc parallel twin | 103bhp | 206kg (est) | 860mm
Smush together the best bits of KTM’s 890 Duke and Adventure, throw in a bit of nostalgic nomenclature, and you get the 890 SMT. The name is a knowing nod to 2009’s short-lived, much-loved 990 SMT, a bike that proved the seemingly polar opposite worlds of supermoto and touring could be brought together. The 890 SMT steers incredibly quickly, changing direction with the reckless confidence of a spouse mid-argument. It’s tall, but the long suspension is well damped so it doesn’t pogo around despite strong brakes and a fiery power delivery. But it’s not all headbanging silliness: three-piece hard luggage is an option, as are a wealth of electronic rider aids (which you’ll have to pay for once the initial Demo Mode period expires), while surprisingly frugal fuel economy means you can squeeze more than 200 miles from a tank.
Read our KTM 890 SMT review here
BMW R1250RS SE
£15,340 | 1254cc Boxer twin | 134bhp | 243kg | 820mm seat
The R1250RS is long, low, stable and surefooted. Down a twisty B-road it won’t snap from side to side with the immediate response of some other lighter, shorter, sportier bikes on this page. But it does offer astonishing roadholding, its semi-active suspension doing a fine job of smoothing out rough roads while keeping the chassis in check. Combined with one of the most effortless motors ever put into production, few bikes cover ground as easily, as briskly or as serenely as an R1250RS. The SE model we’ve picked here comes with Dynamic and Touring packages thrown in, which covers most of the electronic goodies you’d want, though you might want to budget an extra £840 for the Comfort Package which includes heated grips, keyless ignition, tyre pressure monitoring and more. Likely to be replaced by an R1300RS soon, so keep an eye out for offers from dealers looking to clear stock.
Read our BMW R1250RS review here
Best sports tourer motorcycle for new riders
Triumph Tiger Sport 660
£8945 | 660cc inline triple | 80bhp | 206kg | 835mm seat
The ideal bike for a new rider needs to be friendly, welcoming and undemanding, but also capable enough that you won’t outgrow it in a year or too. That, in a nutshell, is the Tiger Sport 660. Sharing much with the superb Trident, the Tiger is powered by a beautifully smooth, generous and thrilling three-cylinder motor. There’s masses of easy any-gear midrange drive, plus a plentiful top-end rush that you won’t soon tire of. Handling is light and agile, while the Showa suspension, Nissin brakes and Michelin Road 5 tyres all strike a picture-perfect balance between potency and politeness. The options catalogue is stuffed full with pretty much everything you’d want (except, cough, a centre stand… or cruise control), and if we do say so ourselves, it’s a pretty good looking bike too. No problem if you’re on an A2 licence either – Triumph’s official restrictor kit costs around £150.
Read our Triumph Tiger Sport 660 review here
Yamaha Tracer 7
£8816 | 689cc parallel twin | 72bhp | 197kg | 835mm seat
Yamaha’s Tracer 7 (aka Tracer 700) is light, punchy and extremely easy to get on with. Its parallel twin motor, shared with the MT-07, is equal parts forgiving and feisty, always ready to serve up an eager bottom-end, a willing midrange or a zingy top-end. The chassis might appear a little on the basic side by 2024 standards, with right-way-up forks and conventional brake calipers, but both are deceptively effective. The Tracer 7 is physically very manageable too, weighing less than 200kg, with a slim waist and a not-excessive seat height. A huge list of Yamaha accessories is available (including a low seat), or if you want them to kit the bike out for you there’s a Tracer 7 GT (£9716) which comes with a taller and wider screen, a comfort seat and a pair of 20-litre panniers already fitted. Modest in size, but huge in ambition.
Kawasaki Versys 650
£8201 | 649cc parallel twin | 66bhp | 219kg | 845mm seat
The Versys 650 is a bit of a veteran, starting its life way back in 2007 as a quirky, mushroom-faced all-rounder based on the ER-6 platform. At the time we weren’t quite sure what to make of it, but over the years it’s blossomed into a comprehensively capable middleweight. The latest version isn’t just far easier on the eye, but it’s also now equipped with a TFT dash, switchable traction control, and a generous riding position that can comfortable carry two. There’s even Tourer (panniers) and Grand Tourer (three-piece luggage, heated grips and spotlights) versions for the more practically minded. The motor’s not the most characterful and offers less outright performance than a Tracer 7 or Tiger Sport 660, but it’s still peppy enough for a brand-new rider. And if you’re clutching a fresh licence and eager to see the world, the Versys is the pick of the trio for covering distance, offering more room for a rider, and a whopping 21-litre fuel tank giving an easy 250-mile range.
Best sports tourer motorcycle for less than £5000
Honda VFR800F (2014-2021)
From £3750 | 782cc V-four| 104bhp | 242kg | 789/809mm seat
For many riders, the phrase “sports tourer” is inextricably linked to Honda’s iconic VFR, a bike that’s sadly no longer with us. The final model arrived in 2014, still powered by the same RC45-derived V-four, still carried in an aluminium beam frame with a single-sided swingarm, but now featuring a smoother, more refined VTEC system (which switches between two-valve and four-valve operation depending on revs), a basic traction control system, and a single silencer. It was a whopping 7kg lighter than the previous model too and came with heated grips as standard. That throaty motor’s exhaust note still makes the hairs on the back of your neck stand up, the VFR’s riding position still blends sporty intent with distance comfort like little else, and the build quality and reliability are almost legendary by now. For £5000 you should be able to find a clean, low-mileage example, ideally with a full service-history. Just be aware of bikes around the 16,000-mile mark which haven’t had their valve clearance check – it can be a pricey one.
Read our Honda VFR800F buyers guide here
Kawasaki Z1000SX (2011-2019)
From £3000 | 1043cc inline four| 140bhp | 230kg | 820mm seat
The Z1000SX was an immediate hit, tapping in perfectly to the desires of riders who wanted something fully faired, aggressive and sporty, but didn’t want to spend their days scrunched up into a 400cc-sized foetal position. Kawasaki started with their recently overhauled Z1000 naked, then adapted it from nose to tail, with different forks, wheels, bars, pegs, a larger fuel tank, sturdier subframe, thicker seats and longer gearing, plus plenty more besides. The result would go on to become Kawasaki’s biggest selling bike in the UK for a decade, as well as Europe’s most popular sports tourer. It gained traction control and stronger brakes in 2014, then an IMU, brighter LED lights and a different shock linkage in 2017, before being renamed as the Ninja 1000SX in 2020. For £5000 you’ll probably be looking at a second-generation bike, but if you can stretch the budget slightly to a third-gen model, the improvements are worth it.
Read our Kawasaki Z1000SX buyers guide here
Yamaha FZ1 Fazer (2006-2016)
From £2500 | 998cc inline four| 148bhp | 225kg (est) | 815mm seat
It’s hard to believe the original FZ1 Fazer is now old enough to buy a pint in a pub. Back in 2006, Yamaha offered us an R1 engine, detuned but still loaded with the thick end of 150bhp, nestled inside an aluminium frame with a flat handlebar. A fabulous idea, the execution was undermined by an infuriatingly snatchy throttle. Yamaha would hurriedly update the fuel injection for 2007, before revising the ECU again in 2010 and 2014, in various attempts to smooth things out. It kinda worked, but the real fix requires disabling the injection system’s fuel cut (Google Ivan’s FCE for more info). Get this fixed and you’ve got an absolute monster of a motor, with a strong midrange that builds to a second level of superlative shove at the 7000rpm mark, where it promptly surges into the distance. It’s a big, muscly, sinewy sports tourer, a high-performance all-rounder for high-performance riders. There’s a glut of choice for £5000, so don’t rush in – take your time to find one that’s been cared for, serviced regularly and, ideally, had the fuelling work done. It might be 18 years old, but even by 2024 standards a Fazer FZ1 remains a rocket ship.
Read our Yamaha FZ1 Fazer buyers guide here
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