Maximize Performance & Versatility With Nine Crossovers

The motorcycle market is ever-changing. Over the past few years, we’ve seen the emergence of the crossover, a neither-here-nor-there motorcycle category that’s homed in on qualities that appeal to a wide range of motorcyclists. If in the car world, crossovers are the anti-enthusiasts’ choice (why is a crossover superior to a sedan?), in the two-wheeled world, it can be quite the opposite.

Adventure bikes—regarded as the SUVs of the two-wheeled world—have become one of the hottest categories in motorcycling. Just as crossovers in the automotive segment exist because of the popularity of SUVs, two-wheeled crossovers attempt to bask in the reflected glow of ADV success. It makes sense. Your Triumph Tigers, Honda Africa Twins, and BMW GSs provide lots of tangible benefits compared to traditional sport-touring bikes.

First, the upright riding positions are all-day comfortable and put riders in command, giving them clear sight lines over traffic. Long-travel suspension that affords softer spring rates are ideal on rough roads. Top-opening luggage is way more functional than the side-opening bags of a conventional tourer. And when fitted with crashbars, it’s like having a built-in insurance policy. There’s lots to love, and we haven’t even gotten into off-road capability yet.

As off-road capability increases, however, on-road performance suffers. Which is why the market is full of best-of-both-worlds bikes—often equipped with 19-inch front wheels—that are happy to either stay on pavement or go off-road. A Ducati Multistrada V4 S or BMW R 1300 GS, though amazingly capable off-road, won’t feel wasted if it never gets its wheels covered in mud.

But for riders who want to maximize on-road sport performance while enjoying adventure bike ergos and longer-travel suspension, there’s the crossover.

Think of crossovers as a mash-up of a sport-tourer and an adventure-tourer. In fact, many of the bikes on this list are derived from one or the other. All of them have road-biased 17-inch wheels that distinguish them from the more “compromised” adventure-tourers. Touring essentials like heated grips, cruise control, adjustable screens, panniers, and electronic rider aids are par for the course. With the wide bars and upright ergos of an adventure bike, they’re comfortable for long days on the freeway while being ready to take on a set of twisties like a giant supermoto.

Regardless of the price point, all of these crossovers sure beat a RAV4.

When Ducati released the Multistrada V4 in 2021, it veered further down the Gelände/Straße path. Which is to say, it made its flagship tourer more versatile, comfortable, and easy to use—qualities strongly associated with, yes, the boxer-powered BMW GS, a motorcycle Ducati very much had in mind when developing the V-4-powered Multi. To compete on every level with the GS, engineers in Borgo Panigale went to great lengths—even ditching desmodromic valve actuation for conventional valve springs in order to extend maintenance intervals.

As great as the Multistrada V4 is, it’s not the “superbike with bags” that would have been expected from Ducati in years past. That bike, however, finally arrived in 2024. It’s the Multistrada V4 RS. Instead of the spring-valve Granturismo V4 engine, Ducati swapped in the Streetfighter V4′s 1103cc Desmosedici Stradale engine, which produces 180 hp at 12,250 rpm and 87 lb.-ft. of torque at 9500 rpm. Equipped with an STM EVO-SBK dry clutch, the RS is the Ducatista’s Multi, making all the delightfully rattly noises that helped many of us fall in love with Ducati decades ago. While the Granturismo V4 is a fantastic engine, and certainly the more rational choice for a tourer, the Desmosedici Stradale, let’s be honest, is what many had hoped for in the first place.

In addition to the full-fat engine, the RS uses—finally—17-inch forged Marchesini wheels and Öhlins Smart EC semi-active suspension similar to what’s used on the Streetfighter V4 S and Panigale V4 S. It also uses a traditional-Ducati single-sided swingarm in place of the V4 S’ double-sider. A titanium subframe, a sporty tailsection, and acres of carbon fiber complete the sporting effect. Weight is a claimed 496 pounds—13 pounds lighter than the V4 S.

Adam Child, CW’s UK tester, says, “You can feel the limit approaching as if riding a crisply set-up sportbike.” Despite its sportbike-like performance, it’s still a Multistrada—it has adaptive cruise control and can be fitted with panniers.

At $37,995, it costs over $10,000 more than a V4 S. Put another way: It’s the price of a Multi V4 S plus a Scrambler Icon Dark. You may wish Ducati made a more affordable version, keeping the Desmosedici Stradale and the 17-inch wheels but leaving off the pricey bling. Call it the Multistrada V4 R? That probably wouldn’t lower the price too drastically. Wishful thinking aside, the RS is the halo Multistrada Ducatisti have pined for.

With the BMW M 1000 XR, BMW got so carried away with the “superbike with bags” formula that it forgot about the “with bags” part. That’s right, the M 1000 XR, the performance-plus version of the S 1000 XR crossover, doesn’t have mounting points for hard luggage, which seems like a glaring omission. Having sportbike performance with more comfortable ergos is great, but the whole point of those comfortable ergos is that you can ride farther—which may occasionally entail packing a toothbrush and some extra clothes.

That’s the bad news out of the way. The good news is, well, pretty much everything else. First, the M 1000 XR uses the same ShiftCam inline-four from the M 1000 RR upon which Toprak Razgatlioğlu’s World SBK championship-winning superbike is based. That means it produces a claimed 201 hp at 12,750 rpm and 83 lb.-ft. of torque at 11,000 rpm. That’s 31 hp more than the standard S 1000 XR. Oh, and the thing revs to a sky-high 14,600 rpm, which is just insane for a motorcycle that (looks like it) should carry panniers.

The M XR uses up-spec electronically adjustable suspension and loads of rider aids, including a pit lane limiter and Brake Slide Assist. Claimed wet weight (with fuel) is 492 pounds.

Adding the M Competition pack for $5775 gets you carbon fiber wheels and loads of other carbon fiber parts. While that brings the price above $30,000, that’s still quite a bit more affordable than the Multistrada V4 RS, in case you need our help justifying the extravagance.

BMW took the crossover formula to the extreme, nearly crossing over into pure sportbike territory. Still, longer-travel suspension and more upright ergos make the M 1000 XR a much more humane sportbike. Still, we want hard panniers—heck, make them out of carbon fiber if you have to, BMW.

GSX-S1000GX+ is a mouthful of a name, no doubt. And it shouldn’t be confused with the similarly named GSX-S1000GT+, Suzuki’s sport-tourer. Although it has the model name of, like, a water heater or a television, there’s nothing appliance-like about the GX+.

Introduced in 2024, the GX+ is arguably the most advanced Suzuki to date, putting it on equal footing with the more advanced models from Europe (and from Yamaha and Kawasaki).

But first, we’ve got to mention the engine, Suzuki’s workhorse long-stroke 999cc inline-four derived from the GSX-R1000 K5. While it’s sort of long in the tooth at this point, we honestly couldn’t care less—it’s almost universally loved. In this new crossover format, you can fall in love with it all over again. When CW had a GSX-S1000GT+ on the dyno, it produced 136 hp at 10,400 rpm and 73 lb.-ft. of torque at 9,200 rpm, so expect similar numbers from the GX+.

The GX+ uses the same twin-spar aluminum frame as the GT+ paired with a swingarm derived from the GSX-R1000, and a new subframe. The big news is the use of semi-active Showa electronic suspension, which features Skyhook technology. Riders can adjust damping as well as select rear preload based on the load. The GX+ also uses IMU-managed rider aids like traction control and ABS. Three riding modes are preset for power output, traction control, and suspension, and can be customized—there are seven levels of traction control (plus off), four suspension modes, and four rear preload settings, enabling riders to dial in their preferences through the 6.5-inch TFT dash. A bidirectional quickshifter, cruise control, and 25.7-liter panniers come standard.

The GX+ quite simply puts Suzuki in the game. Competitively priced, well equipped, and with an all-time great engine, there’s a lot to love.

For 2025, Yamaha updated its popular Tracer 9 crossover, but is only bringing the base model to the US market. The GT+ model, the only spec available in the US last year, had tons of up-spec features, including adaptive cruise control, a radar-linked Unified Braking System, semi-active suspension, heated grips, a quickshifter, and backlit switch cubes. None of those features will be available to US customers in 2025. While we’ll miss the GT+, the good news is the base model still has tons to recommend it and it carries an incredibly attractive MSRP of $12,599.

While the base model is clearly aimed at a different corner of the market, Yamaha’s updates keep it in the mix. There’s a new 7-inch TFT display, smartphone storage, and a USB-C plug. It also gets Yamaha’s new Variable Speed Limiter and a new switch cube layout for improved UX.

Three preset and two custom ride modes manage power delivery, traction control, slide control, wheelie control, and engine-braking. The six-axis IMU is also utilized to operate the Tracer 9′s vast array of cornering lights. Yamaha updated the ergos, giving it a larger manually adjustable windscreen, a revised handlebar angle, and a new seat. It uses a manually adjustable 41mm KYB inverted fork and monoshock.

As ever, the Tracer 9 uses Yamaha’s excellent 890cc CP3 crossplane triple engine. Yamaha claims a 483-pound wet weight.

While there’s no doubt the ‘25 Tracer 9 has tremendous value, at $16,499, so too did the outgoing Tracer 9 GT+. Intriguingly, the Tracer 9 is only about $100 more than the Triumph Tiger Sport 800, and is positioned for longer-distance riding, with standard panniers, cornering lights, and a taller screen. In that regard, the Tracer 9 splits the difference between the Tiger Sport 800 and the pricier, fully equipped Suzuki GSX-S1000GX+ and Kawasaki Versys 1100 SE LT.

While touring is a major focus in the crossover category, there’s an undercurrent of daily readiness that’s also a big part of the appeal. It’s this latter characteristic that the Tiger Sport 800 emphasizes. At 471 pounds and with a 32.7-inch seat height, the Tiger Sport skews toward sport-touring but retains the more upright riding position.

Powered by a 798cc inline-triple producing a claimed 113 hp at 10,750 and 70 lb.-ft. of torque at 8250, the Triumph has a meaty midrange that delivers plenty of oomph for sporty riding.

The 800 uses Showa fork adjustable for compression and rebound, and a monoshock adjustable for preload and rebound. Triumph-branded four-piston calipers grab a 310mm disc in the front and a single-piston caliper does the job on a 255mm disc in the rear. The electronics package includes a six-axis IMU to manage ABS and traction control. Cruise control and a quickshifter are standard. A combination LCD/TFT dash feels a bit outclassed by other motorcycles on this list, but don’t underestimate the Tiger.

For one, that claimed 113 hp is only 4 hp less than the Tracer 9. And despite comparatively basic equipment, the Tiger Sport does more with less, which is really the whole point. It’s a smaller, less expensive, slightly less tech-laden package. There’s something just-enough about it, which seems appropriately British, and sort of what we need these days.

For riders looking to squeeze the most versatility out of it, Triumph’s accessory catalog includes hard panniers and a top box.

Taking the opposite approach of Yamaha, Kawasaki is offering only the up-spec Versys 1100 SE LT in the US in 2025. Aimed squarely at the Suzuki (well, it’s probably the other way around actually), the Kawasaki is loaded with premium touring features like electronically adjustable suspension, a host of electronic rider aids, cornering lights, heated grips, cruise control, an adjustable windscreen, and hard luggage.

Updated for 2025, the Versys is powered by a larger-displacement 1099cc inline-four producing a claimed 133 hp. Three preset ride modes and one custom mode allow riders to dial in power delivery, three levels of traction control, lean angle-sensitive ABS, and suspension settings. Rider aids are managed by a Bosch six-axis IMU. The Versys uses similar Showa electronically adjustable suspension to the Suzuki, with Skyhook technology and adjustable preload on the shock. Like Suzuki, Kawasaki tailors the suspension to its uses, so, while supplied by a third party, calling it an off-the-shelf part would be a bit misleading.

To slow things down, the Versys uses Kawasaki-branded four-piston radial-mount calipers with 310mm discs in the front and a larger 260mm disc and a single-piston caliper in the rear.

Kawasaki clearly puts a lot of stock in the Versys; unlike every other manufacturer featured on this list—including MV Agusta—Kawasaki hasn’t invested heavily in the adventure bike scene aside from the venerable KLR650. Instead, it’s trusting the Versys line, topped by the 1100 SE LT crossover, gives a large cross section of riders what they really want—modern tech, a 17-inch wheel up front, and touring-commuting-sport-riding capabilities.

There’s no doubt style brings customers to MV Agusta’s table. The Turismo Veloce Lusso SCS is no exception, gracefully translating the angles and curves of a sportbike into a crossover complete with a tall screen and panniers. Other than its eye-catching looks, the MV stands out for its sporting bent, its excellent three-cylinder engine, and the Smart Clutch System (SCS).

The SCS clutch uses a Rekluse centrifugal clutch. Unlike a fully automatic clutch like the DCT on the Honda Gold Wing or NC750X DCT, for instance, the MV system is semi-automatic. Riders are still responsible for gearshifts but don’t need to pull in the clutch lever when coming to a stop and idling in gear. The system works well and it’s a nice convenience feature that offers some real value.

The star of the show, however, is MV’s lauded 798cc triple, which produces a claimed 110 hp at 10,150 rpm. The last time we put one on CW’s in-house dyno, it produced 98.3 hp at 11,010 rpm and 55.3 lb.-ft. of torque at 8,530 rpm. Bradley Adams says: “Not only does this triple, with its raspy intake noise, sound absolutely brilliant as you whack the throttle, but it offers that near-perfect balance of low-end grunt and top-end performance, with a beautifully flat torque curve.”

As you’d expect from MV, there are loads of electronic features, including four ride modes that allow riders to tailor throttle response, output, and engine-braking. Semi-active Sachs suspension, lean-angle-sensitive traction control, and cornering ABS make for a compelling rider-aid suite. Heated grips, cruise control, standard hard bags, and a manually adjustable windscreen are proof that the Turismo Veloce is up to the task.

Still, the MV isn’t without its quirks—our testers were annoyed by an imprecise speedometer; clunky-to-use cruise control adjusting; and high, set-back footpegs. We also found the suspension had to be set to its hardest setting to get the most out of it.

The Turismo Veloce faces stiff competition—and its steep price tag is a bit of a handicap. At just under $26,000, it’s on par with the powerhouse BMW M 1000 XR. At the same time, it’s the most versatile motorcycle MV Agusta has ever made, the one you’re most likely to get your money’s worth out of by racking up some serious miles.

Of all the crossovers on the market, Harley’s Pan America is the most directly descended from an adventure-tourer. Essentially, it’s a standard Pan America with 17-inch cast wheels; lower, revised suspension; a lower seat; a standard quickshifter; and a lighter exhaust.

Like the standard Pan Am, the ST uses the 1250cc Revolution Max engine, which produces a claimed 149 hp and 91 lb.-ft. of torque. It’s a great engine; Harley didn’t need to change a thing to make it ready for pavement duty.

The ST uses a 47mm Showa Balance Free Fork with electronic preload and manually adjustable compression and rebound damping. In the rear, it uses a Showa Balance Free Shock with electronic preload and manually adjustable damping. Suspension travel is reduced from 7.5 inches to 6.75 inches, lowering the center of gravity and giving riders an easier reach to the ground.

Its list of electronics is long: cornering ABS, lean-angle-sensitive TC, wheelie control, hill hold control, cruise control, and a bidirectional quickshifter.

At a claimed 542 pounds, it’s on the heavy side compared to the pricier exotica from Europe, but there’s still lots to love, including the fact that it can be fitted with proper adventure-style aluminum side cases, which are hard to beat in terms of utility.

On the opposite end of the spectrum from the Ducati, BMW, and MV Agusta is the Honda NC750X DCT. It’s almost not a crossover—there’s nothing longish-travel about 4.7 inches of suspension travel, it doesn’t have many of the amenities we’d expect from touring bikes, and it’s not terribly sporty. Why include it? Every other bike on this list is pretty extreme: They’ve got a lot of horsepower, tons of tech, tallish seats, and they’re pricey, ranging from not cheap to super expensive. Most of them are designed for experienced riders and enthusiasts. The NC750X DCT, on the other hand, is for a rider who wants something far more approachable. With an upright riding position, a low seat height, a windscreen, an automatic transmission, and friendly—if milquetoast—styling, the NC750X DCT is one welcoming, barrier-breaking scoot. It’s also $3000 less than the Tiger Sport 800, the next least expensive motorcycle on this list.

The NC uses a liquid-cooled 745cc parallel twin with Honda’s fully automatic DCT (dual clutch transmission). In fully automatic mode it operates just like a car. And just like in a car, where in the rev range it shifts is tied to ride mode. In manual mode, riders use paddle shifters on the left bar. Regardless, there’s no clutch lever, no shift lever, no situation where the bike could stall.

Honda has had a long flirtation with building motorcycles with carlike convenience (see the Pacific Coast), and the NC is the latest model to display a bit of that, highlighted by a 23-liter storage frunk situated where the gas tank would be if it weren’t located beneath the seat. That underseat fuel tank helps keep the center of gravity low; the 31.6-inch seat height is only 1.6 inches taller than a Honda Grom’s.

Nonadjustable, right-side-up fork, a preload-adjustable shock, and a single disc brake in the front convey the budget-conscious side of the NC, but that’s not all bad. The NC is the modest, approachable crossover the segment needs. And it can be fitted with panniers; so take that, BMW.