‘BMW’s F800GT is a bike you can easily cover big miles on’
seat to practicality, comfort, luggage carrying ability and reliability when it comes to a do-it-all bike. What matters most when you are relying upon your bike to get you to a location day-in, day-out, is that when you arrive, you do so fresh for the day ahead – rather than ready for a trip to the osteopath. And if that means carrying a pillion, they should also be ready for a night on the town rather than an early bath.
Buying a do-it-all bike will see you far more inclined to get out whatever the weather to enjoy your bike and rack up the miles. And, at under £5000, they represent great value for money. From solo touring to commuting, weekend blasts and even two-up trips abroad, these three multi-functional bikes won’t let you down. So which one will be the best bike for you?
BMW F800GT 2013-2019
Released in 2013 with very little fanfare, the F800GT builds upon the slightly sportier F800ST’s base to create a bike more tailored to practicality and distance ability.
Powered by the same parallel twin engine as the ST with a bit more grunt thrown in, the Gran Turismo version ups the comfort levels with a larger full fairing while optional ESA adds practicality through improved luggage facilities and a more spacious riding position. Safety concerns are addressed by
ABS, which came as standard, and the option of traction control. The result is a bike that, while not the sexiest of creatures, makes for a capable all-rounder.
Light at just 213kg (kerb) and with a low seat height, the GT is easily manageable and that makes it instantly reassuring to ride. But despite its mid-size, the GT is a bike you can easily cover miles on as its parallel twin is smooth with a strong midrange, the riding position is comfortable and economy figures of around 60mpg are good enough to squeeze just shy of 200 miles out of its 15-litre tank. Add to this the practicality of a belt drive that doesn’t require adjusting or lubing, and a fairly unblemished reliability record, and it all adds up to a promising machine that can easily be found for under £5000. So why does the GT tend to fly under the radar? That’s the odd part.
When you consider the level of tech that the GT brought to the table, it was considerably more advanced than most of its rivals at the time. In fact, it even gained a ride-by-wire throttle in its only update in 2017. But in the mid-2010s BMW were still struggling to attract younger riders and that saw the GT’s sales stutter. Unable to tempt older riders to downgrade from a heavy RT to the more lightweight and manageable GT, and with adventure bike sales on the up, BMW’s parallel twin was withdrawn from the line-up and that saw it slip from most rider’s minds. Some rather dowdy and forgettable paint schemes didn’t help matters either.
Nowadays those who are prepared to think a bit outside the box are discovering just what an excellent proposition a used GT can be. More practical than the ST, lighter than an RT and with a lower seat height than a GS model, the F800GT makes for a handy solo machine that is happy to turn its hand to anything asked of it.
Suzuki V-Strom 1000/1050 2014-2022
The V-Strom 1000 has been updated fairly regularly by Suzuki (see model history, below), but while it is called a 1000 and only the 2020-onwards bikes are branded
1050, the engine’s capacity has remained the same 1037cc since 2014. This is important because while Suzuki have added a bit of bling here and there, and also unveiled the more adventuretargeted XT model, it is the bike’s lazy V-twin and no-nonsense nature that generally attracts riders to the V-Strom, not its tech. Or looks… certainly not its looks!
The first ‘big-capacity’ V-Strom (it was 996cc before 2014) added traction control for the first time alongside ABS and set the tone for Suzuki’s adventure bike’s role in life. Well-priced and with enough tech to satisfy but never wow, the V-Strom has always been the sensible adventure bike; bought with the head rather than the heart. If you are after a solid, comfortable and reliable machine that will churn out the miles (one or two-up) with minimal effort, the V-Strom is a great option.
Very far removed from the TL-lump it is (distantly) derived from, the V-Strom’s twin is a beautiful engine that lollops along with minimal effort.
Packed full of smooth midrange shove, it suits relaxed riding and this attitude, when combined with the V-Strom’s physically large size and sturdy feel, makes it ideally suited to ploughing along irrespective of the weather or road conditions. If you want a bike to hop on, set the satnav for somewhere a few hundred miles away and just hammer through the journey, the V-Strom is ideal.
You can pick up a high-mileage 2014-2016 V-Strom 1000 for as little as £4000 or pay closer to £5k and get a lower-mileage bike with luggage, which is a better option.
Higher-mileage 2017-2019 base or XTs can be found for under £5000 but ideally, pay about £5500 to knock around 10,000 miles off its clocks and don’t be beguiled by the XT. It looks a bit cooler but offers little over the stock model.
Prices for the 2020-onwards V-Strom start at £7000 with the far higher-spec XT commanding at least £1000 more, making it the pick if you are looking at blowing the £5000 budget.
But, to be honest, at this price there are better machines available such as the Kawasaki Versys 1000 or an older BMW GS model.
Honda NC750X 2014-2020
If you want a bike that will just run and run, buy an NC750X. It may not set your pulse racing but
Honda’s adventure-styled do-it-all has forged an incredible reputation for robustness that often makes it the machine of choice for anyone who either relies upon two-wheels to earn their living or just desires simple, hassle-free, motoring from their motorcycles.
The NC750X, and its naked sibling the NC750S, replaced the NC700 models in 2014 and brought not only more power but also added practicality. As well as featuring ABS as standard, the 750’s engine has an extra balancer shaft to smooth out vibrations and is taller-geared for improved fuel economy (owners report a thrifty 70mpg). Features such as the handy frunk (front trunk, obviously), optional DCT gearbox, cheap running costs and unquestioned reliability, have seen the NC750X consistently feature in Europe’s top-ten best-selling bikes – and with good reason.
More spacious than the S model and boasting better wind protection and plusher suspension, the NC750X is a fabulous machine that makes for a superb commuter and simply brilliant do-it-all choice. But is it exciting? That’s the slight fly in the ointment.
As the NC’s parallel twin is so low-revving, the bike tends to feel quite uninspiring to ride in much the same way a car’s motor is. This lack of character means that while incredibly effective, and with a DCT gearbox, extremely easy-going, riding an NC can never be described as exciting. Owners may well argue this fact, and rightly point out that
THE BIKES WE’D SPEND OUR MONEY ON just riding a bike is a fun experience in itself, but if you are considering buying an NC you need to be aware that the Honda is very much a practical tool rather than a twowheeled plaything.
What the NC750X undeniably lacks in sex appeal it more than makes up for in ease of use, which is what matters most to many riders.
An unbeatable (and unbreakable) versatile workhorse that has an excellent level of build quality, very comfortable semi-adventure bike riding position and cheap running costs, the NC750X is probably the ultimate do-it-all. And has been ever since it was first released. You can’t say fairer than that for your £5000 used bike budget.