Interested in buying an adventure bike, but not sure where to start? Here’s a comparison on some of today’s best adventure bikes organized by displacement classes.

• Displacement: 1,000cc and Up

1. BMW R1200 GS Adventure

The big Beemer is arguably the world’s most recognizable adventure bike, partly thanks to Ewan McGregor and Charley Boorman’s exploits in Long Way Round and Long Way Down. They rode earlier air-cooled versions of this machine; the GS is liquid-cooled these days, after BMW refined the motor back at the end of 2012.

You’ll always find somebody who’s willing to push these pretty far off the beaten track, but bikes of this size are best suited for more open terrain - think Dalton Highway, not gnarly single-track through the forest. But if you want to put down a lot of miles in style on rough ground, it’s hard to beat the GS, as not only do you have truckloads of power, but you’ve also got a charging system that powers all the heated clothing and other gadgets that you want.

BMW R1200 GS Adventure

The standard R1200GS is a bit cheaper, but riders with serious off-road intentions should definitely opt for the Adventure version of the bike, which comes with tubeless spoked wheels as standard, instead of cast rims. Wire wheels survive much better off-road where repairs can be a real concern. ABS is standard on the GS, but you can turn it off for riding off-road. Crash bars, a bigger fuel tank, selectable engine power delivery modes and electronic stability control are all standard as well masking th 1200GS one of the most full-featured big enduro's around. 

2. KTM 1190 Adventure R

KTM 1190 Adventure R

Take a superbike motor, detune it a bit, and throw it in an off-road chassis? Sounds like a crazy idea, but for KTM, it works. KTM took their RC8 superbike’s V-twin powerplant and built their new top-of-the-line adventure bike around it, replacing the old 990.

This machine isn’t just about the motor, though; the KTM is loaded with electronic aids to help the rider keep the shiny side up. The Adventure R has ABS with on-road and off-road modes (off-road mode allows you to lock up the rear wheel). You can turn the ABS off, too. There’s also adjustable traction control, and four selectable engine power modes, like most big-bore bikes have in 2014.

Where the KTM 1190 really shines in the suspension department. This is a bike that’s made to handle real off-road work. It’s big and heavy enough to deter all but the bravest of riders from single track, but it’s more off-road friendly than the R1200 GS, with a fully adjustable suspension that can shrug off bumps, ruts, roots, and the like with the greatest of ease.  Mixed with a standing friendly geometry, longer service internvals, class-leading power and weight, there's almost no doubt what you'd rather have in prodominantly off-road riding conditions. Check out the ADVMoto KTM 1190 test ride here.

3. Yamaha Super Tenere

Yamaha Super Tenere

Yamaha came to the big-bore adventure bike market a little later than the other manufacturers, but they really nailed it with their first effort in 2011. The Super Ten’s 1199 cc parallel-twin has the power to haul riders and all their gear around without struggling, and Yamaha’s reputation for reliability can keep their mind at ease when heading out on the open road.

The Super Ten has seen a few minor motor upgrades since it came to market, but the biggest boost was likely this year’s announcement that some markets would get electronically adjustable suspension, an area where it lagged behind the made-in-Europe competition. One feature the Super Ten is still lacking is an ABS switch - although many riders are OK with the ABS in the dirt, some still want the option to turn the system off, allowing for more control off-road.

Like it's class peers, it’s a bit heavy and makes a bit less power than its Euro competition, the SuperTen is still a tough, reliable bike that will see riders around the world in comfort, with lots of aftermarket support. Nick Sanders broke a world record on his SuperTen, riding from Prudhoe Bay, Alaska to the tip of South America and back again (almost 29,000 miles) in only 46 days wihout any mechanical problems.  Reliability like that goes a long way in making the SuperTen a serious advenutre horse. 

4. Triumph Tiger Explorer XC

Triumph Tiger Explorer XC

Triumph brought out the off-road oriented XC version of their big-bore Tiger back in late 2012, with aluminum skid plate,engine guards, plastic hand guards and auxiliary lights as standard.. Unlike most of the competition, Triumph went with a three-cylinder motor (1215 cc) for the Tiger Explorers, instead of a twin, resulting in very unique and enjoyable power delivery, as well as a unique exhaust note.

The Tiger Explorer XC does weigh a bit more than the competition from BMW and KTM, and has less fuel capacity, and also doesn’t have switchable ride modes. Overall, though, it’s an exciting bike to ride, with the same basic lineup of electronic bells and whistles (switchable ABS, ride-by-wire throttle, adjustable traction control) as the other Euro adventure bikes.

One area the Tiger Explorers get high marks in is the comfort department, at least on the street. When off-road, the stock bars are too low for comfortable standing and the stiff suspension can be jarring, but most riders aren’t pushing any of these big bikes too far off-tarmac.  The sport-touring rider who love the triple-thrum, looking to take on the occasional gravel road should have a good time with this big cat. For more information, read the review here.

 • Displacement: 600cc-1,000cc

1. Kawasaki KLR650

It’s not as popular in other markets, but in North America, the KLR is the king of mid-sized adventure bikes. For 2014, it got much-needed suspension and seat upgrades, but this machine hasn’t seen a real revamp since 2008. Before that, the machine was essentially unchanged since its 1987 launch.

Kawasaki KLR650

The KLR isn’t popular because of a long list of factory features - it doesn’t have ABS, traction control, heated grips or even EFI as standard, and it isn’t particularly powerful. What the KLR offers instead is a basic, reliable platform that’s moderately competent on both dirt and street, with a great price. It’s better-suited for highway miles than similar bikes from the other Japanese manufacturers, and the aftermarket is building any product you could possibly imagine for the machine.

Despite the aftermarket parts availability, KLR riders have a longstanding reputation for being … thrifty … and many end up circling the world with DIY luggage systems. But it doesn’t matter whether the rider has pricy panniers or a milk crate zip-tied to the rack, the KLR has the ability to get them to their destination at an affordable price.

2. BMW F800 GS Adventure

BMW F800 GS Adventure

BMW’s first GS was the 800cc R80G/S, way back in 1980, which many consider the first purpose-built adventure bike. Another 28 years later in 2008, BMW returned to the 800cc segment with the twin-cylindered F800 GS to provide riders a mid-sized adventure bike option that was lacking in the market at the time.

The current F800 GS Adventure was announced in the spring of 2013, offering many of the same options (electronic suspension adjustment, automatic stability control, larger fuel tank, spoked wheels) as the larger R1200 GS Adventure, but at a lower price tag, and with more off-road capability due to lower weight. The 800s aren’t as popular as the big boxer-motored 1200, but they’re BMW’s second-most popular machine in the lineup due to their combined offering of power and luxury. Many riders “in the know,” who plan on using their bike for bad terrain, go to the 800 over the 1200. For more ideas on what you can do to an 800GS to make it an off-road monster, check out our 800GS project bike article.

3. Yamaha XT660Z Tenere

Yamaha XT660Z Tenere

Looking for a top-notch mid-sized adventure bike, with a long reputation for toughness? Most of the world takes a long, hard look at buying an XT660 Tenere, but not riders in North America - for some reason, Yamaha won’t import the bike here.

In Europe, Australia and other markets, the single-cylinder 660 sells extremely well, and no wonder. It doesn’t require much maintenance, it has a reputation for handling well in the dirt, and the bodywork makes it look like something you might have stolen from a Dakar rider. It’s a bike that’s built for flying across the desert, mile after mile, and overseas buyers are lucky to have it as an option.

The bike was supposedly designed with plenty of input from Dakar vets, and includes little touches like a towing hitch in the front, to help you pull it out of a silt bed. Let's hope to see this in North America sometime soon!

4. Triumph Tiger 800 XC

Triumph Tiger 800 XC

Once again, Triumph breaks ranks with the competition with a three-cylindered motor. Most bikes in the 650-800cc range are singles or twins, but Triumph’s fantastic 800cc Triple has just as many fans as its 1215cc big brother. The motor produces plenty of down-low torque, which makes for plenty of fun on-road and off.

But like the bigger Explorer XC, the 800 will be happier on pavement than on dirt, despite its off-road friendly spoked wheels and switchable ABS. The rear subframe is welded on, which can make for serious problems if you bend it in a spill. But if most of your riding is on roads, the 800’s fantastic motor makes it a serious contender as a middleweight ADV bike. For more info and images, check out our Tiger 800XC review.

Honourable mentions: The 650-1000 class is full of fantastic machines, many of which aren’t sold as pure ADV machines, but are easily customized towards that end. Suzuki’s DR650 isn’t a huge seller for the North American ADV market, but is very popular in other countries, once riders put a better seat and bigger fuel tank on, and add some wind protection. Their 650 V-Strom is also very popular with riders who plan to stick to pavement and easy gravel. Honda’s XR650L provides a fantastic mount for minimalist riders who want to explore deep into the trails, as does KTM’s 690 Adventure R. BMW’s 650 Sertao and F700 GS are also legitimate contenders in this mid-sized market. As long as you don’t mind a bit of customization, it’s hard to go wrong with any of these bikes.

• Displacement: Under 600cc

1. Honda CRF250L

Honda CRF250L

Honda brought this machine out late in 2012, and it met with immediate success. They’ve based this dual sport around the same liquid-cooled motor they put in their CBR250, with a few tweaks to the transmission and EFI systems. When they introduced it, many riders were put off by the weight (it’s porkier than most of the quarter-liter competition), but Big Red has had no trouble selling them, partly due to fantastic pricing.

The aftermarket was quick to catch up with this machine, offering oversized fuel tanks, luggage racks, suspension upgrades, EFI reprogramming tools and even big bore kits.

There are lighter bikes in the 250cc segment, and bikes that make more power or have better suspension, but if you’re looking for a small-bore machine with the peace of mind of Honda quality, the CRF250L could be the ticket.

2. Yamaha WR250R

Yamaha WR250R

Many riders poo-poo the 250 class as only suitable for beginners, but the WR250 has a lot to offer, including decent suspension and a tough, high-tech engine (titanium valves!) with long maintenance intervals. They’re not an aggressive, all-out dirt bike, but they have great reviews from owners who use them as a lightweight all-rounder. They’re much smaller than a full-sized ADV bike, making it easier to pick it up if you’re riding in the dirt alone, but you can still strap down plenty of luggage, and average-sized riders shouldn’t feel cramped.

The only real downside to the WR? The price tag is significantly higher than other bikes in its class.

3. Yamaha XT250

Yamaha XT250

Want simple? Yamaha’s got what you’re looking for with this quarter-litre air-cooled bike. It doesn’t make a lot of power, and the aftermarket is sparse when compared to other bikes, and it’s definitely aimed towards smaller riders. But if you worry about holing your radiator while touring the wilds of Bolivia, this machine should ease your mind. It has EFI, which eliminates the need to change carburetor jetting in areas with extreme altitude differences - a common bugbear for small-displacement machines.

4. Kawasaki KLX250S

Kawasaki KLX250S

You don’t see many KLX250s on round-the-world trips, but for shorter excursions closer to home, they’ve got a lot going for them. They’re light, and the adjustable suspension means they can be tuned to handle well, and in the North American market, there are several over-the-counter big bore options, thanks to its close relation to the KLX300. The six-speed transmission is a big help at keeping down vibes on the highway, but making sure there’s torque available where you need it.

Like all bikes in this class, you’ll need to add plenty of aftermarket add-ons if you want to do distance in comfort, and you’ll have to pack carefully. But there are enough people out there making bolt-on bits that you should be able to build a small-displacement mileage eater that handles well in the tight stuff off-road. ADVMoto modified a KLX250SF into a potent do-it-all ride designed to inspire confidence in beginning off-roaders and new riders alike.  ADVMoto Kawasaki KLX250SF Project Bike

Final Note: Every year new and exciting adventure models are introduced or rumored to be release in the very near future.  Many of the models, old and new, are not listed here but each has their own qualities which command a loyal and passionate following.  Ultimately thoguh, ADVMoto insists that it's the rider that makes the ride, and what's most important is you ride what you've got the the places of your dreams!

Click to enlarge image gallery1.jpg

• 
• 
• 
• 
• 
• 
• 
• 
• 
• 
• 
• 
•  

While some make the rise to rock star status, other players compete through innovation—attempting to expand an existing market or create niches of their own. In the big adventure class, one of the more recent up-and-comers is Yamaha’s XT1200Z Super Ténéré—the big brother to their already tried-and-true XT660Z Ténéré (suspiciously missing from the North American market). We recently conducted a road test of the 2012 model through 1,500 miles of southern California deserts, mountains and coastal roads, to provide you with what we hope will be useful information about this great new machine.

If you’ve read other reviews of the Super, then you couldn’t have missed the frequent comparisons to BMW’s big GS. If there was a hurdle to clear, that was it… and it took a couple hundred miles to shed the comparison imprint. Why? Although the Super is an adventure-class machine, it handles more like a hybrid adventure/sport bike with smooth shifting, superb braking, traction control and intuitive suspension. This is an important distinction because the BMW R1200GS (especially the GSA) is more of an adventure/enduro hybrid with its higher ground clearance and longer suspension travel.

Enjoying some California Gravel on the Super Tenere

The Super is also an overall smaller bike and is sized for riders under six foot. And, last but not least, the handling and control of the Super is heavily influenced by its innovative computer control system—by itself giving the Super completely different riding characteristics from any other machine. Although it is clear that Yamaha took some of its cues from other great bikes, their design philosophy is pure and new enough to, in my opinion, allow the Super to stand on its own.

ERGONOMICS

One of the Super’s features is that it’s made to order for those who are less than six feet tall. In fact we asked several medium-height adventure biker friends (both guys and gals) to plunk down in the saddle and there was uniform surprise that an adventure bike actually fit them comfortably.

Likewise, it’s a well-balanced machine, not top-heavy at all. The height-adjustable stock saddle is wide and flat, taking eight-hour days without a problem—with a removable passenger seat for extending the luggage rack. The windshield was efficient, although a little small; some riders may prefer more coverage. The controls, complete with handguards and dual-temperature heated grips, added extra safety and comfort to the cold mountain regions we rode. The digital instrument panel, especially the MPH gauge and the turning indicators, is huge and unusually easy-to-see in bright daylight. A six-gallon gas tank not only lengthens distances between pumps, but is carved to fit the knees and shield them from wind and flying debris. I was also surprised by the quietness of the driveshaft and the engine—especially noticeable on a smooth highway where literally all you hear is the sound of the tires against the road.

BRAKING AND STABILITY

The Super comes with dual brake systems—ABS and a Unified Braking System (front brake operates both front and back brakes)—plus Traction Control. Along with the user-selectable driving modes, these systems work together to help hold the bike on the road. However, this system takes a little getting accustomed to, and depending upon the driving mode can be quite noticeable. But once you’re familiar, the bike takes on a sure-footed “cat on a carpet” quality.

Some of the off-road guys have complained that the ABS cannot be turned off. But it seems that this wasn’t accidental, and that the engineers did a lot of rethinking about how a bike could respond in dirt, mud and gravel with a fully integrated computer system. Read on….

COMPUTER ASSIST

In addition to the braking and Traction Control systems, the Super also has an integrated computer-assisted selection of user-selectable modes. BMW has been experimenting with their systems for several years, but the Yamaha has its own take on how this comes together. Unlike BMW, where computer assist is optional, with the Super its standard equipment, and integral to the bike’s design.

Here’s the way it works. The Drive mode selections are: T (Touring) or S (Sports). These modes change the general driving characteristics with a given feel of their namesakes. In addition to T or S, you may also select from one of three Traction Control modes: 1, 2 or OFF… where “1” is “ON” (default), “2” gives the TCS a more sporty feel, and “OFF” shuts the Traction Control system down. All of these modes work in conjunction with the Drive modes, but must be manually set when you fire up the bike and do not return to their last setting when switched off and then on again.

During the week I road tested the bike, I frequently experimented with these modes and found that they do indeed effect major changes to the way the bike accelerates, brakes and handles on various road surfaces. I believe these modes are why Yamaha’s engineers elected to not have an “OFF” switch for their ABS. Off-road, the Super does not respond in the same way as bikes without ABS, or with the option to turn ABS off. Therefore, if you are an experienced off-roader then the Super’s system may require some trial and error to gain the proper feel… but who knows? You may prefer the Super’s computer assist.

AFTER-MARKET

One of the very cool things about the Super is that companies like Touratech and AltRider have been busy with after-market accessories and upgrades. And for the Super, that basically means improved armor and luggage systems. We recently spent some time with the guys from AltRider and they were kind enough to walk us through their extensive list of innovative bolt-ons. If I was planning an extensive trip with the Super, I’d order the lot. Superb quality, extremely rugged, and good-looking custom components provide added insurance that your beefed-up machine will endure the expected punishment.

ALTRIDER ADD-ONS

The folks at AltRider discovered a couple of potential snags with the stock rear brake master cylinder guard and the universal joint guard. AltRider’s improved designs prevent the rider’s pants from accidentally becoming lodged between the guards and the frame.
AltRider’s improved crash bars. They’re super-strong, like all of the AltRider bolt-ons. Made of stainless steel (less corrosion), and are quite a bit higher and more protective than stock.

Another “must” modification is the AltRider side stand foot extension. Its wider surface makes using the side stand in sand or other soft surfaces a lot more stable.

SUSPENSION

Short of conducting a rigorous torture test, I was quite pleased with how efficiently the Super handled various surfaces—even when loaded down with luggage, as was 90% of the riding. There are standard suspension adjustments, but I never felt a need to fiddle with them. Very nice.

LUGGAGE

Optional accessories are Yamaha’s top box and panniers, made specifically for the Super. Although I’m sure that they are fine for city use, or non-off-road touring, they seem to have been designed for overnight traveler’s luggage rather than adventure motorcycling. The basic problem is that their construction is heavy and non-flexible plastic (with cosmetic aluminum cover panels). The attachment system is complex and persnickety, with an overly delicate locking mechanism that I cannot see holding up in harsh conditions. It’s unlikely these panniers would survive a single spill. Instead, I’d turn to the tried and true offerings of Touratech, Trax, etc., for something more suitable. Their offerings are light-weight, customizable, allow for maximum storage, and can be pounded back into shape after the bike has been dropped. And heck, they provide more room to plaster with stickers, too! Yamaha-Motor.com

SUPER TENERE TECH SPECS

OTHER NOTABLE FEATURES

Click to enlarge image gallery1.jpg

• 
• 
• 
•