cruise control x adv

• Boon Siew Honda

Test ride: Honda X-ADV

What do you get when you package together the twist-and-go ease of a scooter and the go-anywhere rideablity of a dual-sport adventure bike? Essentially, that’s what the Honda X-ADV really is.

Unveiled during EICMA 2016, this hybrid of a scooter and adventure dual-sport bike caused quite a stir. By merging the qualities of two different bikes, it appeared as if Honda had set out to create a machine that could theoretically do it all.

We decided to find out first hand by taking one on test and, by chance, we were able to sample it for a considerable amount of time – nearly 10 days. At the end, we still weren’t able to conclusively decide on what it really is. What’s certain though is that this is one rather fun and versatile bike indeed.

On the surface, the X-ADV is neither pretty nor ugly. ‘Futuristic’ and ‘Rugged’ were the most common terms we’ve received from most onlookers who came for a closer look. Some may argue this is far from pretty, but we’ll leave this subjective area for you to gauge...

Notable here are the neat and modern full-LED lighting all around. There’s also off-road-esque spoked 17-inch front and 15-inch rear wheels, rugged handlebar guards, our tester’s premium Grand Prix Red colourway option, gold-finished front forks and handlebar, as well as the two-tone seat colourway.

As we legged on over into the X-ADV’s 820mm-tall seat, things felt pretty good here initially. There’s an informative digital LCD instrument display panel present, not forgetting the intuitively placed controls, a large adjustable windscreen, as well as the novel Honda Smart Key keyless ignition feature.

Thumb the start button and there’s a nice surprise in the form of a sweet V-twin-like soundtrack resonating out of the X-ADV’s stock Euro 4-compliant pipe.

The confusion gets real once we grasp the process of getting the X-ADV going. Unlike, a typical scooter, the X-ADV doesn’t employ a twist-and-go belt-driven CVT automatic. Instead, it’s primed with Honda’s proprietary automatic six-speed dual-clutch transmission (DCT) and chain-drive setup. Just thumb the shifter button on the right into ‘D’ and the X-ADV is ready to go.

Right off the bat, the torque-rich nature of the X-ADV’s heart becomes clear through its direct and sharp throttle response. It took a little getting used to, but there’s no hiding that this bike’s liquid-cooled 745cc parallel-twin heart with a 270-degree crank mounted underneath is a gem.

The mill decently outputs 54hp and 68Nm of twist, the latter being made available from down low and well into the mid rev ranges. It easily gets the X-ADV’s claimed 238kg kerb bulk going rapidly, and that’s even before we toggled the throttle into Sport mode.

If you haven’t ridden any DCT-equipped Honda bike, then you really should get around to savouring it. Honda’s the only bike maker that employs this transmission type in bikes, with many hailing it as a marvel thanks to its flawlessly smooth and precise operation. The unit primed in the X-ADV is no exception.

For those wanting a little more control, a manual override mode is present, as well as the ‘+’ and ‘-’ buttons mounted on the left of the bar. This is useful when you need to go down a gear or two for overtaking sprints, or for when you go off road as well. Adding to the latter is the fact that there’s no clutch lever to manage.

Speaking of which, the X-ADV was indeed designed and built with off-road riding in mind. This explains the presence of high-travel suspension front and aft, as well as the dual-sport tyres shod on those aforementioned spoked wheels too. Couple that with the decent ground clearance present and the X-ADV is ready for some fun in the rough.

The only thing missing here is a cruise control suite, which would add to the X-ADV’s touring credentials.

Seasoned off-road riders will argue about said ground clearance, more so about standing on floorboards. Adding to this is the absence of a traditional fuel tank to pin in between your legs whilst riding standing up. Nevertheless, this peppy hybrid of a bike can still tackle terrains should you master its ergonomics.

For those who prefer staying on the black top, the bonus lie in how comfortably the X-ADV rides, all thanks to both the high-travel suspension mentioned earlier and adequate wind protection present. The only thing missing here is a cruise control suite, which would add to the X-ADV’s touring credentials.

Surprisingly good here too is the X-ADV’s agility on road. The lean angles this so called scooter is able to command on a typical B-road corner-carving jaunt is unbelievable to say the least, and will be quite the joy for any avid weekend warrior.

Are there any quirks? Just a few, but one annoyance stands out most. This is one rather large bike with a long wheelbase, meaning manoeuvering it in and out of tight bike parking lots found in most shopping malls will be a stressful affair.

But that’s no deal-breaker considering how well endowed the X-ADV is for daily commutes. There’s a practical and handy 21-litre under-seat storage bin that also features a 12-volt charging socket, as well as both a side and centre-stand. The presence of a dual-channel ABS suite and multi-level traction control adds peace of mind too.

Though plenty of other twist-and-go maxi-scooters beg to differ in terms of both performance and price, the X-ADV’s added ability to go into an actual jungle trumps them all. Let’s also not forget the DCT box it boasts too, which arguably deliver a better and more versatile riding experience.

We’ll agree that the RM65,499 base price figure the X-ADV as featured commands is undeniably steep. At that price, you could get full-fledged dual-sports machines instead. But the X-ADV is an easier bike to ride overall, and will deliver just as much fun as said alternatives would.

Is this the ‘jack of all trades’ as far as bikes are concerned? No, not really, but it sure is pretty close to it.

Very expensive, but is very versatile, surprisingly fun and very easy to ride.

BMW C650 Sport

Pricier, but has CVT and can’t go off-road

Former DJ. Driver, rider & word-stringer. #FuelledByThoriq

HONDA X-ADV (2017 - 2021) Review

• An adventure scooter
• DCT-equipped, with tall ride height
• Honda build quality, low running costs

At a glance

Overall rating.

The Honda X-ADV scooter has been a surprise success. Since its launch in 2017, over 7500 have been sold throughout Europe. Its funky look, practicality and fuel economy have made it a popular choice for all types of riders looking for a do-anything mode of transport that’s a little bit different.

• Related: How the Honda X-ADV went from concept to reality
• Related: Best automatic motorbikes

Billed as an adventure scooter, Honda claim the X-ADV has off-road credentials, but with small wheels (17in front and 15in rear), minimal ground clearance and huge weight, its off-road abilities are seriously limited.

Where is does excel is its ability to tackle any type of road riding without fuss, while offering good fuel economy and decent weather protection.

Honda X-ADV updates for 2018

The X-ADV has undergone changes for 2018 largely centered around electronics and rider aids. The latest model features Honda Selectable Torque Control (HSTC) which is Honda’s torque/traction control.

There are two settings to choose from with default level two designed for road use, and with level one designed for off-road use and allows the rear wheel to spin more. You can also easily switch the torque/traction control off completely.

The 2018 version’s engine has also been given a 900rpm boost with the redline now at 7,500rpm meaning there are more revs to play with in each gear.

There is also a G (Gravel) button designed for off-road riding that gives additional engine braking, especially useful when going down hill off-road. It is the same system used on the Honda Africa Twin DCT models.

This bike was replaced by the 2021 Honda X-ADV .

Ride quality & brakes

Despite the weighing 238kg the scooter handles well with neutral, balanced handling characteristics making light work of fast cornering. In fact, the X-ADV was incredibly easy to ride through the tight and twisty mountain roads of Sardinia.

Just sit back, get comfy and the X-ADV will go where you want it to - at no point do you have to wrestle it or put all your weight through a footboard to get it to turn. The tall stance of the X-ADV also meant there were no ground clearance issues, so you can really hustle through the corners. The suspension copes well with all but the harshest of bumps, and the brakes are strong and progressive.

The X-ADV is based on Honda's Integra, using the same 745cc parallel twin engine also found in the NC series. As a result the X-ADV produces 53bhp and uses Honda's Dual Clutch Transmission (DCT) system. There are two modes; Drive and Sport. Drive offers smooth predictable, power while Sport mode sharpens the throttle response and holds gears longer before changing up.

On top of these two modes you can also select gears manually using two buttons on the left handlebar. You can do this with the bike in automatic or manual mode, although in manual mode I found myself constantly hitting the rev limiter due to the X-ADV's short rev range. It felt much more natural to keep the bike in automatic mode and prod the gear change buttons whenever I felt necessary. The engine doesn't blow you away, but it offers brisk acceleration and is fun to fire out of corners.

Reliability & build quality

Honda has a legendary reputation for reliability and the NC-range of engines are incredibly under-stressed, so we can't imagine there'll be any reliability issues with the X-ADV.

We've got two Honda X-ADV owners' reviews on the site, with an overall score of 4.5 stars out of 5. There aren't any negative comments to refer to, though.

Value vs rivals

There's no getting away from the fact that the Honda X-ADV is an expensive piece of kit, but it's no more expensive than the maxi-scooter competition, and it's got an extra layer of fun compared to most of them.

At £9,599 when launched it was firmly in the territory of 'proper' adventure bikes such as the BMW F800GS and Suzuki V-Strom 1000 , although in reality Honda's X-ADV is a very different proposition to any adventure bike.

With claimed economy of over 75mpg, it’s certainly frugal despite offering good performance. With its 13 litre fuel tank it has a theoretical range of well over 200 miles.

The 2018 models come in five different colours – Matt Bullet Silver, Matt Pearl Glare White, Grand Prix Red, Candy Chromosphere Red and Digital Silver Metallic. These all cost £9,959.

ABS is standard, but there's no traction control on the X-ADV. The screen is adjustable, although tricky to operate on the move. You can just about fit a full face helmet under the seat, and the handguards will be a welcome addition in winter, plus they look cool. The huge dash is easy to read and provides plenty of information.

Changes for 2018 include two-stage traction control which is easily adjusted via a simple switch and can be turned off. It works well.

Model history & versions

Model history.

• 2017: Model introduced
• 2018: Minor updates to X-ADV

MCN Long term test reports

MCN Fleet: Waiting for the adventure to begin!

I first saw the Honda X-ADV in the flesh at the Carole Nash MCN London Motorcycle Show in February, it was swamped by interested punters and I was at the front of the queue itching to have a closer look. It’s an intriguing bike, designed by the same team as the Africa Twin it’s definitely got a rugg …

Owners' reviews for the HONDA X-ADV (2017 - 2021)

11 owners have reviewed their HONDA X-ADV (2017 - 2021) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.

Review your HONDA X-ADV (2017 - 2021)

There's no such thing as a perfect bike so I can't give it 5 out of 5. Apart from this bike I have a 2005 R1 and of the two the Honda get's WAY more use. Why? Because in all honesty most of the trips I take are practical things - like shopping and taking the dog for a walk. Well the dog fits in a basket on the Honda (that 'scooter' gap between your legs - they make bags that fit in there and the dog sits in that) - so he can come with. And shopping is so easy you just chuck stuff under the seat whereas with the R1 you have to strap stuff on. OK so the power is 1/3 - but the fact is you just can't use the R1 on any roads - 80mph in first gear? Hello. So the X-adv has only 56bhp - that's more than enough.

No issues so far - bought second hand with 16K on the clock - now done 1000 miles (in a couple of months) - everything works perfecly.

Buying experience: Bought off a private seller.

It’s a very niche machine, with basically no competition. But in reality it’s a fantastic bike!It has the looks, practicality and performance to do the every day with complete ease. But without being mundane, like the NC750.Sure it’s a bit expensive, but it’s a faithful machine that has your back at every turn!

Brakes offer the power with ease, sure they are not going to deliver razor sharp feed back though.Comfort is great, with a good size range for 90% of people. Engine is smooth and with zero hesitation from the DCT. Ride quality is good, with its porky weight dealt with without much fuss.

It’s Not going to win the GP… But it’s buttery smooth torque curve and linear power delivery will win on British roads.

Erm…. It’s a Honda…..Zero problems with build quality or reliability.

It’s a little pricey to buy, but the fun factor soon puts that worry to bed. Servicing and up keep is on par with most other bikes at 700cc

Well it has just about everything you could need, just missing an espresso maker..

Highly recommended. Put it in drive and enjoy excellent mpg, put it in sport and it's a beast. Comfortable and dependable. Such a flexible bike good over the bumps and general poor roads - just does a good job

At last MoT the tester commented that the readings on the machine were the best he had ever seen. I guess the brakes are quite good, but seeing as my previous bike was a Kawasaki KH250 it's not a good comparison. Riding is quite good but I find the seat does give a numb backside after, say an hour, which appears to be a common complaint. Having running boards this does allow you to move around on the bike so not cramped at all.

It's got DCT which makes life extremely easy. DCT does seem a little clunky at times which probably means it needs a reset. Engine is a 270 degree crank which makes for a distinct noise but is a little gruff for me and vibrates . However, it just proves it's a motorbike not a scooter especially with chain drive too.

Excellent build quality, no faults to date.

Service bike myself, seems easy enough. Running costs are reasonable with 70 mpg being absolute lowest as I've seen over 100mpg on certain runs.

Missing a temperature gauge and fuel remaining (mileage to refuelling ) on dash. Dash is good with speedo being dominant large numbers. Don't know why a calendar is included on dash - maybe for when old age reallly bites?Adjustable screen is great, up in winter and down in summer. Rides like a good old fashioned naked bike with screen down.

Buying experience: Bought from dealer a year ago (2021). Had 2200 on clock, now 4000 so have done 1800 miles in the year. Paid £7495 as bike had Oxford hot-grips and a Honda carrier and box. Happy with this

Best features, ride quality, ease of riding. Worst features, uncomfortable when using footboards, difficult to mount and dismount.

Smooth, grunty engine with lovely sounding exhaust Excellent comfort from the seat Good windscreen with no buffering

78mpg average

Just had minor Honda yearly service so far

No cruise control or heated grips

Annual servicing cost: £168

Amazing machine for big miles!! Installed the optional footpeges not for off road, but for miles, and it transformed my touring completely! I do not know any other bike you can ride feet forward to upright/slightly backwards and anything in between, and this is before I mention the fuel economy! I have other, some say more exciting bikes, but for touring or commuting the X-ADV is unbeatable.

Very comfortable ride and brakes are top quality. I do not expect sportbike handling from this heavy automatic machine, but it does not handle like a scooter either.

It would benefit from a supercharger. Not quite as exciting as my other bikes but torque is plentiful, and this is what you really need for town and touring.

Build quality is superb, all components are top drawer and feel premium, no issues whatsoever.

Yes, it is based on NC750 so you expect (and you get) excellent running costs. Servicing is very reasonable, and fuel is consumed only just.

I installed Honda heated grips, touring screen, "weather flaps", spot lights, Michelin Road 4 tyres and full Givi luggage system. Now it makes sense as a touring bike. I would expect at least heated grips as standard for this kind of money, but alas, it was all extra.

Buying experience: Bought from Hatfields of Crowthorne - they are very friendly people!

Version: New x-adv

The ride and handling and gear ratio works very well

As extra wheel base very good on uneven surfaces and bumps do not get the jolt that used to happen on nc750x brakes are good Linked so no real dive under braking Turning is good do not feel the weight By fitting the break on left hand side make control very with the DCT also the new seat make it easy to put feet down Getting on and off bike suggest putting foot on running board then can put foot through

With the extra power and gearing on DCT and engine management great for getting around town and relaxing the motorway and with auto Box all you need to do is look where your going And can get a good setting on screen easy control

Looks like very good and panels join line up no rubbing of rattle from bike

Was not sure about sitting position and foot position now done 400 miles is working out ok only which, they had fitted the foot pegs as standard as show on photo and review

Equipment. Was good only negative was why have they not fitted correct software so I can use my I phone and not fitted foot pegs for standing up as photo in review

Buying experience: Was very good from doubles getting the bike ready

Version: 745xadv 21

When i picked the bike up from the dealership for the first time its was a lot Better ride than i was expecting it goes round the twistys quite well lovely bike to ride Very Comfortable riding position heated grips and cruise control should have been standard on this type of bike Honda have mist a trick here Honda genuine accessories are way to expensive But dont let that put you off the bike There's Plenty of after market stuff available to buy a lot cheaper for the adv

It Goes a lot better than you think That dct gearbox is a peach I'm getting 71mpg avg so far not bad at all

Really like it so far pleased i bought one time will tell in the next review

Buying experience: Dealership

This is a motorcycle for everyday riders. If you want, comfort, weather protection, carrying ability, great handling, great brakes, fantastic fuel economy, easy to clean, easy to fuel, keyless, sounds great, great head lights this bike has no equal. The DCT is fun to use, forget manual, leave in drive and overuse to either use more engine braking or a brisk overtake. Swap to sport maybe, it's a button press! This bike only limitation is that it's tall.

XADV expensive? Go ride one, the ride quality is really good, much better that anything else in the NC range. Honda spent some proper money on the suspension. The brakes are radial calipers from the Africa Twin, the brake pads are simple to change and they work very well. Comfort is great, I have the off-road pegs also do lots of options for feet position. I can ride all day and still feel fine.

750 twin, 270 crank, sounds fine! Only 54bhp but torque everywhere. The DCT is programmed really well, not much beats you off the line. Ultimately 54bhp and 235kg means that top speed is around 100mph (Speedo says 110mph+) but you can cruise at 90mph and still get 60mpg.

Scooters and this are expensive? There's a good reason, they're designed to be used everyday. They don't need a heated garage and pampering. They don't corrode, are easy to clean, easy to maintain, this bike comes with a centre stand, screen that works, hand guards that are all extra on other bikes.

It's a twin with a single throttle body and a low low limit. Servicing is cheap and easy.

Comes with hand guards, centre stand, good screen, great mirrors, great instruments, ace switch gear, big grab rails. Mine came with the Honda heated grips, which I use ALL the time. I fitted aftermarket off-road pegs also. Tyre choice is limited, Bridgestone or Pirelli primarily, but they are both great so no problem?

Buying experience: Bought mine with 2k miles for £7199. An absolute bargain? From a dealer Thunderroad, two shops in Wales, both brilliant, one in England I haven't been too.

It´s the best bike to do everything!

Never owned anything that provides so much joy day in day out. The only reason for no 5th star is Honda's missed trick of using a belt final drive instead of a chain. Should be on all of their NC range.

Very comfortable around town with a brilliant adjustable screen for faster roads. Good quality running gear and great brakes make it feel modern and safe. Feels like a step forward compared to the current crop of scooters.

I love the lazy power delivery of the NCs. If you're into high revving sports bikes you won't like it but as an everyday steed it's a perfect power delivery... smooth but with some character, punchy with very little effort, and frugal without even trying to be. The multi mode DCT gearbox is what attracted me to the NC range to begin with. It is brilliant on the X-ADV and really suits the use the bike will be put to. Much nicer to ride than a CVT scooter.

Early days for the X-ADV yet but the platform it's built on is bullet proof. The X-ADV looks and feels like a step up in quality compared to the other NCs.

Great on fuel. (80mpg with a not especially steady hand). Expensive to buy initially but it's a do-anything, go most places bike and makes you feel a bit special as it's such a rare sight on the road. Combine that with its premium feel and suddenly it's good value. Much more fun that the premium scooters, which are more expensive.

Nice all round standard spec but add Honda's heated grips (which are integrated into the dash display) and a rear rack/box (not Honda's standard 'adventure' style box... I've fitted a Givi rack with a 52 litre Maxia box) and you have what I think is the perfect all round bike... ride it every day of the year to work like a scooter, tour on it at sensible speeds like a conventional motor bike, and have fun at the weekends... it'll do everything but don't expect a track day bike if that's your thing. A belt drive instead of a chain would make it perfect for me and I've never come close to saying that about any bike previously.

Buying experience: Bought brand new on a PCP for the advertised price but with a £750 Honda contribution to the finance, which makes it almost 0% over 3 years. Added Honda heated grips, wind deflectors and fancy foot plates and later fitted the Givi rack to accommodate my Givi box, which is much better looking and performing than the standard square Honda box.

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2021 Honda X-ADV gets more power, a new gearbox, and fresh styling

The 2021 Honda X-ADV has been given a significant update including a revised Euro5 engine, and updated styling to name just a few of the changes

THE Honda X-ADV has been forging its own off-road path in the motorcycle world since its launch in 2016. Taking the DCT-equipped NC750 as a base and adding a significant dose of Africa Twin DNA, and Honda had created the adventure scooter segment.

2021 Honda X-ADV reveal, specs, features, and details

For 2021, the X-ADV goes through its most extreme update since introduction, with Honda’s engineers using the incoming Euro5 regulations as the chance to give the bike a bit of a spruce up.

2021 Honda X-ADV engine updates

• Euro5 compliant engine
• 4 bhp power increase
• Broader torque spread

The results have come about from revising the valve timing by just 5% which interestingly differs between the two-cylinders. The engine now features a revised exhaust and inlet also, which together with the valve timing help it to produce the new claimed output. Honda is also claiming that the new unit holds on to its torque for longer than the previous generation engine.

Electronics and equipment

• 5” full colour TFT
• Honda Smartphone Voice Control System
• Revised HSTC
• Improved DCT shifting schedules

The 2021 version gains some neat updates to the electronics, with the ride-by-wire throttle now governing Honda Selectable Torque Control (HSTC) and allowing for finer control of the traction control system. The system now also works across three levels of intervention as opposed to two on the previous generation. Level 1 is the minimum intervention level and allows some wheel slip, gravel riding. Level 2 is for general riding, and Level 1 is for maximum intervention while riding in slippery conditions. The HSTC can also be switched off altogether.

The DCT system has also been given a once over for 2021, with the shifting schedules being updated and now linking them to specific riding modes – there is also a User riding mode that allows the rider to choose any shifting schedule and HSTC level.

Styling and ergonomics

• Revised styling with a new chiselled appearance
• Restyled headlights and LED DRLs
• Contoured seat to make ground reach easier
• 5 position adjustable screen

The look of the 2021 bike may look the same as before but dig a little deeper and the bike has been significantly updated. The styling may be the same, but the execution is much sleeker and more modern than before.

The restyled headlights now feature LED DRLs running down the middle of the lens and pretty much all of the bike’s exterior panels have been reshaped or restyled.

One aspect of the new bike that should make the model more accessible to those of a shorter disposition (I’m talking to me!) is the introduction of a re-styled seat. It’s still 820mm in height but the sides have been contoured to make reaching the ground a little bit easier. The screen of the bike is now adjustable through five positions without the need to use any tools.

• 1kg lighter than before
• Improved under-seat storage
• Overall weight of the X-ADV reduced by 3kg

The 2021 Honda X-ADV gains an updated frame, boasting less weight and improved space for things like the under-seat storage area. The frame itself is 1kg lighter than before, something that is helping the latest version of the bike achieve an all-up weight 236kg, 3kg less than before.

2021 Honda X-ADV spec

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2021 Honda X-ADV 750

Discussion in ' Battle Scooters ' started by 16873 , Nov 10, 2020 .

16873 Long timer

ClearwaterBMW The Examiner Supporter

of course the 2021 NC750X was announced today as well... the FRATERNAL TWIN BROTHER to the 2021 X-ADV HOWEVER... you X-ADV gets the AFRICA TWIN-LIKE TFT.... and the more expensive NC750X just gets a redesigned LCD (at least without the horrible unreadable reverse LCD Honda has given us on the TRAIL/CT125, Monkey, ADV 150, etc thanks for the video YOU linked here love the one of both of them, too:

ebrabaek Long timer

I really wish this would arrive in the States. I dont even know what they'd run..... but I'm quite sure I'd get one......like.... right now.

ebrabaek said: ↑ I really wish this would arrive in the States. I donr even know what they'd run..... but I'm quite sure I'd get one......like.... right now. Click to expand...

another video: i'd buy one today without a doubt

Blue&Yellow but orange inside...

Honda certainly are bringing the fight to Yamaha. SH350i, Forza 350, Forza 750, updated X-Adv 750. Might just be the strongest maxi-scooter line-up in the business.

Blue&Yellow said: ↑ Honda certainly are bringing the fight to Yamaha. SH350i, Forza 350, Forza 750, updated X-Adv 750. Might just be the strongest maxi-scooter line-up in the business. Click to expand...

Banksy Been here awhile

Think this could replace my Crosstourer!

DRO4 Been here awhile

ClearwaterBMW said: ↑ and the more expensive NC750X just gets a redesigned LCD Click to expand...

kpinvt OLDnSLO

ebrabaek said: ↑ I really wish this would arrive in the States. I dont even know what they'd run..... but I'm quite sure I'd get one......like.... right now. Click to expand...

Wodger63 Long timer

DRO4 said: ↑ The NC750X is much cheaper than the X-ADV Currently the newly redesigned X-ADV retails for 12,490 EUR (MSRP) or cca. 14,695 USD and the NC750X (DCT version) retails for half the price. Click to expand...

kpinvt said: ↑ It would be about $13,000+ US. No way would a US dealer have something that expensive that also looks like a scooter sitting on their showroom floor. Click to expand...

CbDude Been here awhile

Always have loved the xadv, wish it was in the states too

Don't fret too much. I've ridden the X-Adv, it's cool but it's not without its problems either. The foremost of them is it being very heavy at around 525 pounds, and unlike a lot of scooters this one actually carries the weight higher than most. So it may look like an agile dirt bike scooter... but it doesn't feel very agile when on the move. It handles well enough, in typical Honda fashion. Much more like a motorbike than a scooter in the corners. Just that it handles like a very heavy and not so agile or fast motorbike. Those 55 something horses might sound like a lot for a scooter, but there's also a lot of heft to propel. And that weight and 17-inch front and lack of support for your knees isn't exactly off-road friendly. It's off-road friendly in the same way that a BMW 1250GS (plastics, expensive) or V-Strom 1000 (Heavy, crap suspension) is off-road friendly. You're not going to want to take it anywhere serious, bumpy gravel roads and a grassy field tops. But almost any bike can do that if we're being honest. So if you have some kind of dream about sipping around town and then riding off into the desert exploring.. there are better bikes for that. Essentially when I ride the X-Adv to me it feels like I'm on a slow and heavy motorbike rather than a fast and fun agile scooter... and for me that's a problem and it makes it boring. I've had way more fun riding my X-Max or a GTS 300 than I did riding the X-Adv. And also for that kind of money I'd rather have an X-Max / GTS300 AND a Honda CRF250L / DRZ 400. I predict the Forza 750 will be a better machine overall, it's not going to pretend to be an off-road machine and so it's going to be less compromised. It's still going to be pretty heavy but it's going to carry the weight lower. Long story short, if you want a dirt machine buy a dirt machine. Nothing over 400 pounds is a suitable dirt machine imho. And if you want a really good scooter look closer at the upcoming Forza 750 instead.

Blue&Yellow said: ↑ Don't fret too much. I've ridden the X-Adv, it's cool but it's not without its problems either. The foremost of them is it being very heavy at around 525 pounds, and unlike a lot of scooters this one actually carries the weight higher than most. So it may look like an agile dirt bike scooter... but it doesn't feel very agile when on the move. It handles well enough, in typical Honda fashion. Much more like a motorbike than a scooter in the corners. Just that it handles like a very heavy and not so agile or fast motorbike. Those 55 something horses might sound like a lot for a scooter, but there's also a lot of heft to propel. And that weight and 17-inch front and lack of support for your knees isn't exactly off-road friendly. It's off-road friendly in the same way that a BMW 1250GS (plastics, expensive) or V-Strom 1000 (Heavy, crap suspension) is off-road friendly. You're not going to want to take it anywhere serious, bumpy gravel roads and a grassy field tops. But almost any bike can do that if we're being honest. So if you have some kind of dream about sipping around town and then riding off into the desert exploring.. there are better bikes for that. Essentially when I ride the X-Adv to me it feels like I'm on a slow and heavy motorbike rather than a fast and fun, agile scooter... and for me that's a problem and it makes it boring. I've had way more fun riding my X-Max or a GTS 300 than I did riding the X-Adv. And also for that kind of money I'd rather have an X-Max / GTS300 AND a Honda CRF250L / DRZ 400. I predict the Forza 750 will be a better machine overall, it's not going to pretend to be an off-road machine and so it's going to be less compromised. It's still going to be pretty heavy but it's going to carry the weight lower. Long story short, if you want a dirt machine buy a dirt machine. Nothing over 400 pounds is a suitable dirt machine imho. And if you want a really good scooter look closer at the upcoming Forza 750 instead. Click to expand...

ClearwaterBMW said: ↑ still thinking about the 2021 NC750X... which IS coming to the US but, for the life of me i cannot think of how it is better FOR ME..... than my XMAX 300... Click to expand...

Blue&Yellow said: ↑ The NC750X is probably one of the best overall motorcycles on the market, very reliable, good price, economic to run, practical helmet storage etc. When the NC700 launched in 2012 it was arguably one of the most revolutionary motorcycles that Honda ever developed, and that's saying something. It didn't look very revolutionary on the outside but it was underneath. Half a car engine for maximum fuel efficiency and reliability, DCT, gas tank under seat, linked ABS brakes, helmet storage in "tank" etc. And for the price the finish and quality was outstanding, a lot of other manufacturers were scratching their heads. The NC range of motorcycles however aren't the kind of bikes to set your world on fire, they're very far from something like a Speed Triple or KTM 690 which get your adrenaline pumping. But the NC750 is an extremely solid and reliable workhorse, I've seen several examples with +30000 miles on the ODO used for touring and the owners all seem very happy with it. It's the kind of bike you buy and forget about and then let the journey speak for itself. It used to be that people bought the GS1150 for touring because it was reliable and practical, I think many of those same very experienced touring riders have switched to the NC750X.. I can't promise that the NC750X would be any more "fun" than an X-Max or GTS300, depends what you use it for I guess. In your case I'd probably only consider a NC750X if you plan to do more long distance riding, that's where it really shines. Around town and on journeys below 60mph and less than say 60 miles I don't see any real reason not to stick with your scooters. A GTS 300 is arguably more fun around town than almost anything this side of a pure Supermoto. Click to expand...

ClearwaterBMW said: ↑ it was very kind of you to take the time to explain all of those things to me.... very much appreciated Click to expand...

Blue&Yellow said: ↑ Well, I'm not sure how much explaining you need but in case anyone cares about my opinions I'm here to offer them You could also check out the Kymco AK550, it's a quite fun and capable maxiscooter without the price tag of the T-Max. I like the engine on that one more than the one in the T-Max. And there's always the T-Max.. expensive but good. And there's the BMW C650 Sport, can be hard to find and I haven't ridden it but looks interesting to be sure. Although I tend to not like BMW servicing and owners cost. Are we off topic yet? Yeah, sorry about that.. Click to expand...

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The Best Adventure Motorcycles for 2023: Ride Everywhere

Looking to buy a motorcycle for on- and off-road riding, or long-distance travel? Fortunately, there are many choices. Our list showcases 18 of the best adventure motorcycles on the U.S. market for 2023.

The adventure or “ADV” segment of the motorcycle industry is thriving, and the selection just keeps growing. Regardless of your preferences, skill level, or budget, you will likely find something to scratch your itch for adventure riding within the ever-expanding ADV bike lineup.

To be considered an “adventure” motorcycle we’re talking street legal, off-road capable, and comfortable to ride for long distances.

Adventure bikes inherently strive to offer equally good performance, handling, and comfort both on- and off-road. This is a complicated balance to strike, and there tend to be concessions one way or another. Choosing the best adventure motorcycle really means figuring out what qualities are most important to you.

This is not an exhaustive list of all bikes that meet those general criteria or could be made to meet them with after-market upgrades. Instead, we chose these tried-and-true adventure motorcycles that come from the factory ready for long-distance riding. 

18 Best Adventure Motorcycles for 2023

Here’s our list of the Best Adventure Motorcycles for 2023, in order of displacement — from smallest to largest.

Suzuki V-Strom 650, XT & XT Adventure

Aprilia tuareg 660 adventure, yamaha ténéré 700, bmw f 750 gs, suzuki v-strom 800de & de adventure, bmw f 850 gs & gs adventure, moto guzzi v85tt & v85tt adventure, ktm 890 adventure & adventure r, triumph tiger 900 gt & rally, husqvarna norden 901, ducati desertx, suzuki v-strom 1050, de & de adventure, honda crf1100l africa twin, ducati multistrada v4 rally, yamaha super ténéré 1200 es, triumph tiger 1200 gt & rally, bmw r 1250 gs & gs adventure, ktm 1290 super adventure s & r.

• Base price $9,104-10,799
• Engine 645cc V-twin
• Power 70 hp
• Wet weight 476 lbs.
• Fuel capacity 5.3 gal.
• Tire size 19”/17”

The V-Strom line offers new or budget-conscience adventure riders an affordable way to explore the world on a legendary V-twin. Well known for being reliable, versatile, and inexpensive, the 650 platform is a great way to join the fast-growing sport of adventure motorcycle riding.

Differences in the models are small but important. The standard V-Strom 650 (shown) comes with 10-spoke cast wheels with tubeless tires, while the XT model has spoke-style wheels with tubeless tires, hand guards, and a protective lower engine cowl.

The 650XT Adventure comes with everything the XT does in addition to a rugged accessory bar and 37L quick-release aluminum panniers. Depending on your riding style, goals, and budget, the 650 may be all the bike you’ll need.

If you can afford a bit more, budget adventure riders can now get a more purpose-built bike for their money with the new 800DE model.

• Base price $12,299-12,699
• Engine 659cc parallel twin
• Power 79 hp
• Wet weight 450 lbs.
• Fuel capacity 4.7 gal.
• Tire size 21”/18”

Aprilia, having just joined the adventure motorcycle scene last year, no changes have been announced for the Tuareg 660 for 2023. Aprilia has done a good job offering a compelling new ADV bike at a reasonable price.

At only 450 pounds wet, the Tuareg is nicely placed at the smaller end of the mid-weight options. The suspension has a whopping 9.4 inches of travel in both the front and rear, giving it one of the highest ranges of suspension travel in its class.

Fuel is carried low, having a big impact on how the bike handles and making it relatively easy to pick up for a bike this size. There are tons of unique, well-thought-out features to discover if you take the time to research this bike thoroughly.

For the many folks struggling to find a Ténéré 700 or who are thinking about paying over MSRP to get one, the Tuareg deserves consideration. 

• Base price $10,499
• Engine 689cc parallel twin
• Power 74 hp
• Wet weight 452 lbs.
• Fuel capacity 4.2 gal.

The Ténéré 700, or “T7,” has enjoyed a huge following since conception. Unfortunately, Yamaha has not been able to keep up with demand. If you can manage to find one, it is indeed a special bike worthy of the accolades it has received.

Yamaha has succeeded in offering the ADV community something that no other manufacturer has to date: a rock-solid engine in a capable ADV bike at an incredibly low price. How did they do that? Well, compared to the competition, the  Ténéré 700  has almost zero extras.

For some, this is a compromise; for others, a preference. If you need ride modes, traction control, and cruise control to enjoy your ride, this is not your bike.

If you like the simplicity of a basic setup that will help you become a better rider by the sheer absence of rider aids, start looking now. It might take you a while to find one, and you will likely have to pay above MSRP to get it. If you want more bang for your buck, look at the Tuareg 660 . 

• Base price $9,995
• Engine 853cc parallel twin
• Power 77 hp
• Wet weight 493 lbs.
• Fuel capacity 4 gal.

The F 750 is better suited for pavement than the F 850, coming with 19-inch front and 17-inch rear cast aluminum wheels. All GS models come equipped with innovative features and state-of-the-art technology, proving a plush ride regardless of which size you choose.

Additionally, BMW has a whole host of optional upgrades to make sure your bike meets all of your needs. If you go with the F 750 GS over the bigger, more off-road capable 850 models, you will potentially save a fair amount of money and a little bit of weight but also get a little less power, have a shorter range, and have less wind protection.

If you are looking at BMW because you want a GS and you’d like to be able to take your bike down any road you come across, check out the F 850 GS for better ground clearance, bigger, spoked wheels, and better suspension. 

• Base price $11,349-12,999
• Engine 776cc parallel twin
• Power 84.3 hp
• Wet weight 507 lbs.
• Tire size 21”/17"

Brand new for 2023, Suzuki has stepped up to the plate offering adventure riders a more dirt-oriented bike with the addition of the 800DE model (shown) to the V-Strom lineup.

The 800DE fits nicely into the V-Strom family between the popular 650 and 1050 options. This is particularly exciting due to the fact that the   larger, mid-weight lineup of ADV bikes is notably lacking affordable options, and the V-Stroms are known for providing great value for the money.  

The Adventure model on the 800 platform comes equipped with quick-release black-anodized 37L aluminum panniers, plus a rugged accessory bar and aluminum skid plate for true off-road touring capability.

While the base weight is unfortunately on the heavy side at 507 pounds (we don’t know what the Adventure model add-ons weigh), Suzuki’s reputation for reliability coupled with a fair price point will suit many.

• Base price $12,595-13,595
• Power 90 hp
• Wet weight 504 lbs., 538 lbs.
• Fuel capacity 4 gal., 6.1 gal.
• Tire size 21”/17”

The standard F 850 GS (shown) is a trimmed-down version of the F 850 GS Adventure with a smaller fuel tank, fairing, and shorter suspension . The Adventure model, or “GSA” as it is often referred to, comes with quite a bit more and, as a result, weighs significantly more.

At 538 pounds, the GSA is a heavy adventure motorcycle for the mid-weight category but also the most long-distance-touring-friendly for this displacement. With its large gas tank, windshield, and bulky fairing, the F 850 GSA offers good range, weather protection, and comfort.

Don’t be misled by the base prices, as you will quickly realize many of the BMW features you want are optional, and they add up fast. Depending on what kind of adventure riding you want to do, if you are a BMW fan, you might find that for the weight and the price of the 850, you can get more bike for your money with the GS 1250 .

A good reason to stick with a BMW? They have a 3-year, 36,000-mile warranty — one of the best in the business.

• Base price $12,190-13,190
• Engine 853cc V-twin
• Power 76 hp
• Fuel capacity 6 gal.

The Moto Guzzi V85TT has a transverse V-twin engine and is shaft driven — a unique combination. The standard model V85TT (shown) comes with quite a few comfort, performance, and tech features that you might not expect on an old-fashioned-looking bike.

The Adventure model has even more. If you crave classic, retro styling and a ton of character, and you’re more interested in road travel than aggressive off-road capability, take a peek at the details of this Moto Guzzi. You’ll be surprised by what you get for your adventure motorcycle money. Spoiler alert: there’s gorgeous luggage involved.

• Base price $13,949-15,199
• Engine 889cc parallel twin
• Power 105 hp, 103 hp
• Wet weight 473 lbs., 464 lbs.

Updated for 2023, the KTM 890 Adventure base model (shown) has received some nice upgrades that make it even more appealing at this price point. You might quickly find yourself spending more, though, as KTM has cleverly introduced a new demo mode, allowing you to test out all the optional electronic rider aids for the first 932 miles.

Upon startup, after you’ve passed that mark, the aids will vanish, and you may decide you need to purchase just one or two upgrades, or perhaps you’ll feel compelled to spring for the full tech pack. Regardless of your decision there, the reworked adjustable suspension, improved seat comfort, electronics, and better wind protection will serve you well.

The key difference between the Adventure R model and every other bike in the midweight ADV category is the suspension. Lightweight, responsive, and powerful, this bike is just as capable, comfortable, and fun on the twisties as it is on single track.

More dirt-oriented than the base model, this bike is for you if you want the highest-performing, easiest-to-pick-up adventure motorcycle money can buy.

• Base price $14,995-17,395
• Engine 888cc triple
• Power 94 hp
• Wet weight 501 lbs.
• Fuel capacity 5.28 gal.
• Tire size 19"/17", 21”/17”

Released in 2020 to replace the well-loved Tiger 800, Triumph has done an amazing job producing a high-quality, capable, and comfortable range of bikes to meet all your adventure motorcycle needs.

If you prefer more road riding, the 900 GT (shown) and 900 GT Pro will take care of you on everything from urban adventures to proper long-distance travel. It comes with a 19-inch front and 17-inch cast wheel.

The GT Low model saves nearly 2 inches in seat height by slightly reducing the suspension travel. As this is the more street-oriented model, the tiny loss in ground clearance shouldn’t pose an issue.

If you want an adventure bike built for maximum off-road, all-day riding capability, control, and comfort, the Tiger 900 Rally and Rally Pro have you covered. The latter comes with a tubeless, spoked 21-inch front and 17-inch rear wheel. 

Triumph also offers a 3-year, unlimited-mile warranty. Imagine how many miles you could lay down on one of these in three years!

• Base price $14,499
• Power 105 hp
• Wet weight 472 lbs.
• Fuel capacity 5 gal.

First released in 2022, the Norden 901 is based on the well-loved KTM 890 Adventure platform. The key difference is the Norden is set up to be more comfortable on the road for traveling long distances than the 890, with a wider, plusher seat and softer suspension.

This bike stands out from the competition because of its relatively low MSRP and power-to-weight ratio — an impressive 105 horsepower and 472 pounds. Despite looking chunky, the fuel and engine weight are down low, making it feel surprisingly light and responsive.

Don’t let KTM’s reputation for being high maintenance scare you off; the oil change interval on this bike is a whopping 9,300 miles.

A welcome addition to the popular mid-weight adventure bike category, the Norden 901 handles very well on- or off-road and is comfortable, powerful, and fun to ride.

• Base price $17,695-18,295
• Engine 937cc V-twin
• Power 110 hp
• Wet weight 495 lbs.
• Fuel capacity 5.5 gal.

Introduced in 2022, the DesertX is an exciting addition to the mid-weight ADV motorcycle lineup. This is the first modern Ducati with a 21-inch front and 18-inch rear tire, long-stroke suspension, and a frame designed specifically for off-road adventuring.

Ducati did their homework, successfully offering an impressive package that stands out from the crowd. Head-turning styling and overall build quality; amazing suspension, brakes, and electronics package; and, of course, the most powerful engine in its class.

This is Ducati we’re talking about, after all. If you don’t want to make any concessions in performance or comfort going between on- and off-road riding, the DesertX is one of the most capable and highest-quality adventure motorcycles currently available.

• Base price $15,199-17,599
• Engine 1,137cc V-twin
• Power 107 hp
• Wet weight 554 lbs.

Suzuki has been inspired by the competition, introducing a whole host of revisions to the 1050 V-Strom and making it a better performing, more comfortable, and more versatile platform.

The new   DE model replaces the XT model from prior years, with the intention of offering a more off-road capable model to the lineup. How does the DE differ from the base model? The standard 1050 (shown) comes with 19-inch front and 17-inch rear tubeless 10-spoke cast wheels.

The DE has a spoked 21-inch tubed front wheel and 17-inch tubeless rear, offering better ground clearance and taller suspension for off-road performance, among other features.

The Adventure model is equipped with all the updates of the DE, with the addition of travel accessories such as aluminum panniers and LED fog lights.

• Base price TBA
• Engine 1,084cc parallel twin
• Power 101 hp
• Wet weight 505 lbs., 529 lbs.
• Fuel capacity 5 gal., 6.5 gal.
• Tire size 21”/18"

As of writing, the official 2023 models, options, and corresponding pricing for the Africa Twin lineup have yet to be confirmed for the US market. But no best adventure bikes list is complete without the Africa Twin.

Shown is the 2022 Adventure Sports ES model. With a lot of new adventure bikes popping up in the mid-weight category, Honda’s popular CRF1100L platform has some stiff competition.

It may not be the lightest, fastest, or highest-performing adventure motorcycle on the market, but Honda has given us a solid, good-performing, ultra-reliable, quality-made ADV bike that has been popular around the world for decades.

Most importantly, it handles the road just as well as the dirt and offers great value for the money. How do you argue with all that?

• Base price $29,995-30,595
• Engine 1,158cc V4
• Power 170 hp
• Wet weight 573 lbs.
• Fuel capacity 7.9 gal.

Making its world debut in 2023, the V4 Rally is an updated Multistrada on steroids. It has way too many bells and whistles to list (we have a whole article on that  here ), but you can trust that all your power, comfort, safety, and connectivity needs will be exceeded.

Solo or two-up, this bike will confidently adjust to accommodate any conditions you might throw at it. Leading the pack in radar technology, the V4 is the first motorcycle in production to have both front and rear radar for adaptive cruise control and blind spot warnings.

Boasting more horsepower than any other ADV bike on the market, fuel consumption is something to investigate, especially if you are looking for the longest range possible.

The main reason this may not be the bike for you? Sit down before you read the price range.

• Base price $16,299
• Engine 1,199cc parallel twin
• Wet weight 584 lbs.
• Fuel capacity 6.1 gal.

The Super Ténéré is Yamaha’s biggest adventure motorcycle and has been around for years. It has a large following and is known for being trustworthy and capable.

Unlike its little brother, the Ténéré 700 , which notoriously carries its weight high, the engine mass is kept low on the 1200 for great handling. It does come with more features than the 700, but fewer than its competitors in the heavyweight category.

Fewer electronics mean less to fail, making it a reliable and durable choice for long-distance travel. The Super Ténéré does have basic frills, like cruise and traction control, and adjustable suspension.

This bike has been and will continue to be a solid choice for adventure riding.

• Base price $19,595-24,200
• Engine 1,160cc triple
• Power 147 hp
• Wet weight 529 lbs., 575 lbs.
• Fuel capacity 5.3 gal., 7.9 gal.
• Tire size 19”/18”, 21”/18”

Triumph’s 1200 lineup got a complete makeover for 2022. A new engine, chassis, suspension, brakes — the whole works. The biggest complaint about the old 1200s was the weight. That has gone down, so good job Triumph for listening.

More road-focused with a 19-inch front and 18-inch rear wheel, the GT series includes the base model GT (shown), GT Pro, and GT Explorer. The Rally Pro and Rally Explorer models are more dirt-oriented, with a 21-inch front and 18-inch rear spoked wheel, more ground clearance, and longer travel suspension.

The Rally models are the same bikes, except the Explorer comes with a larger tank size (5.3 gallons versus 7.9 gallons), blind-spot detection, fuel tank protection bars, standard heated seats, and taller handlebar risers.

Fast, agile, and comfortable, there is a Tiger for everyone in this broad lineup.

• Base price $17,995-20,345
• Engine 1,254cc flat twin
• Power 136 hp
• Wet weight 549 lbs., 591 lbs.
• Fuel capacity 5.2 gal., 7.9 gal.

The big BMW GS bikes are what come to mind for many when we think of adventure motorcycles. The GS Adventure — or “GSA” — is a beefed-up version of the base GS (shown), having bigger fuel capacity, more wind protection, spoked wheels, and higher clearance for off-road riding.

These behemoths may be heavy, but they are easier to pick up than you may expect, thanks to the big cylinder heads and crash bars that hold them partly upright.

If you are tempted to save money or weight by going with the base model, you might want to take a look at all the add-ons you’d likely want, calculate how the weight would be impacted, and compare it to what comes included in the price of the GSA.

There’s a reason BMW has a loyal brand following in the adventure bike ecosystem; they’ve set the bar high.

• Base price $20,299
• Engine 1,301cc V-twin
• Power 160 hp
• Wet weight 550 lbs.

Seeing extensive revisions in 2021, the KTM 1290 platform has only minor updates for 2023.

The Adventure S model (shown) is the more long-distance, road-oriented sibling of the aggressively off-road capable Adventure R model. The 1290 models cover ground quickly and effortlessly and have the ergonomics to make sure your adventures are as comfortable and enjoyable as possible.

KTMs are highly customizable and known for being incredibly lightweight, fun, and powerful. Because of that, they’re one of the best adventure motorcycles on- and off-road.

2023 Adventure Motorcycles — No Perfect Bike

Full disclosure, I ride a Suzuki DR650SE, and I call it my adventure motorcycle. We have indeed been on many wonderful adventures together, but it’s really a dual-sport. Yes, it is street-legal and off-road capable, but it is not very comfortable. It becomes exponentially less so on long-distance rides , even with upgrades.

Adventurers the world over will share similar stories of epic times on all types and sizes of bikes , including single-cylinder or “thumper” bikes like mine. The point is that while you can certainly have adventures riding whatever bike you fancy (or can afford), an ideal adventure motorcycle will take you everywhere you might want to go, and you’ll be a lot more comfortable.

Adventure Motorcycle FAQs

Good ground clearance, suspension travel, and large spoked wheels all help make navigating different types of terrain and obstacles easier, safer, and more enjoyable.

Vibration, jarring, and wind buffeting are three big factors that are exhausting on long rides. Twin-cylinder engines or above will vibrate much less than single-cylinder bikes. Plush suspension will absorb changes in terrain, and a frame-mounted fairing will provide ultimate protection from the wind.

The lightest weight bike in this comparison is the new Aprilia Tuareg 660 , coming in just under 450 pounds (449.7, to be exact). The only other bike that comes close is the Yamaha Ténéré 700 , at 452 pounds. The heaviest is the venerable BMW R 1250 GSA , at 591 pounds. Leave it to German engineering to figure out how to perfectly balance that much weight on two wheels.

No surprises here. The priciest is Ducati, and the economy is a Suzuki. The new Multistrada V4 Rally can be yours in Ducati Red for just under $31,000. For that price, you can buy matching Suzuki V-Stroms for yourself and two of your friends. The base model V-Strom 650 comes in at $9,104 and has been successfully carrying adventure riders all over the world for nearly 20 years. 

Suzuki has gone after the adventure market with their new V-Strom “DE” models . They are still pretty far behind the competition in side-by-side comparisons, but the pricing is so good it might not matter. At the other end of the spectrum in quality, price, and cutting-edge technology, the Tiger 1200 line has been completely revamped for 2023.

If you want to do lots of road riding, the very popular BMW GSAs , Triumph Tigers , and of course, the Ducati Multistrada will offer the most comfort on the longest rides. Heavier, large-displacement bikes tend to ride better on the road.

Riding off-road can mean a lot of different things. Generally speaking, the lighter-weight ADV bikes tend to be easier to handle (and pick up!) riding off-road. Look at the KTM 890 R (really any KTM), Tuareg 660 , and Ténéré 700 if you live for dirt.

This is where the mid-weight adventure bikes win. The Ducati DesertX is creating quite a stir. I dare you not to want this bike. Also touted as equally well-appointed for both are the Tiger 900 , the new kid Norden 901 , and the Africa Twin .

How to Get Into Adventure Riding Without Breaking the Bank

Our intro to adventure riding guide will get you rolling on two wheels on the road less traveled without breaking the bank. Read more…

Motorcycle Suspension: A Beginner's Guide for Adventure Touring

Setting up motorcycle suspension properly is one of the most important aspects of motorcycle safety and fun-factor. Yet most riders don't do it. Read more…

6 Ways to Easily Turn an Adventure Motorcycle Around Off Road

Adventure motorcycle pros teach us six ways to turn a big bike around on narrow trails. It's not brute force, but technique and practice. Read more…

Misty Pine has been pushing her love of motorcycles on anyone who will listen for the past decade. Prior to that, it was horses. Currently based in Portland, Oregon, she is a rare native Oregonian and despite having lived and traveled all over the world, she has yet to find a place as magical as the Pacific Northwest. In addition to riding, Pine enjoys mushroom identification, searching for hot springs, sharing good food, traveling to remote riding destinations in her rad Moto Van, and endlessly photographing all of the above.

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Kaoko speed stabilizer

Kaoko speed stabilizer - cruise control for X-ADV.

This mechanical regulator mounts quickly to the handlebars of the motorcycle by replacing the original handlebar cap.

Thanks to a clever friction system, it then keeps your gas handle in the desired position, without blocking it, which allows you to return very quickly to "manual" mode.

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2021 Honda X-ADV Guide

2021 Honda X-ADV: INFINITE ADVENTURE AROUND EVERY CORNER.

Introducing the 2021 honda x-adv….

Our X-ADV made the first move. Broke the ground. And led the way. Combining the capabilities and performance of an adventure motorcycle, with the comfort, convenience and commuting ability of a large-capacity scooter, it’s a two-wheeled SUV that defies convention. A premium urban explorer, capable of going from city block, to off-road trail (and back) in a heartbeat, the X-ADV turns every single ride into a unique experience. And we’ve made every part of it better.

UPGRADES FOR NEW HORIZONS We’ve made the X-ADV even more versatile, ready for whatever you have planned. The frame is lighter, a redesigned seat makes ground reach easier and new bodywork heightens a rugged style that the X-ADV has made its own. It also hides more storage space and a USB Type-C charger. Dual headlights feature highly-visible DRL technology, while the full-colour TFT screen offers intuitive control. You can also now link to many smartphone functions, such as navigation, calls, messages and music, via the new Honda Smartphone Voice Control system (available with Android™ devices only). So, wherever you end up, you’re never out of touch.

For a thrilling charge around the rev-counter, we’ve raised the rpm limit and boosted power from the 745cc, twin-cylinder engine. Throttle By Wire (TBW) control and four default riding modes optimise performance to suit conditions and terrain. And the X-ADV is flexible – you have the option to fully customise engine output and character, as well as the Dual Clutch Transmission (DCT) shifting schedule, Honda Selectable Torque Control (HSTC) and ABS level.

POWER HOUSE Performance to enjoy and handling that inspires. Wherever you ride. The twin-cylinder engine is a compact, punchy powerhouse. You know what adventures you have planned for your X-ADV, so we’ve taken away 2kg of weight and given it more peak power, 43.1kW (with 69Nm torque) through revised intake, cam timing and exhaust. With Throttle By Wire control, four default riding modes cover most conditions and manage engine power and engine braking, ABS and Dual Clutch Transmission together. The Honda Selectable Torque Control level has much finer control over 3 levels, also adjusts to suit. All riding modes are easily selected via the TFT screen and left handlebar switches and, with the USER option, you can fully customise your X-ADV’s performance.

The tubular steel diamond-style frame is brand new. It’s stronger, with the exact same dimensions, steering geometry and long-travel suspension that provides the sure-footed, agile handling to inspire confidence no matter what, or where, you’re riding. And dual, radial-mount opposed four-piston brake calipers bite their discs hard. In all default road riding modes the ABS level is high; with GRAVEL selected ABS level is low, for efficient and consistent braking on loose surfaces.

It’s not often in the world of motorcycling that a fresh line of thinking emerges to create a new breed of machine. But Honda specializes in innovation and in 2016 unveiled a completely new concept, straight out of left field – the X-ADV.

The thought processes that led to its birth? Consider the attributes of the average adventure-style motorcycle – tough go-anywhere appeal, an upright riding position giving superb visibility and remarkable all-round usefulness, work or play. Then take a look at the typical commuter; it might be a scooter or motorcycle, but in either case it will be easy to manage, nimble and loaded with convenience, efficiency and useful storage space. Honda’s forward-thinking engineers combined the two together, and something special happened.

The machine they created had a rugged, stylish SUV image fully at home navigating the urban sprawl. And while it was loaded with all of the premium features that enable easy life in the big city, it also had the looks, engine power and chassis ability to inject every ride with the promise of adventure.

The X-ADV captured the essence of two-wheeled freedom in an exciting new form and garnered the attention of an army of riders around Europe, eager for something new, and has proved itself a genuine sales success. And, proving its off-road credentials, in the hands of seasoned Italian racer Renato Zocchi a lightly modified version took overall Class 2 victory in the gruelling 7,000km 2019 Gibraltar Rally.

And the X-ADV is not standing still. For 2021 Honda is upping its engine performance, trimming weight, enhancing style and adding even more usefulness. Making the X-ADV even cooler and more desirable in the process.

3kW more peak power for the X-ADV’s EURO5-spec engine, plus an extra 600rpm to the redline are the headline changes, thanks to work on valve timing and intake/exhaust efficiency. Shorter ratios for first, second and third gears allow smarter acceleration, while taller fourth, fifth and sixth ratios allow relaxed higher speed cruising and excellent fuel economy.

Throttle By Wire (TBW) brings with it adjustable engine character through 4 default rider modes: RAIN, STANDARD, GRAVEL and SPORT plus a customisable USER mode. It also allows even smoother operation of the Honda Selectable Torque Control (HSTC) system, which now features 3 levels of intervention. The Dual Clutch Transmission (DCT) features Automatic shifting schedules that link with the riding modes.

A new frame and detail improvements save 1kg. There’s a sharper, more aggressive edge to the X-ADV’s bodywork and the twin LED headlights are now equipped with Daytime Running Lights (DRL), as used by the CRF1100 Africa Twin.

For easier ground reach the seat is newly contoured at the shoulders. The redesigned underseat storage space grows in volume and is equipped with a USB charging point; relocating the parking brake to the right handlebar offers greater convenience and frees up space for a useful new glovebox. A new TFT instrument display offers Honda Smartphone Voice Control System.

The 2021 X-ADV will be available in the following colour options:

Grand Prix Red *NEW*

Graphite Black

Matt Beta Silver Metallic

Pearl Mud Gray

2021 Honda X-ADV Totalmotorcycle.com Key Features

With its rugged styling and adventurous spirit, the X-ADV has forged a unique space within the motorcycling landscape since its arrival in 2017. For 2021, the X-ADV receives a major update with improvements to engine and chassis coupled with a sharper new look and new technologies.

The X-ADV shares many of the NC750X’s updates, with a sportier ride from a 3kW power increase (to 43kW), optimised gear ratios, reworked frame and 3kg weight reduction, plus enhanced technology in the shape of new rider modes operating through Throttle by Wire, and refinements to the Dual Clutch Transmission and Honda Selectable Torque Control settings.

The design refresh brings an even more rugged overall appearance, with a new signature touch of dual LED Daytime Running Lights; practicality is also elevated, with increased weather protection from a new screen, a new 1.2L glovebox, and a bigger (22 litre) underseat storage compartment which now houses a USB charging port.

The X-ADV will also feature the new Honda Smartphone Voice Control system as standard. The technology – that first appeared on the new Forza 750 – allows riders to use handlebar switches and (via a headset) voice commands to control important functions of their Smartphone, including calls, navigation, music and messaging, via a bespoke app. All information is shown on the new 5 inch TFT screen.

Honda’s ground-breaking X-ADV gets a comprehensive update: more power for the engine, plus higher redline and revised gearbox ratios, which come hand-in-hand with Throttle By Wire management, 4 default riding modes, refined and expanded Honda Selectable Torque Control, all with no loss in fuel efficiency. A redesigned frame is clothed in all-new bodywork and the seat has been re-shaped for easy ground reach. The storage compartment is usefully larger and includes a USB charger; there’s also now a glovebox. Twin LED headlights feature Daytime Running Lights and a 5-inch TFT display allows smartphone connectivity via the new Honda Smartphone Voice Control System.

2021 Honda X-ADV Totalmotorcycle.com Features and Benefits

• Throttle By Wire and an extra 3kW for the peak power figure of 1kW; 69Nm torque
• An extra 600rpm to the redline
• Gears 1-3 shorter, for sportier feel; gears 4-6 taller for improved economy
• EURO5 compliant, with 3.6l/100km fuel efficiency
• 35kW A2 licence version available

The design of the X-ADV’s liquid-cooled, SOHC 8-valve parallel twin-cylinder engine ensures punchy performance in the low-to-mid range. Its relatively long-stroke architecture and specially shaped combustion chambers combine with the high-inertial mass crankshaft to produce large amounts of effortless torque from very low rpm. A forward cant brings the centre of gravity down for optimum stability; through the course of its 2021 update it is now 1.4kg lighter than before.

Thanks to a finely balanced 5% change in valve duration (which differs between the two cylinders) plus addition of Throttle By Wire (TBW) and improvements to the exhaust, the engine makes more power, and revs harder for longer to an increased 7,000rpm redline. Alongside the power hike it holds onto an increased torque output for longer over 5,000rpm.

Peak power is raised 3kW to 43.1kW @ 6,750rpm, with maximum torque of 69Nm @ 4,750rpm. Hand in hand with the performance hike are shorter gear ratios over first, second and third gears, improving standing start and roll-on acceleration through each gear. From 30 km/h the X-ADV will cover 20m in 1.7s, 50m in 3.2s, while at 60km/h the torquey engine is turning at just 2,500rpm. Fourth, fifth and sixth gears are now slightly taller, for improved fuel efficiency and flexible use of the increased power figure.

For A2 licence holders a 35kW version is available, which can be easily converted to the full power version by a Honda dealer at the appropriate time. Equally, it is possible to restrict the full power version to 35kW by a Honda dealer remapping the ECU.

Twin balancers counteract vibration from higher rpm inertia without affecting the distinct ‘throb’ delivered by the engine’s irregular firing order and 270° phased crankshaft. Bore and stroke is set at 77 x 80mm. Where possible components are made to do more than one job: the camshaft drives the water pump, while one of the balancer shafts drives the oil pump.

By keeping the number of parts to a minimum in this way, the engine is kept light, efficient and reliable.

The X-ADV engine sips fuel ­– with a measured consumption of 27.8km/l (WMTC mode) providing a potential 366km range from the 13.2-litre fuel tank. It is also now compliant with EURO5 regulations, which from January 1st 2020 introduced significantly stricter engine emissions standards compared to EURO4. These requirements include substantial reductions in permitted carbon monoxide emissions, an over 40% decrease in total hydrocarbon emissions, tougher misfire detection and the introduction of a particulate matter limit.

Engine Electronics

• Throttle By Wire delivers 4 default riding modes, plus USER customisation
• Honda Selectable Torque Control features much finer management and 3 levels of intervention

With TBW now managing engine performance and character there are 4 modes for the rider to choose from, covering all riding conditions. Mode selection is managed by the left-hand switchgear.

STANDARD delivers a balanced middle point between engine power delivery, engine braking and HSTC intervention, with the strongest level of ABS intervention.

SPORT gives more aggressive engine power delivery and engine braking, with low HSTC intervention, high ABS.

RAIN transmits low engine power delivery and engine braking, high HSTC and ABS input.

GRAVEL employs high power and engine braking with low HSTC and ABS.

USER offers custom options of low/medium/high between engine power delivery and engine braking and low/medium/high/off for HSTC.

Honda Selectable Torque Control (HSTC) now offers much softer, finer control as it uses TBW to manage torque delivered to the rear wheel, with 3 levels of input as opposed to the 2 of the previous system:

Level 1 allows the minimum intervention for some rear wheel spin – on gravel or dirt for instance, and its level of intervention is reduced from the previous design.

Level 2 is the default setting and provides confidence-inspiring traction for general riding conditions.

Level 3 provides maximum control for slippery roads.

HSTC can also be switched OFF.

Dual Clutch Transmission (DCT)

• Differing shifting schedules link with riding modes
• USER mode allows choice of 4 settings, from smooth to aggressive

Honda’s DCT technology is now in its eleventh year of production, and over 140,000 units of DCT-equipped Honda two-wheelers have been sold in Europe. It delivers consistent, seamless gear changes up or down and very quickly becomes second nature in use. It uses two clutches: one for start-up and 1 st , 3 rd and 5 th , the other for 2 nd , 4 th  and 6 th , with the mainshaft for each clutch located inside the other for compact packaging.

Each clutch is independently controlled by its own electro-hydraulic circuit. When a gear change occurs, the system pre-selects the target gear using the clutch not currently in use. The first clutch is then electronically disengaged as, simultaneously, the second clutch engages.

The result is a consistent, fast and seamless gear change. Furthermore, as the twin clutches transfer drive from one gear to the next with minimal interruption of the drive to the rear wheel, any gear change shock and pitching of the machine is minimised, making the change feel direct as well as smooth. Extra benefits include durability (as the gears cannot be damaged by missing a gear) impossibility of stalling, low stress urban riding and reduced rider fatigue.

The DCT system offers two distinct riding approaches – the Automatic settings, with pre-programmed shift patterns which constantly read vehicle speed, gear selected and engine rpm to decide when a shift should occur, and the Manual Transmission setting for gear changes using the paddle-shift style triggers on the left handlebar.

Through TBW control there are 5 Automatic shifting schedules available. Level 1 is the most relaxed, with upshifts and downshifts operating at relatively lower rpm; it is linked with the RAIN riding mode. Level 4, on the other extreme, shifts up at higher rpm and also downshifts earlier for more engine braking effect; it is linked with the SPORT mode. Level 2 is linked with STANDARD riding mode, with Level 3 situated between STANDARD and SPORT.

For the GRAVEL riding mode, the X-ADV uses the relatively sporty ‘G’ shifting pattern; this has the added functionality of a decreased level of ‘slip’ as the clutches operate from a fully open or closed throttle – to give the rider more direct feel for traction at the rear wheel, and the ability to perform controlled sliding off road. Whereas this functionality was previously activated by the separate G Switch, it is now integrated into the new ‘G’ shift pattern of the DCT.

The USER mode functionality allows the rider to select any of the DCT shift patterns with the preferred permutations of the other parameters – power delivery, engine braking, ABS and HSTC.

Styling & Equipment

• Sharper, slimmer and more aggressive styling
• Honda Smartphone Voice Control System offers smartphone link through new 5-inch TFT display
• New LED twin headlights include Daytime Running Lights
• New screen improves wind and weather protection
• Larger 22L storage space includes a new glovebox, and houses a USB charger

The X-ADV’s unique head-turning styling, originally conceived and developed by Honda’s R&D team in Italy, has been sharpened and slimmed comprehensively for 2021. The silhouette remains deliberately upright, but each body-panel has been re-chiselled to create a sharper, stronger intent. A side-to-side comparison with the outgoing model shows clearly how much crisper the new styling has become. More aggressive, sharper, cooler. Simply, more X-ADV.

The re-styled twin LED headlights also now feature Daytime Running Lights (DRL) that automatically adjust to ambient light intensity and give a bright, highly visible light improving safety. All lighting is LED.

In terms of ergonomics, the 820mm seat height and wide handlebar set at 910mm ensure a high eye point, giving great visibility, while the seat features re-shaped, slimmer shoulder contours making for easier ground reach. For commuting or touring, the X-ADV’s new screen adjusts without tools through 5 positions from low-to-high to maximise or minimise airflow. The total height difference is 139mm, with an 11° rake between the highest and lowest points.

Incorporated into the X-ADV’s rider interface and viewed through the 5-inch TFT display is the new Honda Smartphone Voice Control System which links the rider to their smartphone while on the move and allows voice management of phone calls, email, music and navigation. A helmet-mounted headset is needed and the smartphone connects to the dash via Bluetooth; management of the system is also possible through buttons on the left switchgear.

Tough plastic hand guards deflect wind and rain, while adding protection for hands and levers from stones when off-road. A shot-peened 2.5mm thick aluminium bash plate guards the underside.

The underseat luggage space grows in volume by 1L to 22L, accommodating a full-face helmet, and is illuminated with an integral LED whose textured surface delivers uniform illumination without glare. A USB charging socket replaces the car-type 12V ACC socket and is located at the rear of the compartment. The parking brake has moved from the right fairing lower to the right handlebar, freeing up space for a useful, and easy to access, glove compartment. A centre stand – with tilt sensor – is fitted as standard and allows the X-ADV to be parked on an incline without fear of toppling.

For added convenience the X-ADV uses a Smart Key, which lives in the rider’s pocket and does away with the need to use a key for ignition, fuel cap and seat. With the Smart Key present one push of the knob-type main switch powers it up and makes it possible to turn, giving the rider control of the ignition/steering lock and, via two rocker switches, the fuel cap and seat. It also has an ‘answer back’ function, which makes the indicators flash for easy identification from a distance, and locks and unlocks the optional Smart Top Box. A clutch mechanism in the main switch stops the handlebars unlocking by force.

The X-ADV’s rear indicators now have an Emergency Stop Signal (ESS) function. If negative acceleration of 6.0m/s 2  is detected at a minimum speed of 53km/h with either brake working, the hazard lights flash to warn other road users a hard stop is in process. At the same speed the threshold is reduced if ABS is activated to a negative acceleration of a minimum 2.5m/s 2 .

The indicators also auto-cancel. Rather than using a simple timer, the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the situation.

• New tubular steel diamond frame saves weight and makes space
• 41mm cartridge-style USD fork and Pro-Link swingarm 
• Radial mount four-piston front brake calipers, 296mm discs and ABS
• 120/70 R17 and 160/60 R15 front and rear tyres

For an invisible – but major – advance of the X-ADV’S chassis, Honda’s engineers started with the tubular steel diamond frame and, through a careful redesign using varying tube thicknesses and weight, not only saved 1kg over the previous frame but also freed up more useful space for the storage compartment.

Rake and trail is set at 27°/104mm with wheelbase of 1590mm. A 39° steering angle (and turning radius of 2.8m) makes the X-ADV manoeuvrable in tight traffic. Long travel suspension –153.5mm up front and 150mm from the rear – is matched to 165mm of ground clearance. Overall wet weight is 3kg lighter, at 236kg.

For handling rough terrain, the 41mm cartridge-type USD fork adjusts for spring preload and rebound damping. The spring preload adjustable rear shock is a single tube split pressure design and operates the aluminium swingarm – constructed from a machined-hollow cross member and U-shaped (in cross section) arms – through Pro-Link.

The 17-inch front wheel and 15-inch rear use stainless steel rust-resistant spokes and contribute to the X-ADV’s ability to comfortably soak up rough terrain. Block-pattern tyres add to the ride quality and L-shape valve stems make checking air pressure easy. Tyres are sized 120/70 R17 and 160/60 R15 front and rear.

Dual radial-mount opposed four-piston calipers grip 296mm discs and work through ABS.

Accessories

A full range of Honda Genuine Accessories are available for the new X-ADV and include:

Rear carrier

Smart Top Box

38L / 50L top box with aluminium/colour matched insert option

Pannier stays

Panniers – right 26L, left 33L with aluminium/colour matched insert option

Console bag

Knuckle guard extenders

Side protector bars

Heated grips

2021 Honda X-ADV – Totalmotorcycle.com  USA Specifications/Technical Details US MSRP Price: $ USD Canada MSRP Price: $  CDN Europe/UK MSRP Price: £ GBP (On The Road inc 20% Vat)

2021 honda x-adv – totalmotorcycle.com  canada specifications/technical details, 2021 honda x-adv – totalmotorcycle.com  european specifications/technical details.

All specifications are provisional and subject to change without notice.

# Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.

Manufacturer Specifications and appearance are subject to change without prior notice on Total Motorcycle ( TMW ).

• Africa Twin
• competition
• specifications

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These Adventure Bikes have Cruise Control from Factory

If you’ve ever been on a long adventure bike trip you’ll know how tiring it can become on those long days in the saddle. While it is easy to stretch out your legs and left hand, your right hand needs to stray on the throttle. Cruise control is a neat feature to keep the accelerate on while you give your right hand a rest.

Many larger road touring bikes have had cruise control for ages, but until more recently riders of adventure bikes had to let go of the gas to shake out their numb right hand. While after-market cruise control systems have been available for years, adventure bike makers have join the party and started adding factory cruise control systems in their top models.

Adventure bike manufacturers keep adding more electronic features with each new model and it is becoming hard to keep up. I did some research to find the top adventure bikes that feature cruise control from the factory.

Here’s a list of adventure bikes with cruise control from the factory:

#1. BMW R1250 GS Adventure

On both the GS and GS Adventure cruise control is included in the optional extra Premium Package at an additional $3 350. The system can be activated from 30 kph. With cruise control activated, you can open the throttle to speed up. Relax the throttle and it goes back to the set speed. If you close the throttle abruptly, it disengages the cruise control. Tapping the brakes or pulling the clutch also disengage the system.

The Premium Package is not cheap, but in addition to cruise control, you get GPS Preparation, Ride Modes Pro, Gear Shift Assist Pro, Saddle Bag Mounts for Aluminium Cases, ABS Pro, LED Aux Lights, Dynamic Traction Control, Tire Pressure Monitor, Keyless Ride, Dynamic ESA, and Heated Grips.

#2. Ducati Multistrada 950S and 1260

In Ducati’s Multistrada adventure bike range, it is only one of the eight models that does not feature cruise control as standard from the factory. The entry level 950.

Ducati and KTM are apparently in advanced stages of developing adaptive cruise control (ACC). Radar will be used to scan the road ahead and warn the rider of potential hazards. It may even be able to intervene via the ECU to close the throttle and apply the brakes automatically. It is yet to be seen who comes out with the first production model featuring ACC.

#3. Honda Africa Twin CRF 1100 L

Both of the 2020 Africa Twin models are all equipped with cruise control as standard, just like the Honda Gold Wings. That means you can get a great long distance adventure bike with cruise control for $14 399. That is 32% cheaper than a BMW R 1250 GS with cruise control. The controls are on the right-hand grip.

#4. Kawasaki Versys 1000 SE LT+

The Kawa looks more like a tall touring bike than an adventure bike and it is packed with electronic wizardry. Apart from cruise control, standard equipment includes a slipper clutch, dual electronic throttle valves, Kawasaki Cornering Management Function (KCMF), Kawasaki Electronic Control Suspension (KECS), Kawasaki Intelligent ABS (KIBS), a quick shifter, traction control and a super charger.

#5. KTM 790 Adventure Rally

Cruise control is standard equipment on the KTM 790 Rally, but can be added as an optional extra on the KTM 790 R and S. You will need to purchase the separate combination switch from KTM. You will also need to have the cruise control software enabled by a KTM dealership.

#6. KTM 1290 Super Adventure

The Super Adventure has standard cruise control as one would expect, being one of the most popular adventure bikes. An interesting development, however, is that KTM is in a battle (with the Ducati Multistada 1260 S GT) to be the first adventure bike with adaptive cruise control.

Radar housed in the front between the headlights will scan the road ahead. The signal will then we processed by the module hidden further back. The rider can select the desired speed and distance from the vehicle in front and the computer does the rest. The video from KTM below explains it in more detail.

If the car in front slows down, the bike automatically slows down to keep the set following distance. If the car accelerates or changes lane, the bike will apply the accelerator and smoothly increase the speed until the set cruising speed is reached. The system can also apply the brakes if required in an emergency situation.

#7. Triumph Tiger

There are so many models of Triumph Tigers, 20 to be exact, that is was quite a mission to find out which ones have cruise control as standard. If you buy a 1200 (starting at $16 500) you will get cruise control. On the 800’s, the XRX (starting at $13 800) and XRT models has cruise control as standard, while the 900 GT and GT Rally models will allow your right hand a rest from $14 300.

The controls are on the left-hand switch cube and the +/- buttons vary the speed by 1 mph increments.

#8. Yamaha Super Ténéré ES

The Super Ténéré comes standard with cruise control and a range of other electronic aids. These include adjustable suspension, ride modes and linking the front and rear brakes when grabbing a handful.

How does cruise control work on an adventure bike?

For decades is has been possible to install a manual cruise control on almost any bike. It is essentially a device attached to the right-hand side handlebar that locks the throttle in the open position . This keeps the bike going while you give your right hand a break.

The problem with the throttle lock is that is simply locks the throttle at a specific throttle opening. It does not control the engine or road speed. It is still very convenient if you want to rest your right wrist for a moment.

Factory cruise control like the systems from the bikes in our list work the same as cruise control in a car. It uses the bike’s engine management system to keep the engine speed (rpm) constant. On an incline, it will open the throttle and it will close again on a downhill.

The rider can open the throttle and once it is released, the bike will settle at the set speed. The speed can usually also be adjusted in small increments by pressing a + or – button on the handlebar. Most systems cancel when the brakes or clutch are used, or if the throttle is closed abruptly. The rider will still have to intervene in case the traffic slows down. But that is about to change with adaptive cruise control. Who will be first, KTM or Ducati?

Why would you need it?

So why would you want an adventure bike with cruise control?

On long rides it helps to shake out your right-hand wrist once in a while, especially when it is cold. Setting the cruise control means the bike won’t lose speed when you let go of the throttle.

Freeing up both hands for a moment is sometimes useful, for example to adjust your gloves or zip up your jacket.

On long open roads, it might be more fuel efficient to cruise at a constant speed instead of accelerating each time you lose concentration and slow down inadvertently.

Some roads are just known for speed trapping, and by setting your bike to the speed limit, there’s no way of getting caught by accident. It is so easy on a big, powerful adventure bike to go faster than you think.

While cruise surely is a luxury and definitely not required on a long trip, much less an off-road adventure bike trip , it is a nice touch to add some comfort on those long highway stretches back home.

Francois Steyn

I've been riding motorcycles since I was in school and have traveled thousands of miles on various bikes through more than 10 countries. For more info, check out my about page: https://www.adventurebiketroop.com/about-us/

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Which ADV Bikes Have Cruise Control?

ADV motorcycles are becoming quite advanced their technology now and some even have cruise control. We’ve done the research for you!

There are numerous adventure motorcycles in 2020 that have cruise control. These are:

• Triumph Tiger Explorer 1200
• BMW R1250GS
• KTM Adventure 1290
• BMW F850 GS
• Honda Africa Twin 2021

You’ll notice that these are all big-bore adventure and dual-sport motorcycles. They are derived from the bitumen-world as opposed to being dirt bikes which very rarely have cruise control.

Cruise Control on Adventure Bikes

Some people say that having cruise control on a motorcycle is a wonderful thing. You don’t have to try and match your speed with an arbitrary number on a road sign all the time. Others say it could lead to an accident due to your lowered response time.

Then again, fatigue could lead to an accident too and the increased focus you need to keep checking that you’re not speeding. Of course, speeding is quite typical on these big bikes which is why we believe they come with cruise control.

When to use cruise control on motorcycles

What would we recommend? On long stretches of highway, then cruise control is certainly helpful. Certainly we don’t recommend using a motorcycle cruise control system when riding offroad and especially on gravel tracks because excessive torque at the rear wheels could spin you out.

Also, don’t use cruise control on motorcycles when it’s raining. The same theory applies where the torque could cause you to lose traction and aquaplane with your motorcycle, on both the road and gravel tracks.

It’s also difficult to use cruise control in heavy traffic so leave it for the open country where you can trail behind another vehicle quite comfortably.

Dual Sport Bikes with No Cruise Control

While motorcycle technology has come along way in 30 years, there are still plenty of dual sport and adventure motorcycles that don’t have cruise control, including these:

• Yamaha Tenere and Super Tenere
• KTM 690R and 790R
• Yamaha WR450R
• DRZ-400S (indeed Suzuki hasn’t put much at all on this bike)
• Beta 500RR-S
• Husqvarna FE450
• KTM Adventure 990
• Kawasaki Versys
• Suzuki V-Strom

So what can you do if you own or plan to purchase one of these motorcycles? Well, you can actually get an aftermarket cruise control system off eBay or Amazon for relatively cheaply. These are relatively in-expensive and you can expect to pay under $200 for a dual sport cruise control system for any of these adventure motorcycles.

Do you really need it?

One of the biggest questions is the need to have cruise control on a dual sport motorcycle. Do you really need it? We don’t believe so, because you’ll only use it 5% of the time.

Sure – it’s a “nice to have” feature when your’e in the showroom, but such time looking at such motorcycles generally doesn’t transfer to genuine time on the road and dirt trails.

We wouldn’t place the use or availability on our list when we’re consider a new adventure bike. As the years roll on, more and more manufacturers will undoubtably add these to their model lineups. Cruise control has its place on motorcycles but yet, will seldom be used anyway.

After all, dozens of people have ridden the entire world without some ‘push button’ device successfully. If you do need it, then the cost and time to install is minimal, but as too will be the real world use….in most cases.

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2022 Honda ADV350 First Look (from Afar)

We saw a bunch of Honda X-ADV scooters on our pass through Rome a few weeks ago, and felt jealousy. When American Honda invited us to ride a new minimoto last week, we hoped against hope… alas, it was the Navi. For the new year, we can be even more covetous, as Honda Europe now has an ADV350 that’s bigger, badder, and cooler.

The new ADV350 mixes the rugged style of its X-ADV sibling with a chassis that includes a tubular steel frame, a 37mm inverted fork and remote reservoir rear shocks. Its 330cc engine produces a menacing 21.5kW (28.8 horsepower) and 31.5Nm (23.2 lb-ft) of torque, with rear wheel grip managed by HSTC. The screen is height adjustable, there’s room for two full-face helmets under the seat, and a USB Type-C socket in the glovebox. An LCD dash integrates the Honda Smartphone Voice Control system, Smart Key operation adds day-to-day riding convenience. And it looks the business: We’re an adventurous scooter rider.

Alas, the new ADV350 is asking 10,949 British pounds, which is $14,635.64 US today. So maybe don’t hold your breath for it to come to America anytime soon. You know you’d find something to complain about anyway. Where’s the cruise control? Anyway, that just makes the ADV150, which American Honda does import, feel like an even bigger bargain at $4,299.

Honda Press Release:

In 2016, when Honda unveiled the X-ADV – part big-bore scooter, part adventure motorcycle and clothed in all-new SUV-style bodywork – a rich vein of desire was opened with a bike that Europe didn’t know it needed. As an example of genuine innovation it has few equals in the past decade.

Its success has more than justified Honda’s decision to break that new ground – through September 2021, the X-ADV is second in the sales list in the hotly-contested ‘on-off’ category. And now it’s time for some of that forward thinking to filter down to the mid-capacity scooter market. Designed around the concept of ‘New Urban Adventure’ the new 22YM ADV350 mixes the sophistication and practicality of a polished scooter with rugged SUV style, drawing inspiration from the X-ADV.

• Model Overview

With its tough stance the ADV350 already stands out from the homogenous crowd, and rugged angles and block colours promote the off-road look. The X-ADV is an obvious style benchmark, but so too is the CRF series of off-road performance machines.

The adventurous styling shows off the ADV350’s front end; the riding position offers natural control and the chassis – which includes 37mm USD forks, tubular steel frame and remote reservoir rear shocks – tuned to deliver agile steering, feedback and feel. Lightweight 15-inch front/14-inch rear wheels wear 120/70-15 front and 140/70-14 rear block-pattern tubeless tyres, allowing the ADV350 ample grip across all conditions. A 256mm single disc is matched to a 240mm rear.

There’s plenty of acceleration on tap, for urban and highway use. A 330cc, enhanced Smart Power+ (eSP+) SOHC four-valve engine delivers peak power of 21.6kW and 31.9Nm torque. Honda Selectable Torque Control (HSTC) and Emergency Stop Signals are standard.

The 22YM ADV350 will be available in the following colour options:

Spangle Silver Metallic

Mat Carbonium Gray Metallic

Mat Carnelian Red Metallic

• Key Features

3.1 Styling & Equipment

• Dual LED headlights lead the adventure style, set high above the front wheel
• Two-stage height-adjustable screen
• LCD instruments and Honda Smartphone Voice Control system
• Two full-face helmets can be stored under the seat; USB Type-C socket in the glovebox and Smart Key operation

The ADV350’s styling gives more than a slight taste of adventure. Dual LED headlights (all lighting is LED) are set high above the front wheel, with the fairing sides cut out to show off the USD forks. Further accentuating the off-road feel, the painted panels are set high on blacked-out lower and rear seat cowl, giving an impression of the higher centre of gravity of machines like the X-ADV and competition-specification CRF450R.

A host of detail features are found around the ADV350 to add genuine versatility. The screen adjusts easily with a slide-lock mechanism through 2 stages and 133mm travel. In the high position airflow is controlled to wrap around the shoulders to reduce fatigue during longer, higher speed journeys. For city environments – where some cooling air is often appreciated, as is open visibility – the low position is perfect.

There’s plenty of room under the seat – 48L in total – which means two full-face helmets can tuck neatly away. The compartment can be divided using a separator plate, to suit the owner’s preference. A USB Type-C socket is also found in the lockable front left glove box, for smartphone charging. Seat height is an easy-to-manage 795mm.

Keeping its rider fully connected, the ADV350’s LCD dash integrates the Honda Smartphone Voice Control system, which links the rider to their smartphone while on the move and allows voice management of phone calls and music. A helmet-mounted headset and Honda’s RoadSync app are all that is needed to activate the system, and the smartphone connects via Bluetooth; management of Honda Smartphone Voice Control System is from the left switchgear.

Another convenient feature is the Smart Key, which controls the main ignition switch knob and seat locking from the rider’s pocket, and automatically locks the ADV350 when the rider walks away. It also manages the optional 50L Smart top box; with the Smart Key present the box is unlocked. An answer back switch also flashes the indicators for easy location.

3.2 Chassis

• Lightweight tubular steel frame, 37mm USD forks and remote reservoir rear shocks deliver agile handling and natural control.
• Six-spoke cast aluminium wheels run block-pattern tubeless tyres
• Disc brakes front and rear plus Emergency Stop Signal (ESS) technology

As a scooter designed to handle the rough-road rigours of the city – and even light off-road conditions – the ADV350’s chassis is built to be confidence-inspiring. A lightweight tubular steel frame provides core strength; wheelbase is set at 1520mm, with rake of 26.5° and 89mm trail. Wet weight is 186kg.

Motorcycle-style 37mm USD forks (with 125mm stroke) are clamped by motorcycle-style top and bottom yokes, increasing rigidity for the entire front end. Twin remote reservoir shock absorbers use progressive, dual rate springs and offer excellent suspension reaction on a variety of road surfaces, and when two-up. With 130mm travel, they work a one-piece aluminium swingarm.

The wheel design is a new one for any Honda scooter. Cast aluminium and finished in black, the lightweight 15-inch front/14-inch rear use an X-shaped 6-spoke criss-cross pattern. The design elevates road feel and all-round agility; 120/70-15 front and 140/70-14 rear block-pattern tubeless tyres offer a supple ride thanks to wide tread width and ample air volume.

A 256mm single disc performs stopping duties up front, mated to a 240mm rear, with the benefit of 2-channel ABS for braking control. The Emergency Stop Signal (ESS) system also operates (and self-cancels) the rear indicators during a hard-stop situation, alerting road users behind.

• 330cc, enhanced Smart Power+ (eSP+) SOHC four-valve engine
• P eak power of 21.5kW (28.8 horsepower) @ 7,500rpm , 31.5Nm (23.2 lb-ft) torque @ 5,250rpm
• Honda Selectable Torque Control (HSTC)
• 5L fuel tank and 30km/l economy (WMTC mode) gives a potential 340km+ range

The ADV350’s 330cc, enhanced Smart Power+ (eSP+) SOHC four-valve engine achieves both high environmental performance and strong output characteristic – for use in and out of the city – through comprehensive adoption of low-friction technology.

Peak power of 21.5kW @ 7,500rpm is matched to 31.5Nm torque @ 5,250rpm. Bore and stroke are set at 77mm x 70.7mm, with compression ratio of 10.5:1. A roller-type rocker arm, plain journal crank bearings and sealed crankcases deliver long-term reliability together with strong performance. To enhance piston cooling, an oil jet, as used on the CRF450R, sprays oil right to the back of the piston, advancing ignition timing and improving combustion performance. Oil capacity is 1.8 litres.

Air is supplied via a 5.5 litre airbox and a 36mm throttle body feeds fuel/air mixture to 28mm inlet valves. The intake port draws air in efficiently, using a ‘tumble’ flow within the cylinder for consistent fuel combustion. Exhaust gases are expelled via a straight exhaust port. To reduce exhaust gas resistance the muffler uses dual chambers.

Internal friction is reduced through a 5mm offset cylinder, hydraulic cam chain adjuster and the use of a scavenger pump. Used on high performance machines, the pump lowers the internal pressure within the engine, reduces oil agitation and decreases pumping losses and internal rotational friction. A balancer shaft further reduces vibration and contributes to a smooth, enjoyable ride. An automatic centrifugal clutch works V-Matic transmission (with ratios set for fast low speed reaction and smart acceleration) and belt final drive.

The ADV350’s engine is also equipped with two level Honda Selectable Torque Control (HSTC). The system detects any difference between the front and rear wheel speeds, calculates the slip ratio and then controls engine torque via the fuel injection to regain rear wheel traction. HSTC can be switched ON-OFF via a switch on the left handlebar. A ‘T’ indicator in the display flickers when the system is working to manage grip.

The engine is homologated for EURO5, which from January 1st 2020, introduced significantly stricter engine emissions standards compared to EURO4. These requirements include substantial reductions in permitted carbon monoxide emissions, an over 40% decrease in total hydrocarbon emissions, tougher misfire detection and the introduction of a particulate matter limit.

Fuel economy is a frugal 30km/l, or 71 mpg (WMTC mode); the 11.5L (3.0 gallons) tank capacity gives a potential 340km+ (211+ miles) range.

• Accessories

A range of Genuine Honda Accessories are available for the ADV350. They include:

50-litre Smart top box

Rear carrier rack (direct fitment)

Heated grips

Outdoor cover

More by John Burns

Join the conversation

You could buy an Africa Twin for that price. I love scooters, but, for that price, give me the Africa twin.

Wrong price, that's the price for the ADV750 . The ADV350 should be under 6,000 British pounds.

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KTM 390 '20-'23 Adventure/RC Cruise Control

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This kit adds much needed cruise control to the venerable KTM 390 Duke and Adventure bikes. This kit requires no splicing, cutting, programming, just plug in and cruise.

Compatibility

• 2020 - 2023 390 Adventure
• 2020 - 2023 RC390

Choice of switch

Factory 890

A factory KTM 890 combination switch is provided. This has all the same features plus cruise control. The combination switch is modified and rewired to match the 390 plugs.

Soft Touch Switch

This new soft touch switch is marked with set and cancel icons. Best for budgets and OEM looks, No RESUME function. Mounts on a standard 22mm bar. Watertight and made from durable PA6+20%GF. See product page for dimensions.

Micro Toggle

If you are looking for something more budget friendly we can also supply a top notch waterproof micro toggle for mounting anywhere. The toggle option only provides SET and Cancel functions, No Resume. This does fit inside the existing switch housing with only a 1/4" drill and some neat wire routing.

LED lights and other upgrade  compatibility

This kit is 100% compatible with any aftermarket lights and kits. No wire splicing or messing with brake wires.

Cruise Stop Conditions

We know its paramount on motorbikes to quickly kill the cruise control in as many situations as possible. Our module will disengage cruise control for any one of the following conditions

• Engine RPM signal falls below 1000 or above defined max
• Front brake lever*
• Clutch lever is pulled
• Bike transmission is in first gear or neutral
• Any one of the required CANBUS packets are not updated within 1000 milliseconds
• A difference of 10% between the front and rear wheels

*The 390 CANBUS does not provide rear brake information

Configurability

The module has a weather tight USB-C connector for changing various settings such as speed increment size, PID gain, and throttle limits.

Diagnostic Port

This kit uses the diagnostic port of your bike. If you want a second port for OBD and Off Road dongles see addon section.

Install Difficulty

To install this kit you must remove the tank and split the headlight housing. About 2 hours install time with proper tools. T-harness will override the throttle signals and diagnostic connector will collect important speed data.

Manual /  Install

Click here for PDF Installation manual

Customer Videos

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Customer Reviews

Customer service great and product as represented !!! And it works on my 2024 KTM 390 Adventure!!

Easy to fit. Bit of a pain to get all the wiring squeezed back into the headlight housing but managed it in the end. Works well. Only suggestion for improvement would be the soft touch switch. It does not open up enough to go over the bars (without removing the handgrips/switchblock etc). I did not want to remove my grips as I had just glued on new heated grips, so I had to cut the switch to get it over the bars. I drilled 2 small holes and used a zip tie to secure it. Maybe future versions could have a hinge or a two part mount so it can be fitted on the bars without grip/switchblock removal.

I purchased the harness with the OEM 890 Switch (love the factory look!). Finally had the bike out for a longer 200mi+ ride and truly love it! It holds a nice steady speed and is super simple to use. Yes, the install is tedious, but customer support is great and it is so worth it in the end! I no longer dread fwy riding on this bike; it used to be frustrating trying to keep a steady speed since a low power bike is easily affected by wind, hills, etc. The cruise control completely fixes that annoyance and you get to rest your hand. Highly recommend it!

Just installed on my 2022 RC390. Bike should have come with this from the factory. Install was easy just take your time. On the RC didn’t even need to remove the gas tank, or side faring to install. Beyond happy with the product and works great!!

Had a slight issue with the kit when I installed it, Jackson replied within minutes to an email I sent on a Saturday night to talk me through getting the unit to work properly! A few extra emails back and forth to identify a small issue I should have caught on my own, and the bike now has cruise control like its big brothers! Love that they were able to utilize the 890 oem switch for cruise control, it looks like the bike came with it from the factory!

As for the install itself, it would be incredibly simple if it weren't for KTM's design behind the headlight! There's very little room in there, so you have to re-route all the oem wiring to gain as much space as possible for reinstalling the headlight into the bucket. I think my install took less an hour, including mounting the new left switch stalk on the handlebar, but took another 2 hours to get everything to line up just right for the headlight to go back in!!! Literally the hardest part of the job is getting it all back together!

Having said that, I wouldn't hesitate to do it again, and now knowing how to route the wires neatly in the headlight bucket would make the installation of this complete kit a total of 3 hours just "casually" installing this kit and not rushing through the process.

Accessories, Addons & Spare Parts

Honda service connector 070mz0010300, add second diagnostic connector, ktm off road/abs/bad fuel software.

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