road trip x adv

HONDA X-ADV (2021 - on) Review

• Surprisingly agile and sure-footed in the bends
• New chassis helps trim 1kg off kerb weight
• Alternative option to conventional maxi scooter

At a glance

Overall rating.

Although undoubtedly a Marmite bike, there is something strangely appealing about the Honda X-ADV automatic motorbike . It’s not an off-roader, not by a long stretch, but it is a cool-looking super-scooter that is fun to ride and also practical (for mainly solo riders).

• Related : 2022 Honda ADV350 scooter revealed

The big sticking point is the price tag, however if you are into maxi-scooters but don’t want a 'traditional' scooter look the X-ADV is your only option to be different. If we are being picky an IMU would have been nice, and a better connectivity system, but really that’s about it aside from maybe heated grips and cruise control.

If you like the idea of an SUV scooter, this bike won’t disappoint. Believe it or not, 32,000 have been sold to date and in 2019 it was Honda’s second best-selling bike – so it certainly appeals to a lot of riders.

The 2021 model replaces the 2017 Honda X-ADV , which was lightly upgraded again a year later. Honda announced the updates to the model in late 2020 alongside the NC750X sibling .

Ride quality & brakes

Under the 2021 Honda X-ADV’s bodywork lurks an all-new chassis that helps trim 1kg off the bike’s wet weight while also increasing (marginally) the underseat storage. The geometry is unchanged and so is the wheelbase, so it handles like the old bike and the 3kg total saving over the outgoing version is negligible.

On the road the X-ADV is surprisingly agile and sure-footed in bends (helped by its fat tyres) and its radial brakes deliver more than enough bite. Off-road? Well, don’t let its looks deceive you, that’s not really its speciality...

With a seat height of 820mm it isn’t too much of a stretch to the floor but the 2021 model’s new seat is slimmer to help reduce this a bit. The screen is adjustable in its height and offers a reasonable amount of shelter and you get brush guards as standard to keep your hands protected.

Although the Honda’s parallel twin remains the same 745cc capacity as before, changes to the valve timing sees it gain 4bhp as well as Euro5-compliance while the DCT’s gearbox’s first three ratios are lower and the final three taller. So in theory that’s more poke when you need it and better economy once you are up to speed.

Not a radical change, you spot the extra acceleration in ‘Sport’ mode or using the manual gearchange option but it is when overtaking at 50-60mph that it is most noticeable. When the DCT ‘kicks down’ to get an extra zap of speed in response to a wide throttle opening, third gear is sprightlier than before, giving far better acceleration than fourth and making overtakes much faster as a result.

Is it at the sacrifice of economy? Honda claim the X-ADV can record 78mpg and squeeze 227 miles from its 13.2-litre tank and during MCN’s test ride on a mixture of roads we saw an average of 68mpg, so that bodes well.

If you stick to ‘Sport’ however, the economy drops as it holds the revs higher for longer than ‘Standard’ mode. A new ride-by-wire throttle brings with it four set power modes - Rain, Standard, Gravel and Sport – with an extra User mode that is customisable.

The modes are linked to the HSTC (Honda’s traction control system), which has also been refined and now has three levels of intervention, and the DCT gearbox. Although not quite as good at predicting the gear you require as the latest Africa Twin’s DCT, which has an IMU helping it make its decisions and takes into account lean angle, the scooter’s system is now pretty fluid and doesn’t cause any annoyance.

Reliability & build quality

The DCT engine is very solid and Honda have lavished a reasonable attention to detail on the level of finish and fit on the X-ADV. You would expect this on a bike that costs over £11k and is backed up by our Honda X-ADV owners' reviews - where there are no indications of any specific issues with the bike.

Honda have a great reputation for building solid and reliable bikes and this model is no different. With a little love and care it should power through as many winters of grime and road salt as you can throw at it.

And that price tag is backed up with a finish that's more motorcycle than scooter with proper brakes, mid-size wheels and USD forks.

The 745cc parallel-twin engine has been used in loads of bikes including the Forza 750 and NC750X and it should be solid and reliable - especially with an under-stressed 58bhp on tap.

Value vs rivals

At nearly £11,000 when launched (it's £11,199 in 2023) the Honda X-ADV represents quite an outlay for a bike that is so leftfield, especially when you compare it to prices for a ‘traditional’ motorcycle. However in the big scooter world it isn’t actually that badly priced.

Yamaha’s TMAX 560 , which is the best-selling premium maxi-scooter, was £11,999, Honda’s own Forza 750 was £9,999 and the Kymco AK550 was £8899. It is a shame the X-ADV lacks a few features but while it is undeniably expensive, it’s not horrific in the grand scheme of things (2022 prices included).

Prices get even spicier in the three-wheeled world where a Piaggio MP3 530 hpe costs £11,500. And even more than that, an electric BMW CE 04 starts from £12,270.

A brand-new 5-inch TFT display comes with connectivity as standard and includes Honda’s Voice Control System, which links the rider to their phone – although there are also separate bar-mounted buttons.

Annoyingly you need to download the Honda RoadSync app to get the system to operate and it only works on Android and not iOS, which is ridiculous as other Honda models use Apple CarPlay! The good news, however, is that finally Honda have built not only a dash that is relatively clear to read – they have also developed a set of switchgear that isn’t a myriad of jumbled buttons!

A keyless ignition is standard, as is a USB-C slot under the seat in the 22-litre storage area, and you get ABS, traction control (HSTC), four set power modes plus one user-defined one, engine braking control, the DCT gearbox, DRLs, a bit of adjustability in the suspension and even a lockable glove box.

What’s missing? Cruise control would be nice and there is no IMU so the electronics aren’t angle-sensitive but that’s about it. Five-level heated grips are a £285 extra, which would have been nice as standard.

Model history & versions

Model history.

• 2017 – Honda launch the X-ADV, a bike billed as the SUV of the scooter world. It is a surprise hit and sells 7500 in Europe in its first year!
• 2018 - A small update sees the DCT version gain ‘G-mode’ for off-road use, 2-level HSTC is added to both models, an A2-restrition kit is available and the motor gains a few rpm at its top end.
• 2020 - Minor updates to range.
• 2023 - Price hike to £11,199

Other versions

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 (2021 - on)

4 owners have reviewed their HONDA X-ADV (2021 - on) 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 (2021 - on)

Version: Transalp XL 750

Annual servicing cost: £160

Light weight and looks great in white , plenty of usable power.Would I recommend it ? absolutely but Not with the Defective gold rims buy a black one with red graphics which strangely does not have defective wheel rims

Ride comfort is way above anything else in its class, I’m only 2k miles into ownership and all winter months but 200 miles (no motorways) is an easy ride duration, I’m 74 and no aches and pains from long rides. Wife has not been on the Transalp yet so cannot comment on passenger comfort .

Plenty of power which is a surprise after riding a Fireblade 954 for the last 19 years.

The gold spoked wheel rims are recognised by Honda to be “ defective “ but they will not honour a warranty claim stating that “all the gold rims are defective “ Honda Quality control and Quality assurance is no longer a gold standard to be in awe of by other manufacturers or us the buying public .

I ticked the follow on the accessory list Centre stand , heated grips, hand guards, power point and quick shifter, all have been worth the expense but the quick shifter is the only item not really needed but as a fun factor offers the best value

Buying experience: Purchased from the same dealer that I purchased the Fireblade from 19 years earlier and paid the full new price, plus a tracker and a service contract . Bridge Motorcycles Exeter are a quality dealer and recommend.

Annual servicing cost: £130

Definitely recommend Xadv. Great all round bike. More motorbike than big scoot. DCT is very good . Rear shock is hard. The instruments can take a little time to get used to. Very comfortable for long rides and fuel economy is very good. I can get 3 bags of shopping from the supermarket 2 under the seat and one in my Givi Trekker topbox.

The Xadv is imo a brilliant all rounder. I can ride longer on this than I could on many other big bikes. Brilliant in city especially with DCT no faffing with clutch. Long trips a doddle.

It's plenty powerful in real world situations a few bhp more would good .

The bike is high quality all components are well made and finished . No corrosion , but I don't ride when it's salty. No breakdown or parts failure.

Last service by dealer as bike will be serviced by myself. Running cost are good.

Heated grips are not as good as the Oxford ones I had on the Africa Twin being Honda they integrate with bike electrics and LCD. I wish it had an electric screen like the Tmax it is easy to adjust but not having to use tools to do so.no centre which is damn anoying to have buy a one all chain bike should have . BMW i have owned all had them as a standard fitment I have fitted a Nitron rear shock built to my specs crash bars and fog lamps. A radiator guard and sump protector are fitted as a must the sump is low and a kerb or rock could cause a big problem. I bike can have additional footpegs which I purchased from the Chinese equivalent to Amazon for about £48 delivered. Honda want 350quid which is ridiculous. The Chinese ones are very good quality do the job well and dead easy to fit. DCT is my favourite feature and the standard fitment Bridgestones are very good as is the classy front suspension and the 17inch front wheel.

Buying experience: Bought from local dealer CJ Ball Norwich. Excellent dealer have purchased many over my long time around motorcycles. Nothing too much trouble.

Had a test drive when my previous bike was in for a service. Loved it but couldn't get past it's scooter looks (as a bike rider) took a year and a half to finally take the plunge. DCT suits this so well, it's comfortable, fast enough, handles surprisingly well and is incredibly practical with smart top box. Who knew keys were such a hassle...as a 'conventional' bike rider previously I really enjoy leaving helmet under seat. I use this more than my previous bikes.

Brakes plenty. Easily empty a tank in 1 sitting. (Around 180 miles and around 60mpg) tests quoting 70+ mpg probably spend more time in town than I do. Great 2 up and dct smooth changes mean no helmet banging

750cc...but no zxr 750. Soft but useable and flexible

It's a Honda

Expensive for a scoot, perhaps good value for a commuter+tourer+weekend fun bike.

I'd have belt or shaft on this heavy bike. Chain seems out of place and adjustment is a pain. Smart top box ace. Expensive, but worth every penny. Panniers make it a superb tourer. Tour pack has a bag for in the gap where a tank should be. If you're using it you've taken too much.

Buying experience: Bought from dealer (Ecosse Honda) superb service. Good price for my trade in.

Is this a "big scooter" or an "automatic bike"? It looks and feels more like an actual bike and, because of its size, will say sayonara to every other scooter on the road. That 750cc engine is smooth and clicks through the gears pretty smoothly most of the time. In weight terms, it's a brute - pls add a teeny reverse gear Honda! And height wise, I'm 5'8 and it's too tall for me in all honesty. However, there's not much in the way of competition at this end of the market - wish more manufacturers would see how many people would take automatic versions of bigger bikes so we had more choice.

Pretty good all things considered.

Way better than most.

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Yamaha Long term test: Honda X-ADV adventure scooter

We’ve got Honda’s wacky scoot on urban adventure duties for a few months

EVERY NOW and then, someone comes up with a new class of bike. BMW arguably did it for usable big adventure bikes with its R1100 GS (the R100 and R80 G/S models were something else I’d say – niche mad things). Kawasaki’s ZZ-R1100 started the hypersports top-speed weapon, Triumph’s Speed Triple the super-naked roadster, Honda’s CBR900RR FireBlade the litre superbike that handled, Honda’s Silver Wing the big-bore super-scooter.

It’s been a while since we’ve had anything really really new like those revolutionary, class-defining machines. But what about this beastie? Honda launched the X-ADV as an ‘adventure scooter’ a few years back now, and it’s fair to say I was a bit unsure about it. It seemed to ask more questions than it answered – and the questions it did answer didn’t seem to be the ones I’d ever heard being asked. If you get my drift... Long(ish)-travel suspension, spoked rims, dirt-style wheels, some extra ground clearance all points to some offroad usability. But the close-fitting front mudguard, 17” front wheel and 238kg-ish wet weight all sort of point against that. It’s all a bit weird, frankly, and the price tag of nearly £10k doesn't help. My mate Dave summed it up when he said, “It’s like looking at a bike after taking a load of acid.” True dat Dave.

Our man David Miller borrowed the X-ADV first, planning some offroad shenanigans on it (the dirt trail is his arena nowadays), but then hurt his shoulder, so the poor ‘onda sat for a couple of weeks at Miller Towers, unmoving. Luckily I had to return the Kymco AK550 to a very nice man north of London, so could pick up the mighty X-ADV near Peterborough at the same time.

Honda Africa Twin vs BMW R1200GS Adventure Bike Review | Bike Comparison

No matter though – I’m getting used to all this stuff on modern bikes, and so I just jump on and head south. I’ve ridden DCT bikes a few times, so quickly remembered the scoop in terms of the pushbuttons – you start in neutral, then click into D for drive then S for sport. The up and down buttons let you override the auto gear choice, and there’s also a button for full manual operation. So far so good.

Clicking through the dash display, I come across the odometer, which is reading just 45 miles. Eek, a brand spanker! That probably explains the slightly tight-feeling motor and transmission then. I try to take it easy till she warms up at least, then get up to ramming speed on the motorway asap. The X-ADV uses Honda’s 745cc parallel twin, which is (in)famously made from half a Jazz car engine. It’s used on the NC range – the NC750S and NC750X, where it does decent if slightly uninspiring work as a frugal commuter and midi-adventurer. It’s a weird motor – the inlet and exhaust ports are siamesed, so there’s only one exhaust downpipe and air inlet, which confuses at first sight. A single overhead camshaft, with screw and locknut finger tappets takes us back to the 1970s in terms of tech – but it’s all probably fine for an economy-minded engine tune. It sort of clashes a little when we get to the megabucks high-tech DCT gearbox mind, but we’ll let that slide for the moment.

The essence of all this is about 54bhp on tap – not a bad amount for a super-scooter, and about the same as the AK550 I just jumped off (but which felt much zippier) that’s also about the same as a Burgman 650, so they’re all going to hit about 110mph+ flat-out on a high-speed run. The X-ADV was a bit down on this at the moment due to its low miles of course, so we’ll be hoping it picks up in terms of zip and go.

The A1/M25/A3 run didn’t tell me much, except that the X-ADV is a bit scant in terms of wind and weather protection. The adjustable windshield is a good thing but I think if I had one of these full-time, I’d want a bigger screen, especially for winter. The seat is comfy enough, but there’s not loads of space for your legs and feet, which goes against the super-scooter concept a bit. 

Back in London, I’ve been using the X-ADV for local scooting jobs, putting a kid on the back for deliveries to parties and the like, and popping round to the shops (and my mate Neil Handley's cafe near Box Hill ). It’s actually a lot of fun to ride in town, the brakes are very good (twin radial four-potters up front ftw), and the BridgestoneTrail Wing tyres also work well round town, in the current hot dry conditions anyway. It handles well, and the only chassis woes come from the seat being just that bit too tall for me, so I can only really get one tiptoe down at a standstill. It’s fine on the move, but if you’re short and unsteady on tall machines, this won’t help you out much.

The motor has good low-down punch, the DCT helps ease the strain of urban riding and the keyless ignition works a lot better than the recent Kymco one we tried, with the system lighting up immediately when you push the big button on the bike. You still end up losing track of the keys though (well I do). The fuel consumption isn’t amazing, partly because I’ve been flat out on it for most of our time together, plus the engine is still quite tight. We’re averaging about 49mpg at the moment – hopefully that will improve a little.

We’ll be running the X-ADV for the next couple of months, and will keep reporting back on how it’s going. We might even attempt some sort of gentle off-roading antics with it. Or we might not…

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Honda X-ADV review

Bikes such as the Suzuki Burgman are in many ways perfect for travelling on. They have excellent luggage capacity, good weather protection and are practical and versatile in a way that even proper ‘adventure’ bikes are not. The solution of course is an adventure scooter. It’s a wonder no one thought of it sooner….

A PROPER MOTORCYCLE

The X-ADV is actually a proper motorcycle. The fact that it is chain driven (rather than belt) and has the engine up at the front means that it doesn’t qualify as a scooter, and fundamentally is nothing more than a NC750, reimagined to look like a scooter, with the X-ADV itself based on the Integra that Honda started out their hybrid moto-scooter experiments with.

So the engine is the same 745cc parallel twin as in the NC750 range, given an extra 500rpm rev range in order to give it a sportier ride, and fitted with the latest fourth generation dual clutch transmission gearbox (DCT). Much else is new on the bike. There’s a new cast aluminium swingarm, tubeless spoked rims (17-inch front, 15-inch rear) fitted with Bridgestone Trail Wing tyres, as well as a new headlight and fairing design that go some way to justifying the fact that this DCT equipped X-ADV is nigh on £2500 more than an equally engined NC750. £9599 is the damage.

It’s a serious amount of money and reinforces the notion that Honda doesn’t see the X-ADV as a volume seller in the way that the NC750 is, but instead a niche, low volume machine that was born out of the curious minds of Honda engineers who thought that building an Integra that could ride the rough trails down to the local beach was a good idea.

The first thing about the X-ADV is how difficult it is to get on. I’m 5’10 but really struggled to get my leg up and over, mainly because of what is quite a tall wide seat, rising from the 790mm of the Integra to a new height of 820mm, with ground clearance also increasing from 135mm to a more lofty 162mm. You can’t step-through it either as the engine and black and easily scuffed cowling are in the way. You have to approach it like a normal bike and even then I couldn’t find a way to get on it cleanly, especially with the top box fitted. It’s a bit of a shame as you’d think that the main market for this kind of bike is the older rider struggling to get on a big bike and seeing something like the X-ADV as an alternative.

Otherwise the X-ADV doesn’t feel as heavy as its wet weight figure of 238 kilos would suggest. It feels light and manoeuvrable in a way that an equally weighted Africa Twin or GS might not. There are some nice touches to it as well. The screen adjustment mechanism works well and is simply enough to use, though does at times require two hands. The keyless ignition – whilst not for me as I prefer the simplicity of a key – is a nice nod towards modern functionality, with an ignition dial in the centre of the console turning the bike to on, or off, or to the position which allows you to toggle open either the fuel flap or underseat storage latch by means of a rather flimsy plastic rocker switch. Under the seat the 21-litre storage area has just enough room for a non-peaked helmet, as well as a 12v socket and an interior light in order to illuminate your luggage. It’s not as practical as a big scooter, but it is more practical than a typical motorcycle. A glovebox up in the front cowling would have been handy.

The X-ADV is a DCT six-speed gearbox only, with no manual option available. This is now fourth generation DCT and it does feel smoother than the bikes I’ve ridden in the past with DCT. On the right switchgear you control the bike from Neutral, to Drive to Sport. Sport holds the gears longer and downshifts earlier. In either of these modes the bike is working as a full automatic and does a good job of it, with often imperceptible changes (though does sometimes leave you in the wrong gear when cornering). On the right switchgear there’s also a toggle to flick the bike into manual mode. This brings into play the forefinger and thumb operated buttons on the left switchgear; the forefinger to go up a gear (where the headlight flash would usually be), the thumb to go down a gear.

Once selected, the bike remains under manual operation, over-ridden only when you decelerate and don’t change down, at which point the system will automatically drop the gears with the engine revs. You can also bring the manual gear change buttons into play at any time, over-riding both Drive or Sport mode, the auto system kicking back in after approximately 10 seconds. This was how I preferred to ride the bike; Drive mode, full auto, and if needed the manual toggles to override the bike’s brain to change up or down, and then allow auto to kick back in again.

It’s a good system. It suits the X-ADV in a way that for me DCT doesn’t suit the Africa Twin. On a big tall adventure bike I prefer a good old fashioned clutch and gear lever, but on the X-ADV it works well as a twist-and-go. The only niggle is Sport mode. All this does is hold onto gears longer than in Drive and the nature of the low-revving parallel-twin engine means that it makes more noise but not necessarily more speed as most of the surge has gone by 4250rpm. Leave it in Drive would be my suggestion.

PERFORMANCE

In terms of performance the 54 bhp X-ADV feels oddly more sluggish than a NC750 (which only weighs 8 less at 230 kilos). Maybe it’s the riding position that doesn’t give the same sense of speed, or maybe that the engine in this test bike was low mileage and still needed bedding in. You would describe the X-ADV as brisk but not much more. Having said that it’ll sit all day at high motorway speeds, top out at about 110mph and achieve economy figures of around 70mpg, even when ridden reasonably hard. Fuel capacity isn’t exceptional at 14.1-lites, but with such good economy it should be able to manage over 200 miles to a tank if ridden frugally. Plenty of range for most trips.

As well as the new swingarm, the X-ADV also gets new 41mm upside down front forks with adjustment for rebound and preload, whilst front brakes are radially-mounted Nissin calipers taken from the Africa Twin, fitted with twin 310mm discs. The rear shock is now adjustable for preload. It’s a big step up from the equipment on the NC750 and and Integra and goes part way to justifying the extra £2150 the X-ADV costs over the DCT equipped NC750X and the £1270 over and above the price of an Integra.

The bike certainly handles well – better than you were imagining – with quick turn in and a supple but controlled ride. I definitely noticed the improved quality of the suspension over the NC750, which can get out of shape quite quickly, especially along bumpy roads. Nice wide bars appear to be taken from the Africa Twin and give good leverage for tipping into tight turns. It is a strange sensation initially having your feet up in the air out in front of you, but you do get used to it. The X-ADV’s longer wheelbase over the NC750X (1590mm plays 1525mm) also makes it a surprisingly stable bike at speed and overall the handling is a lot of fun.

I also liked that the rear brake was handlebar mounted in the position you would usually find the clutch. This worked well with the DCT gearbox, allowing you to trail brake the rear when doing tight manoeuvres on partial throttle, almost using the back brake as a clutch. It’s a feature that would work well on the DCT equipped Africa Twin, which can be a bit tricky to manoeuvre at slow speeds, trying to feather the throttle or use your right boot to drag the rear brake. The set up on the X-ADV is preferable, with a discreet pull on parking brake tucked away inside the right fairing cowl.

The uprated brakes of the X-ADV also work well, with good stopping power and effective – and possibly a touch oversensitive – ABS, especially on gravel surfaces. It is a shame you can’t disengage ABS, particularly at the rear, as that would make for a lot of fun in the dirt, especially with the bike’s inherent stability at low speeds and that hand operated rear brake lever. Traction control isn’t an option on the X-ADV, so at least you can spin up the rear for a dramatic gravel road take off, whilst on road the moderate performance is unlikely to catch you out on a wet corner.

Having taken the bike on a 300 mile round trip to the Peak District I did find the seat uncomfortable after an hour or so in the saddle, though I imagine a bit of that is getting accustomed to the riding position, which places more pressure on the backside and less on the feet than the adventure style of bike I usually ride. I didn’t get to test the rear seat for pillion space, but it is nice sizeable pad and probably makes the X-ADV better suited for two up riding than the NC750. As long as the pair of you can get on.

During my time with the bike I explored a few familiar dirt trails. The biggest limitation for off-road riding is the fact that it’s a bike not designed for standing up on. Your feet on the narrow running boards are too far forward and anyone of any normal height won’t be able to stand up straight enough to get any real control, or weight over the front of the bike. It leaves you in a crouching position that feels unnatural and precarious. Honda do make aftermarket off-road footpegs that bolt in the position where the footrests would be on the NC750. A Honda rep said these made the bike much ‘better’ in the dirt, which I could well imagine, although I’m sceptical to believe they’d transform it into something that was truly designed for more spirited off-road riding.

Having said that, I watched bike journalist Chris Moss push the bike around on gravel with a lot of confidence, not to mention speed, so if the surface isn’t too taxing and the rider brave enough, you could definitely have some fun on the X-ADV. Just don’t drop it. During my time with the bike it rolled off the stand at standstill. It broke the hand guard, brake lever, scuffed the running board and dented the heat shield on the end can. You can get optional crash guards for the running boards, which are probably going to be a good idea.

SO WHAT IS IT?

Honda labels the X-ADV as a city adventure bike and I think that’s about right. It’s at its best in short, tight environments, and even if you never take the bike off-road the longer travel suspension still makes it ride the bumps and potholes of modern roads than much better than a regular scooter, or NC750X for example. Is it worth the extra money over the NC750X? Probably not, not in practical terms, but the X-ADV does have a prestige and a presence about it, not to mention the superior quality brakes and suspension. I did at times feel a bit silly on the X-ADV. I was conscious of its showy graphics and its blurred relationship between bike and scooter. Some other bikers didn’t know what to make of it. I think you need to be a confident character to ride a X-ADV, because people do look, and will pay it some interest, positive or otherwise.

The question is whether it’s really answered the question of a scooter being used as an adventure bike. I look at the figures for the Suzuki Burgman 650 or Yamaha T-MAX 530, and wonder if the X-ADV has really added anything over those two bikes. The Burgman in particular has over twice as much underseat storage space than the X-ADV, and then there’s maintenance free belt drive that would be a blessing on the long hauls. Even the Integra – the X-ADV’s foundation block – is arguably more practical for a big trip, for the fact that side panniers can be fitted to it, whereas the X-ADV only takes a top box. I’d probably prefer the Integra’s key ignition over the X-ADV’s key-less as well, but then the Integra wouldn’t ride as well over the bumps and wouldn’t have the ground clearance, so it’s all a much of a muchness, and down to what you need from a bike.

I do think there’s room for an adventure scooter and in a way Honda already makes it in the form of their 50cc Ruckus or Zoomer scooters that are proper bare bones and sturdy go anywhere vehicles, just lacking a bit of refinement and an engine that would allow the bikes to cover a bit more distance and at greater speed. Stick the old XR400 engine in one and that’d probably work a treat (and also potentially get more people interested).

Attempting to weigh up the X-ADV pragmatically and objectively is never going to work. It’s not a bike that adds up on paper. To some people it’ll never add up at all. For them it’s always going to be too expensive, too gaudy, too lacking in purpose to make it a proper adventure bike in the way historically we’ve imagined an adventure bike (knobbly tyres, big front wheel, cheap to buy, simple to fix). But if you accept if for what it was designed as – a bike to use all week on the city commute and to then head off on the weekend with a bike capable of taking you along the path down to the beach – then it makes  more sense. It’s probably never going to be someone’s only bike. I imagine most will be bought as a second bike – something to complement a GS or Africa Twin because ultimately those bikes are more versatile than the X-ADV is ever going to be.

It’s a shame it’s not easier to get on and off. It’s a shame those off-road pegs don’t come as standard and it’s a shame it’s not as practical as a proper large capacity scooter, but you still have to give credit to a company for putting their head on the block and building a bike they must have known was never going to make them much money, or even sell in any volume. It takes a bit of guts to build a bike like that. You could say it takes a bit of an adventurous spirit. Ultimately, the X-ADV is not the bike for me. It’s not a bike I would buy with my own money. But that doesn’t mean it’s not a bike for someone out there, and in all honesty, the more you ride it, the more it does start to make at least some sense.

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A Thing of Beauty – L’Avventura Series

Revealed: Updated Honda X-ADV Adventure Scooter

The Honda X-ADV sent a wave of eyebrows shooting to the skies across the motorcycle world when it was first released back in 2016. Not quite a scooter, not quite an adventure-bike, the quirky adventure-scooter was the first of its kind. And now it’s back, with a comprehensive update for 2021.

The 745cc parallel twin engine remains from 2016’s model. However, Honda has set to work squeezing a little more power out of it. The updated engine produces 57.7bhp, up 4bhp from the 2016 model, and 69Nm of torque at 4,750rpm, up from 68Nm.

Alongside these upgrades there are also improvements to the exhaust, the introduction of throttle by wire, and an increased redline to 7,000rpm (up 600rpm from the previous model). All of these are designed to add a little extra power and excitement into an engine that has earned itself a rather vanilla reputation, prioritising ease of use and fuel consumption above power and excitement.

Honda says it has also improved the gear ratios, with a shorter first to third providing a sportier feel, and a longer fourth to sixth gear for improved economy during high-speed cruising. Despite these improvements, Honda managed to found 1.4kg to shave from the weight of the power plant.

Finally, with a fuel capacity of 13.2 litres (marginally up 0.1l from the previous model) and a claimed consumption of around 78mpg, Honda says the X-ADV will be able to cover about 230 miles on a full tank which should make it touring-friendly.

Updated electronics

With the introduction of throttle by wire, the Honda X-ADV now features five new riding modes to choose from: Standard, Sport, Rain Gravel, and a customisable User mode.

These each deliver differing levels of engine power, engine braking, traction control, and ABS, to suit a variety of riding conditions. Honda’s efforts represent an electronic upgrade which will bring the X-ADV into line with Honda’s other motorcycles, and beyond the level that other scooters and trails currently occupy.

As with the 2016 model, the X-ADV will only come with Honda’s Dual Clutch Transmission (DCT) gearbox. Working in tandem with the set riding modes, the DCT system features four separate shifting schedules that Honda says will deliver sedate and smooth shifts to maximise efficiency, or sporty and aggressive shifting for sportier performance.

There’s also an off-road friendly shifting pattern to allow for rear-end slides on the trails and greater traction on slippery ground.

Chassis changes

A new tubular steel diamond frame saves 1kg of weight from the previous model, while also freeing up more space for storage compartments. Overall weight is reduced by 3kg to 236kg on the new model.

Bringing this all to a stop are dual 296mm discs and four-piston callipers at the front and a 240mm single disc with a single-piston calliper at the rear.

Honda says the chassis change allows the X-ADV to be more manoeuvrable in city traffic, while the upside down forks offer 120mm suspension travel up front and 120mm at the rear. Coupled with a ground clearance of 165mm, this set up will help the X-ADV cope with light trail riding and gravel roads. Both the 17-inch front and 15-inch rear tyres are spoked to aid off-road performance further.

The unique X-ADV has always been a head-turner, but for 2021, Honda has given it a sharper, slimmed-down look which, and I’ll say this quietly, actually looks pretty damn good. Sure, there’ll still be a healthy number of quizzical stares if you head out on a Sunday blast on it, but there’ll be plenty of admiring ones too.

The redesigned bodywork also hides plenty of neat little touches, including a 22l storage area (up 1l from the previous model) which can fit a full-faced helmet and features a USB charging socket. The parking brake, previously located on the front right fairing, has been relocated to the right handlebar and frees up space for a small glove compartment located in the fairing.

There’s also a centre stand fitted as a standard, a premium touch considering a centre stand isn’t included on the Honda Africa Twin, and benefits from keyless ignition, fuel cap, and seat opening.

The Honda X-ADV

Overall, the Japanese manufacturer has doubled down on their quirky, trail-blazing adventure scooter with this update for the Honda X-ADV . While it may be different from the larger adventure bikes we see here in the ABR offices, we’re looking forward to getting our hands on one and trying it out in the new year.

There’s no word yet from Honda on a price or when it will reach showroom floors, so keep an eye on the ABR website for further news in the coming weeks.

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Honda X-ADV - the Adventure Scooter! ... a road test.

I was lucky to have the new adventure scooter from Honda for a week. I'd just come back from a trip around Iceland on a R1200 GS and have previously ridden across the world on a 105cc Honda step-through. I have no allegiance to either big bike or small, and so was curious about this new adventure scooter, as I've always looked at machines such as the Suzuki Burgman as potentially the perfect bike for going around the world on. They have excellent luggage capacity, good weather protection and are practical and versatile in a way that even proper 'adventure' bikes are not.

So an adventure scooter seemed like the perfect recipe.

A PROPER MOTORCYCLE

The X-ADV is actually a proper motorcycle. The fact that it is chain driven (rather than belt) and has the engine up at the front means that it doesn't qualify as a scooter, and fundamentally is nothing more than a NC750, reimagined to look like a scooter, with the X-ADV itself based on the Integra that Honda started out their hybrid moto-scooter experiments with.

So the engine is the same 745cc parallel twin as in the NC750 range, given an extra 500rpm in this instance in order to give it a sportier ride, and fitted with the latest fourth generation dual clutch transmission gearbox (DCT). Much else is new on the bike. There's a new cast aluminium swingarm, tubeless spoked rims (17-inch front, 15-inch rear) fitted with Bridgestone Trail Wing tyres, as well as a new headlight and fairing design that go some way to justifying the fact that this DCT equipped X-ADV is nigh on £2500 more than an equally engined NC750. £9599 is the damage.

It's a serious amount of money and reinforces the notion that Honda doesn't see the X-ADV as a volume seller in the way that the NC750 is, but instead a niche, low volume machine that was born out of the curious minds of Honda engineers who thought that building an Integra that could ride the rough trails down to the local beach was a good idea. But was it?

The first thing about the X-ADV is how difficult it is to get on. I'm 5'10 but really struggled to get my leg up and over , mainly because of what is quite a tall wide seat, rising from the 790mm of the Integra to a new height of 820mm, with ground clearance also increasing from 135mm to a more lofty 162mm. You can't step-through it either as the engine and black, easily scuffed, cowling are in the way. You have to approach it like a regular motorcycle and even then I couldn't find a way to get on it cleanly, especially with the top box fitted. It's a bit disappointing as you would imagine the main market for this kind of bike is the older rider struggling to get on a big bike and seeing something like the X-ADV as an alternative. A chap I was riding with had just had a new knee and really struggled to get on and off. To me, he would, and should, have been the main market for this bike.

Otherwise, once on the X-ADV doesn't feel as heavy as its wet weight figure of 238 kilos would suggest. It feels light and manoeuvrable in a way that an equally weighted Africa Twin or GS might not. There are some nice touches to it as well. The screen adjustment mechanism works well and is simply enough to use, though does at times require two hands. The keyless ignition – whilst not for me as I prefer the simplicity of a key – is a nice nod towards modern functionality, with an ignition dial in the centre of the console turning the bike to on, or off, or to the position which allows you to toggle open either the fuel flap or underseat storage latch by means of a rather flimsy plastic rocker switch. Under the seat the 21-litre storage area has just enough room for a non-peaked helmet, as well as a 12v socket and a torch to illuminate your luggage. It's not as practical as a big scooter, but it is more practical than a typical motorcycle. A glovebox would have been nice.

12v charger in X-ADV's 21-litre underseat storage bin

The X-ADV is a DCT six-speed gearbox only, with no manual option available. This is now fourth generation DCT and it does feel that bit smoother than the bikes I've ridden equipped with it in the past. On the right switchgear you control the bike from neutral, to Drive to Sport. Sport holds the gears longer and downshifts earlier. In either of these modes the bike is working as a full automatic and does a good job of it, with often imperceptible changes (though does sometimes leave you in the wrong gear when cornering). On the right switchgear there's also a toggle to flick the bike into manual mode. This brings into play the forefinger and thumb operated buttons on the left switchgear; the forefinger to go up a gear (where the headlight flash would usually be), the thumb to go down a gear.

Once selected, the bike remains under manual operation, over-ridden only when you decelerate and don't change down, at which point the system will automatically drop the gears with the engine revs. You can also bring the manual gear change buttons into play at any time, over-riding both Drive or Sport mode, the auto system kicking back in after approximately 10 seconds. This was how I preferred to ride the bike; Drive mode, full auto, and if needed the manual toggles to override the bike's brain to change up or down, and then allow auto to kick back in again. It's a good system. It suits the X-ADV and comes without complaint. The only niggle is Sport mode. All this does is hold onto gears longer than in Drive and the nature of the low-revving parallel-twin engine means that it makes more noise but not necessarily more speed, as most of the surge has gone by 4250rpm. Leave it in Drive would be my suggestion.

DCT operation is same as on Africa Twin and NC750; Neutral, Drive, Sport... then a button to toggle between auto and manual

PERFORMANCE

In terms of performance the 54 bhp X-ADV feels oddly more sluggish than a NC750 (which only weighs 8 less at 230 kilos). Perhaps it's the riding position that doesn't give the same sense of speed, or maybe that the engine in this test bike was low mileage and still needed bending in. You would describe the X-ADV as brisk but not much more. Having said that it'll sit all day at high motorway speeds, top out at about 110mph and achieve economy figures of around 70mpg, even when ridden reasonably hard. Fuel capacity isn't exceptional at 14.1-lites, but with such good economy it should be able to manage over 200 miles to a tank if ridden frugally. Plenty of range for most trips.

As well as the new swingarm, the X-ADV also gets new 41mm upside down front forks with adjustment for rebound and preload, whilst front brakes are radially-mounted Nissin calipers taken from the Africa Twin, fitted with twin 310mm discs. The rear shock is now adjustable for preload. It's a big step up from the equipment on the NC750 and and Integra and goes part way to justifying the extra £2150 the X-ADV costs over the DCT equipped NC750X and the £1270 over and above the price of an Integra.

The bike certainly handles well – better than you were imagining – with quick turn in and a supple but controlled ride. I definitely noticed the improved quality of the suspension over the NC750, which can get out of shape quite quickly, especially along bumpy roads. Nice wide bars that looked to be taken from the Africa Twin also give good leverage for tipping into tight turns. It is a strange sensation initially having your feet up in the air to the front of you, but you do get used to it. The X-ADV's longer wheelbase over the NC750X (1590mm plays 1525mm) also makes it a surprisingly stable bike at speed and overall the handling is a lot of fun. At full elevation, the adjustable screen also offers good wind protection and the exhaust note from the upswept can is surprisingly burbly.

I also liked that the rear brake was handlebar mounted in the position you would usually find the clutch. This worked well with the DCT gearbox, allowing you to trail brake the rear when doing tight manoeuvres on partial throttle, almost using the back brake as a clutch. It's a feature that would work well on the DCT equipped Africa Twin, which can be a bit tricky to manoeuvre at slow speeds, trying to feather the throttle or use your right boot to drag the rear brake. The set up on the X-ADV is preferable, with a discreet pull on parking brake tucked away inside the right fairing cowl.

The uprated brakes of the X-ADV also work well, with good stopping power and effective – and possibly a touch oversensitive - ABS, especially on gravel surfaces. It is a shame you can't disengage ABS, particularly at the rear, as that would make for a lot of fun in the dirt, especially with the bike's inherent stability at low speeds. Possibly the removal of a fuse would do it, though Honda do tend to err on the side of caution with such things. Traction control isn't an option on the X-ADV, so at least you can spin up the rear for a dramatic gravel road take off, whilst on road the moderate performance is unlikely to catch you out on a wet corner.

Hand operated rear brake is much better for slow speed manoeuvring than Africa Twin's foot brake

Having taken the bike on a 300 mile round trip to the Peak District I did find the seat became uncomfortable after an hour or so in the saddle, though I imagine a bit of that is getting accustomed to the riding position, which places more pressure on the backside and less on the feet than the adventure style of bike I usually ride. For pillions, I didn't get to test the rear seat but it is nice sizeable pad and probably makes the X-ADV better suited for two up riding than the NC750. As long as the pair of you can get on.

During my time with the bike I explored a few familiar dirt trails. The biggest limitation for off-road riding is the fact that it's a bike not designed for standing up on. Your feet on the narrow running boards are too far forward and anyone of any normal height won't be able to stand up straight enough to get any real control, or weight over the front of the bike. You're left in almost in a crouching position. You can get after-market off-road footpegs, which bolt in the position where the footrests would be on the NC750. A Honda rep said these made the bike much 'better' in the dirt, which I could well imagine, because to be fair the suspension copes with moderate bumps and ridges, the DCT gearbox makes off-road life easy, and despite a 17-inch front wheel (and 15-inch rear) the bike will bob along your average rutted fire track just fine... as well as most bikes to be honest.

In fact, having watched another rider on it – one with a good deal of confidence off-road – you can make the X-ADV really push on along gentle gravel trails, engaging in controllable drifts, with a lot of fun to be had in the process by the looks of it. The bike's obviously got its limits, and Honda's claim of it being an off-road scooter are clearly misguided, but to say that it 'can't' go off road is a bit inaccurate. It can, you just probably wouldn't choose that bike for the job. Plus, as I found, it can get quite costly if you drop it. A simple fall off the stand saw dinted exhaust cowl, broken hand guard which pushed in and snapped the brake lever clean off, and a scuffed running board, though metal protectors are available to give those more protection. But in a way that's a mirror of all 'adventure' bikes these days. They can all do it – to some extent – but the standard equipment is rarely up to the job of it.

THIS OR AN AFRICA TWIN?

During my time with the X-ADV I had time to ride it alongside a current model Africa Twin and surprisingly in this company the adventure scooter was cast in a brighter light than it was when stood on its own. Riding the two back to back along twisting country roads and on gentle off-road trails made you realise how over-sized and sometimes cumbersome the big adventure bikes can be. In tight spaces they can feel unwieldy. To people unfamiliar with them, riding in unfamiliar terrain they can feel overly tall, heavy and intimidating. The X-ADV was the opposite. Along tight lanes you could really push on and enjoy the bike's flickability and easy manoeuvring. On the gentle trails you could enjoy the fact your feet – and the centre of gravity – were closer to the ground and everything felt that bit more stable. It was not only more user friendly - especially for the novice - but also more fun.

Obviously there'd be no comparison in comfort and capability if you were choosing a bike to take on a long European jaunt, or even further afield. The extra space, and pace, not to mention the convenience of hard luggage would make you pick the Africa Twin any day, unless perhaps you were in no hurry and were happy to explore the backroads and have a bike a little less committed to hardcore adventuring.

Honda labels the X-ADV as a city adventure bike and I think that's about right. It's at its best in short, tight environments, and even if you never take the bike off-road the longer travel suspension still makes it ride the bumps and potholes of modern roads than much better than a regular scooter, or NC750X for example. Is it worth the extra money over the NC750X? Probably not, not in practical terms, but the X-ADV does have a prestige and a presence about it, not to mention the superior quality brakes and suspension. I did at times feel a bit silly on the X-ADV. I was conscious of its showy graphics and its blurred relationship between bike and scooter. Some other bikers didn't know what to make of it. I think you need to be a confident character to ride a X-ADV, because people do look, and will pay it some interest, positive or otherwise.

The question is whether it's really answered the question of a scooter being used as an adventure bike. I look at the figures for the Suzuki Burgman 650 or Yamaha T-MAX 530, and wonder if the X-ADV has really added anything over those two bikes. The Burgman in particular has over twice as much underseat storage space than the X-ADV, and then there's maintenance free belt drive that would be a blessing on the long hauls. Even the Integra – the X-ADV's foundation block – is arguably more practical for a big trip, for the fact that side panniers can be fitted to it, whereas the X-ADV only takes a top box. I'd probably prefer the Integra's key ignition over the X-ADV's key-less as well, but then the Integra wouldn't ride as well over the bumps and wouldn't have the ground clearance, so it's all a much of a muchness, and down to what you need from a bike.

Attempting to weigh up the X-ADV pragmatically and objectively is never going to work. It's not a bike that adds up on paper. To some people it'll never add up at all. For them it's always going to be too expensive, too gaudy, too lacking in purpose to make it a proper adventure bike in the way historically we've imagined an adventure bike (knobbly tyres, big front wheel, cheap to buy, simple to fix). But if you accept if for what it was designed as – a bike to use all week on the city commute and to then head off on the weekend with a bike capable of taking you along the path down to the beach – then it makes a lot more sense. It's probably never going to be someone's only bike. I imagine most will be bought as a second bike – something to complement a GS or Africa Twin because ultimately those bikes are more versatile than the X-ADV is ever going to be.

It's a shame it's not easier to get on and off. It's a shame those off-road pegs don't come as standard and it's a shame it's not as practical as a proper large capacity scooter, but you still have to give credit to a company for putting their head on the block and building a bike they must have known was never going to make them much money, or even sell in any volume. It takes a bit of guts to build a bike like that. You could say it takes a bit of an adventurous spirit. Ultimately, the X-ADV is not the bike for me. It's not a bike I would buy with my own money. But that doesn't mean it's not a bike for someone out there, and in all honesty, the more you ride it, the more you start to like it.

Fuel filler under a plastic cover. The central black plastics do scuff easily and are easily caught when trying to 'step through'.

Screen adjustment can take two hands. The pull out lever doubles up as a coin holder.

Neat handbrake nestled in the front fairing

The keyless ignition 'switch' adds a touch of modern sophistication. But is it necessary?

Chain drive helps define it as a motorcycle rather than scooter, and adds to the maintenance routine.

New dash is modern and easy to read.

Tubeless rims a nice touch, similar in style to those on a R1200 GSA.

Light in the underseat storage bin is a neat touch

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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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2021 Honda ADV150 | First Ride Review

The Adventure segment has been on a tear, and Honda felt the time was right to extend its ADV tendrils into the scooter scene with the 2021 Honda ADV150. A concept contest among Honda’s various global motorcycle design teams spawned the ADV150. Each market’s needs were reflected in their designs, and the Thai team’s off-road themed scooter won the day.

Honda’s latest ADV-styled scooter is exactly that — a Honda PCX150 with longer travel Showa suspension, 5.1-inches up front, and 4.7-inches in the rear. It also features a larger ABS-equipped 240mm disc brake at the bow and a drum brake without ABS in the stern. The brakes lack feeling, and power is biased to the rear, but there’s no issue of getting you stopped in a hurry. Plus, it has Honda X-ADV (not sold here) and Africa Twin-inspired dress to spice it up.

Big Red sees the ADV150 as an urban dicing, dirt-road capable scooter. But if the developing world has taught us anything, it’s that scooters don’t need an ADV moniker to tackle the dusty trail, and a lot of their pilots do it while wearing sandals, too.

The ADV150’s 149cc single-cylinder engine has enough gumption to put 55 mph on the LCD instrument panel relatively quickly. I even saw 65 mph displayed, but roll-on power has waned by then. With a centrifugal clutch, all you need to do is twist the grip and go. It’s fuel-efficient, too, averaging upward of 75-plus mpg.  

Balance and handling are more than grin educing, and the claimed curb weight of 294 pounds is hidden by its ultra-low center of gravity. The ADV150 whips around mountain curves and tight parking lots intuitively, and the suspension can manage a relatively groomed dirt road easily. Big hits are felt through the stiffer rear end. 

Block patterned, model-specific tubeless tires grip well on tarmac and keep it together off the pavement, though they aren’t thrilled with sand. A comfy 31.3-inch seat height and backswept handlebar keep you in an upright, comfortable, and commanding riding position, and the toolless two-position windscreen deflects a noticeable amount of air in the up position. 

Meanwhile, a 2-liter storage compartment with a 12-volt charging port can hold your phone and other items. There’s 27-liters of storage under the seat, but most full-face helmets won’t fit. Three-quarter and half-face helmets shouldn’t be an issue. The scoot also uses Honda’s Smart Key fob to activate the main knob, letting you start it, unlock the seat compartment, or release the fuel lid.

Save for a little less under-seat storage than I’d like, the ADV150 checks all the boxes for a commuter scooter. Not to mention the opportunity to leave some Africa Twin riders scratching their heads on a dirt road. 

2021 Honda ADV150 Specs:

Website: powersports.honda.com   Base Price: $4,299  Engine Type: Liquid-cooled, single, OHC, 2 valves per cyl.  Bore x Stroke: 57.3 x 57.9 mm Displacement: 149cc  Transmission: V-matic, automatic centrifugal dry type clutch Final Drive: Belt  Wheelbase: 52.1 in. Rake/Trail: 26 degrees/3.4 in.  Seat Height: 31.3 in.   Claimed Wet Weight: 294 lbs. Fuel Capacity: 2.1 gals., last 0.34 gal. warning light on  MPG: 86 AKI min (avg) NA

2021 Honda ADV150 Photo Gallery:

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Nice, but I’ll wait for the 250 or 400.

Yep, me too. Actually though at my age (almost 75) I’d rather they came out with a trike like Harley’s, only maybe a 750-1000cc. That will probably be my next ride when I am forced to give up 2 wheels.

I really like the idea of the Honda 150 ADV. I would be more inclined to go this route if they only made it a bit more highway-worthy (speed-wise). Perhaps something in a 200cc to 500cc edition?

I would go for 500cc.

I agree that they need to produce at least a 350cc model. A 350 could do highway speeds. The big win on this as it is, is price. A 500cc would be at least 6 to 7k dollars and weight would need to not climb past 340 pounds or so, otherwise it would not be much fun.

This scooter is tons of fun. I’ve even taken it along the freeway on long distance day trips. It takes intestinal fortitude, but long distance traveling can be done.

I once had the Honda Elix 250 scoot and it was parked next to my Gl1500. I loved that little bike for a runabout. But did ride it a couple times on all dayers. Was going to do the 4-corners tour with it. But traded for a Suzy 650 Bandit for my 16 year old son at the time. Now that I’m 72 I’m thinking of getting something smaller, too.

THIS SCOOTER WILL DO 70 MPH ALL DAY …. i have 1 and it handles so well took it on a long trip ..750 miles …90 mpg …love it in yellow yea well ….usa won,t handle this color …real shame …the yemaha 300xmax is also a great ride …does 105 mph …at 85 mpg ….more money but love the power …guess thats why iam 70 and still ride my bmw 1200gs ….but i do love the scooter ,,fun times in the country side …all day long ,,,pa area

A SMALL SWISS ARMY KNIFE WITH WHEELS… .i wanted an addition for the small class b van/rv and this easily qualified to park itself on the m/c carrier weighing under 300 pounds.

What it won’t do is the interstate or any roadway in conjunction with haulers of interstate commerce or traffic in excess of 70 mph.

What it will do is remarkable in town and back country roads and still handle a bag of groceries under the seat. Add panniers and a top box and a scenic backcountry tour is possible for a week or two. Also added a higher windscreen and mirror mount extenders for bigger grins…

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2022 Honda X-ADV Guide

2022 Honda X-ADV: ON THE EDGE OF THE ROAD.

Introducing the 2022 honda x-adv….

INFINITE ADVENTURE AROUND EVERY CORNER 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.

The ground-breaking X-ADV – after a comprehensive update for 2021 which injected more power while reducing weight, gets three new contemporary colour options for 2022. Specification includes Throttle By Wire management, 4 default riding modes, 3 level Honda Selectable Torque Control. The 22L seat storage compartment includes a USB charger while a glovebox adds further convenience. Twin LED headlights feature Daytime Running Lights and a 5-inch TFT display allows smartphone connectivity via the Honda Smartphone Voice Control System.

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 16YM 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 it has not stood still. In 2021 Honda upped the X-ADV’s engine performance, trimmed weight, enhanced style and added even more usefulness. Making the X-ADV even cooler and more desirable in the process.

The 2021 updates were comprehensive, starting with 3kW more peak power for the EURO5-spec engine, and an extra 600rpm to the redline. Shorter ratios for first, second and third gears delivered smarter acceleration, while taller fourth, fifth and sixth ratios allowed relaxed higher speed cruising and excellent fuel economy. Throttle By Wire (TBW) brought with it 4 default rider modes plus a custom choice. The Dual Clutch Transmission (DCT) used Automatic shifting schedules that link with the riding modes.

A new frame and detail improvements saved 1kg alongside a sharper, more aggressive edge to the X-ADV’s bodywork. The dual LED headlights also gained Daytime Running Lights (DRL), as used by the CRF1100L Africa Twin.

For easier ground reach the seat was re-contoured at the shoulders. The redesigned under seat storage space grew in volume and also housed a USB charging point; relocating the parking brake to the right handlebar freed up space for a useful new glovebox. And a revised TFT instrument display also featured Honda Smartphone Voice Control System.

For 2022 the X-ADV will be available in the following colour options:

Mat Ballistic Black Metallic **NEW** Mat Iridium Gray Metallic **NEW** Harvest Beige **NEW** Pearl Deep Mud Gray Grand Prix Red

2022 Honda X-ADV Totalmotorcycle.com Key Features

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.

ADVENTURE PACK To make accessorising easy, you can fit your X-ADV with a Pack. The Adventure Pack ramps up off-road style and durability, ready for any weather and anything. It includes knuckle guard extensions, side pipes, fog lights, leg deflectors and rider steps.

TRAVEL PACK The Travel Pack offers maximum carrying capacity for the long haul, and includes Smart Top Box, side panniers (including Pannier Bags and Aluminium Panels), centre console bag and heated grips.

STYLE PACK To make an even bigger statement with your X-ADV, the Style Pack is for you. It includes machined handlebar clamps and parking lever (and cover), and enhanced floor panels and side covers.

50L SMART TOP BOX You might want to keep it simple. The 50L top box attached to the tailor-made rear carrier, provides ample storage space, and is available with colour matched or aluminium inserts, to key neatly with your X-ADV.

• Throttle By Wire control; peak power figure of 43.1kW with 69Nm torque • EURO5 compliant, with 3.6l/100km fuel efficiency • 35kW A2 licence version available • Throttle By Wire delivers 4 default riding modes, plus USER customisation • Honda Selectable Torque Control features 3 levels of intervention • Sharp, slim and aggressive SUV styling • Honda Smartphone Voice Control System offers smartphone link through 5-inch TFT display • Twin LED headlights include Daytime Running Lights • Large 22L storage space includes a glovebox, and houses a USB charger • Lightweight tubular steel diamond frame • 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

2022 Honda X-ADV Totalmotorcycle.com Features and Benefits

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.

Peak power is set at 43.1kW @ 6,750rpm, with maximum torque of 69Nm @ 4,750rpm. 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.

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 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

With TBW 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) offers refined control as it uses TBW to manage torque delivered to the rear wheel, with 3 levels of input:

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 12th year of production, and over 200,000 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 1st, 3rd and 5th, the other for 2nd, 4th and 6th, 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

The X-ADV’s unique head-turning styling, originally conceived and developed by Honda’s R&D team in Italy, became slimmer and sharper in 2021. The silhouette still deliberately upright, but with each body-panel honed to create stronger intent.

Dual LED headlights 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 (shaped for easy ground reach) and wide handlebar set at 910mm ensure a high eye point, giving great visibility. For commuting or touring, the X-ADV’s 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 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 under seat 22L luggage space accommodates a full-face helmet and is lit with an integral LED, whose textured surface delivers uniform illumination without glare. A USB charging socket is located at the rear of the 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 also have a self-cancelling Emergency Stop Signal (ESS) function. If negative acceleration of 6.0m/s2 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/s2.

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.

The X-ADV gained a new tubular steel diamond frame in for 21YM, which saved 1kg weight and freed up more useful space for the storage compartment.

Rake and trail are 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 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 Fog lights Heated grips

2022 Honda X-ADV – Totalmotorcycle.com  USA Specifications/Technical Details US MSRP Price: See Dealer USD Canada MSRP Price: $ NA CDN Europe/UK MSRP Price: £10949 GBP (On The Road inc 20% Vat)

2022 honda x-adv – totalmotorcycle.com  canada specifications/technical details, 2022 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 ).

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Follow on facebook:, high adventure aboard honda’s trail 125, cutting through the nostalgia on an unconventional ride to the high country..

As I finished up some last-minute packing far later in the evening than I had hoped, some reservations began to creep in about the next day’s ride. While I had already done a press ride on the Honda Trail 125 and taken it out for several jaunts around town, it was now time to crank things up a notch and use it on a small adventure. The idea was to do a two-day, 300-mile solo ride, both on and off-road, from the concrete jungle of Los Angeles to the rugged and high San Bernardino mountains, fully loaded with camping gear. 

Yes, the CT125 is designed to be a ‘trail bike’ not an ‘adventure bike’ in the traditional sense. And with its tiny 125cc, four-speed automatic gearbox, 17” wheels, and diminutive size, it’s not an ideal mount for a journey like this one, especially for someone of my size at 6’2” and 215 pounds. My first challenge — location. Living near the beach in Los Angeles, I am far from anything resembling adventurous terrain that is legal to ride. There are lots of great areas to explore in Southern California but you need to drive about an hour and a half on the freeway to get to the closest options. The problem is the CT125 doesn’t do Freeways. 

Yes, I could have thrown it in the back of my truck, but where’s the adventure in that? I wanted to experience riding from my garage to the trails, which would mean traveling across one of the world’s biggest uninterrupted metropolises, stoplight by stoplight. 

Call it a masochistic streak but the idea of riding a motorcycle unsuitable for the task excites me. Sure, this would be a plush journey for Ed March who has ridden around much of the world on a C90 but with the Honda Trail 125 sporting only 8 horsepower, no wind protection, roughly 4 inches of suspension travel, and a 1.4 gallon fuel tank, there would be plenty of challenges ahead to keep me stimulated. 

There is a deeper reason why I wanted to do this ride though. I grew up in the 1980s seeing Honda trail bikes everywhere as a kid. My first motorcycle ride happened on a CT at the tender age of 13. It was a brief trip that ended with me returning the bike to my generous friend sporting a few new scratches, as well as a few scuff marks of my own. But that ride made a huge impression on me and cemented my desire to one day own a motorcycle.

Perhaps because I had only a fleeting moment with that first bike, I now felt the need to bond with it in a deeper way decades later. Or at least the modern version of it. A longer ride, where I could truly experience its unique character and intricacies, would allow me to clear away the cobwebs of nostalgia and come to terms with my childhood crush. 

Through the Concrete Jungle

Leaving early Friday morning, I was soon fighting through congested roads filled with hurried drivers on their way to work. Luckily, the little Honda is great at lane filtering and I was able to pass countless cars to get up to the front of the intersections. But I quickly realized that when the light turned green, the typical advantage off the line you have on a motorcycle was not there. Loaded down with 40 pounds of camping gear and tools, I was immediately swarmed by a tsunami of cars.  

Timing the lights with a rolling start and really giving it all the beans, proved to be the best way to get a jump on the cars. Even so, some ‘a-hole’ in a BMW still had to show me he could get the holeshot as he zoomed by with side eye.

Through downtown boulevards, neighborhoods, airports and movie studios, it was like linking every Waze traffic shortcut I’d ever taken into one trip. It seemed like an eternity, but I finally crossed LA and arrived at the base of the Angeles National Forest, covering a total of 33 miles in about 1.5 hours.

Big Tujunga Canyon and the Angeles National Forest Highway are some of the best high-speed twisties California has to offer. These remote roads are a magnet for sport bikes and high-performance cars alike. The elevation rises quickly to 4,000 feet, and on these steep grades my pace slowed to a crawl. Cars and motorcycles were passing me every so often at break-neck speeds and I would try to pull over to the shoulder quickly to let them go by. Luckily, traffic was light on a Friday morning and I got ‘the wave’ from all riders who passed. One rider in full leathers had to double back to make sure his eyes weren’t deceiving him. Yes, that was a Sasquatch on two wheels. 

With the elevation gain also came a drop in temperature. I had decided to wear something more casual rather than a full-blown ADV suit, which seemed kind of ridiculous on this bike, so I opted for the Aether Mojave jacket and pants. It’s a quality suit but it’s made of breathable heavy-duty canvas material more-suitable for warmer weather. I was definitely feeling the superior breathability and not in a good way. Thankfully, I brought my electric vest which helped to keep my core warm, but without any wind protection even that was proving to be insufficient as temperatures dropped down into the 40s Farenheit.

Having no windscreen obviously didn’t help but what made matters worse is the step-through design of the CT125, which means there’s no fuel tank in front of you to protect your lower extremities. The wind shoots straight at those sensitive parts that aren’t used to getting cold air on them. Without hand guards or heated grips, my hands were also starting to slowly freeze, even though I was wearing insulated gloves. On most motorcycles, you can put your hands down around the cylinder head to warm them while you ride, but the engine is hard to reach and barely puts off any heat. I had a set of thermal underwear buried deep in my bag ready to throw on, but the thought of stripping down in the chilly air seemed even more painful than it was worth, so I just gritted my teeth and pressed on.

After several hours in the saddle, my legs were feeling a bit cramped. Normally you can hang your legs off the side of the bike to give them a good stretch but with the CT being so close to the ground, you’re touching almost immediately, so I resorted to standing up on the pegs periodically to get the blood flowing. The thickly-padded seat was comfy though and my duffle bag made a nice back rest. And as I climbed higher into the mountains, a plethora of bends helped keep my mind off the cold.

Getting High

After reaching the Table Mountain ski resort area, I decided to go explore some new trails to warm my blood. This area offers incredible views of the surrounding alpine landscape and desert floor below, and there’s even an observatory where NASA tracks near-earth objects. I spent around an hour or so exploring a maze of trails, getting as high as 7,500 feet in elevation. But the sun was getting low in the sky and it was soon time to move on. 

For the last 20 miles or so, the fuel warning light had been blinking red but I thought for sure the gauge was pessimistic. I figured with claims of 100+ mpg, I’d get at least 125 miles range out of the 1.5 gallon tank. But it seems it was me who was overly optimistic. With all the additional weight and elevation gain, the CT125 was getting way worse mileage than expected. The bike began sputtering to a stop after traveling just 110 miles.

While in disbelief I had run out of gas, I also couldn’t believe my luck. I had just crested the top of a ridge and only needed to coast downhill for the next 5 miles to reach the nearest gas station. Thankfully, I arrived mostly on gravity power, only having to do my Flintstones impression a couple of times. With premium at $3.28 per gallon, it cost a measly $4.60 to fill the tank, which boggled my mind.

A man in his 50’s made a beeline toward me as I cleaned my visor and started firing off questions about the CT. He talked about how he had one as a kid and we chatted for a while about the new model. He couldn’t stop staring at the bike. Even after we finished talking, he stood there watching as I rode away. He had that look in his eyes. I knew he had to have one.

Now heading down in elevation, I was able to achieve a top speed of 62 mph on a short highway section. Although with big trucks rolling by at 80 mph, I felt like a tiny target on the road. At least it was getting warmer as I descended but with the light dimming fast, this would only be a temporary respite.

I had originally planned on camping at a developed campsite but upon arriving at my destination, the campground had been closed just days earlier due to new Covid restrictions after a recent spike. All established campgrounds were closed in the area, so I had to think quick to come up with a wild camping spot I could get to in the area. 

Into the Night

Heading down a rocky path I’d gone down countless times on a dirt bike, I was noticing the lack of suspension travel and how easily the small wheels were getting bounced around. But I absorbed the additional punishment impacts with my legs, pressing on to get to camp, eager to rest my tired body and warm myself by a fire. It was now completely dark but at least the CT’s LED headlight does a great job of lighting the way and I was able to trudge through the rough terrain without any mishaps. 

It would be a sure bet that this low-powered machine with 17” wheels and street tires would be challenged in deep sand, but I hadn’t anticipated testing that hunch in pitch darkness, fully loaded with gear. As I crossed through a sand wash, the CT struggled for grip with its smooth tires and I had to use my Flintstones technique again to avoid getting completely stuck. At least I was working up a sweat now, despite temperatures dropping into the 30s F.

The remote camp site I found turned out to be a little gem, with a makeshift fire ring, ample firewood nearby, a sandy patch to rest on, and no one else around. Even better, I packed a marinated steak and a couple of cold beverages to relax by the fire with. I fell asleep easily that night with a belly full of medium-rare steak, cozy in my tent. But that tranquility wouldn’t last for long. 

A Cold Awakening

I was awakened in the middle of the night, freezing cold, to the sound of coyotes howling nearby. My head was just grazing the wall of my tent and the beanie I was wearing had formed a layer of ice on top of it. In fact, the entire inside of my tent was gleaming with ice crystals as I shined a light on it. Throwing my motorcycle jacket and pants on top of my sleeping bag allowed me to sort of get back to sleep for a few more hours.

As I forced myself out of the tent at dawn, wearing every piece of clothing available, I could see my tent was completely frozen over with morning dew. Even my hydration pack, which was inside the tent, was frozen solid. I fired up the CT and let it run for a while, hoping to warm my hands on the exhaust, but no matter how long it ran, the tiny motor never made any usable heat. After sipping on some hot coffee and chewing on a frozen breakfast bar, I packed up the tent and decided to hit the trail, numb feet and all.

That morning, I explored new areas around Silverwood Lake, warming my body through rigorous trail riding. As I pushed the bike hard on some rough fire roads, I could feel its spindly forks and slender swingarm flex under the weight, but it always felt willing to handle any punishment the trail doled out. 

I also found a few steep trails that were a good test of its hill climb capability fully loaded. Many fans of the old CT’s have been disappointed that Honda didn’t include a Hi/Low reduction gear that was once a staple feature. I can see how a reduction gear would help make second gear more usable on steep terrain and put less stress on the clutch, but it’s definitely not a requirement for the type of riding this bike will typically be tasked with. First gear had enough grunt to climb everything I threw at it.

Eventually, I slowed my pace and enjoyed the calmness of the forest.  As I purred along discovering its nooks and crannies, it felt like I had it all to myself. This was exactly what I needed, no particular place to be, no one else to worry about, far away from it all, just finding what’s around the next corner.

Soon it was time to return to civilization. Reality was calling, though I wasn’t ready to go. Heading back roughly the same way, going mostly downhill toward the sea, I clocked off the miles quickly. As I joined the fray of LA traffic, it didn’t bother me much. I was in no hurry to get home. I arrived at my driveway where the journey started, road weary yet satisfied. And I wanted to do it all over again. 

Author: Rob Dabney

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Great story and trip. Sounds like the little bike is deserving of the title ‘adventure bike’ after all.

Thanks! This was definitely a fun assignment. It’s an adventure bike at least in my eyes, and this was an adventure I’ll not soon forget!

I think some people will really love this one but I feel like if I was going to get a little 125 I would go with the monkey. Just looks more silly fun.

The Monkey would be great fun as well. Even more ridiculous for a journey like this one! Although, the CT125 is definitely more adventure ready with its utility rack, bigger spoked wheels and spread out ergos. But maybe it’s time to up the ante!

[…] post High Adventure Aboard Honda’s Trail 125 appeared first on ADV […]

Great review packed with as much feeling as information. Thanks for taking the reader along with you on your adventure. Small displacement light bikes are just plain fun most of the time as long as you do not need to get on the freeway.

Glad you enjoyed it Chris. Definitely a ride I really enjoyed, despite the challenges. And telling the story was a lot of fun as well. Small bikes are awesome and there’s always a little room in the corner of your garage for one too. Thank you!

THANK YOU Mr. Dabney ! .

I’m one of those who thinks long distance touring on Tiddlers is a good idea and I managed to talk my fellow inmates at the V.J.L.A. int riding to Death Valley on Tiddlers once and we’ve done it again every few years .

I tried mightily to buy one of these as I still ride and love my CT90K2 but no dealer ever had one for sale dammit .

In the end I began rebuilding my ’84 CB125S .

Now in Spring of 2021 I see I can by a slightly used CT125 and will hopefully get one before I get too old to ride .

IMO, bottoming out the CT’s suspension simply meant you’re riding faster than it was designed to go : if you want a dirt bike, buy one ~ this is a trail bike that will go anywhere if slowly .

Hi Nate. I had a friend growing up who had a Honda CB125S and I was jealous because his top speed was over 70mph and I could only do 50mph on flat with my 50cc MB5! Those CB’s are great bikes! Did my motorcycle training course on one of those. Yes, I was definitely guilty of riding faster than the CT125 is designed for but I think doing something that you know the machinery is not designed for is all part of the fun. As they say, it’s more fun to ride a slow bike fast than it is to ride a fast bike slow… I have no complaints about its trail performance. It performed beyond what I expected it to do, especially with luggage in tow. But you are right, if you are looking for a dirt bike, this is definitely not that. Thanks and glad you enjoyed the story!

Rob – any idea why Honda did not include the hi-lo sub-transmission that was so cool on the old Cat’s? Thanks.

Hi Dan. Honda didn’t have any answers for us as to why. I can only guess that it was due to cost considerations or perhaps US safety laws. The Japanese version called the ‘Hunter Cub’ does come with the Hi/Low reduction gear but I haven’t seen it available elsewhere with the dual range transmission.

https://www.honda.co.jp/CT125/spec/

I’m sure Honda has seen a lot of people are disappointed about its omission, so we’ll see if they decide to add it in the future. But with strong sales, who knows if they will want to change anything. I think it’s not a ‘need to have’ on the bike now that it has more power but it’s a cool gadget that gives the bike even more character, and would be fun to play with. So why not!

Too bad Honda doesn’t push more of these out to dealers. You can never find them at any dealership and even when there is it is already sold the same day.

I’m sure they would like to. But like a lot of manufacturers, they had no idea the demand for off-road style bikes was going to be so huge in the last year. There have also been major delays in delivery due to COVID slowdowns in manufacturing and logistics staff.

I’d really love to test drive or just sit on this bike before I make the final decision. The shop I visited in Glendale said they used to have 80+ bikes in the showroom but due to the COVID, the bikes were sold out and new bikes are being delayed… Huge oof

Please keep using Honda of Glendale ! .

They’re one of the very few original one family owned Honda dealers left, they’re HONEST and unlike every other Honda dealer I’ve tried, they DO NOT JACK UP PARTS PRICES OVER SUGGESTED RETAIL ! .

Looks like great fun! I never owned one but in 1972 when I was on trip with parents to ruidoso nm I rented one to ride up through the local mountains. Great fun. I have owned many bikes in the years since but that little bike could climb almost everything I have ridden since just a lot slower.. .phil fritsch

Hey Phil. Sounds like you had a nice little adventure too. Were you using the low reduction gear on those hills?

Sorry it took so long to reply. Been dealing with this whole Covid thing. No I don’t remember using the low range on the trail 90. However to to appease my craving for old bikes I have picked up 2 Yamaha At 125s and a 1978 ct90. Will go this Saturday and pickup new ct 125….

useless in sand

I found the best technique is to stand up and run with the bike. It will get you through the deep stuff and you get a workout!

This thing has had my attention from the first pic I saw. I started out on a ’78 CT90 when I was about 8…worked great, no clutch and the girls bike design made it easy for me to stand over it. After I moved on dad taught my sister on it, she never really took to motorcycles. I even found an old picture at one of our camps of mom on it and my sister and I beside her on our go-cart. All of my friends had little dirt bikes that I was envious of then, but now that I’m older, I wouldn’t have traded that bike or the experiences it brought for anything. It proved to be the gateway drug for may other bikes from dirt to sport and back to dual sports. I really want one for around town especially, but my wife says no unless my DRZ or KLR goes and I can’t let that happen…sigh…for now

That’s the cool thing about these CT bikes, they are friendly enough that you can get the whole family riding it. Just remember, the CT125 is small and easily hidden in the garage behind some plywood. Good luck!

This was a great read. Still ready to get my motorcycle license and get a Honda Super Cub. I’m almost 40 and ready to do something like this in Europe. Thank you for the write up.

Now is the time! And make sure you get good training before you hit the road. Thanks for checking out the story and hope you get your Super Cub soon. Your big adventure awaits!

Hi Rob. Great story, great adventure! My first motorcycle experience was in the early ’70’s on a friend’s CT90 when I was a young teen. In the early 80’s when I was stationed at Fort Knox, KY, I had a CT110 to commute around the base and hit the nearby trails. It had a red plastic milk carton on the back to carry my stuff. Just as you did, I also had a Honda MB5 – 50cc two stroke that was like a mini sport bike. It was a blast to ride around base even at legal speeds. As the years went by I had bigger bikes – dirt and street – but none were more fun than those two.

Thanks Doak! Sounds like we had very similar experiences growing up. I will always have a soft spot for 1980s Hondas. I learned so much about riding fast by squeezing every ounce of speed I could out of my MB5. I felt like I could take on anyone on a downhill twisty road. Back then it was all I could afford, but I’m glad I got started with something small. So many riders want to start out with a big powerful machine and skip over some of the best motorcycling experiences one can have – learning how to ride on a lightweight, underpowered machine. And while I love my big powerful bikes today, riding a small bike never gets old.

Might be orange but a milk crate nonetheless

Very cool story. Just wish my trail 125 would arrive at my dealer soon. Thx China

Thanks Jim! Glad you enjoyed it. Lots of folks seem to be waiting for bikes these days. Hope yours arrives soon!

Guys, if it had that high/low range I would buy one today. I have taken these little bikes990’s &110s) to the top of 13,000 foot mountains in Colorado. But not without the High/Low range

Those who have actually ridden these tell me they’re fine going up almost vertical slopes, just like the originals .

Don’t knock what you have not tried .

I gave up trying to buy one =8-^ and am up fixing a 1984 Brazilian CB125S instead .

If I’m correct the ct125 should run on 87 octane fine. That might have contributed to the lower mpg (along with the weight and altitude)

Yes, it should run just fine on 87 octane pump fuel *BUT* remember : lower octane fuels degrade much more quickly than do higher grade fuels .

[…] did the bikes hold up? Unsurprisingly, the 2021 Trail 125, a bike we’ve tested on an adventurous ride, ran “flawlessly,” while the vintage C90, a bike Ari says he chose as a counterpoint to […]

Well written, I felt like I was there with you the whole way. I’m currently Restoring an old trail 90 for my daughter, and these are the type of adventures we talk about, smaller trips with a simple bike and no real destination just a journey.

Hey Perry. Means a lot. That’s an awesome gift for your daughter. Yes, it’s great just exploring with no real place you need to get to. I’m sure you guys make a lot of great memories on your adventures. Thanks!

Great story, well written. I’m 61, I grew up with CT 70s and honda 50. All my friends had a CT 70. I sore if they ever come out with anything close, Im buying it. So far I’m a man pf my word. I bought the monkey and the super cub, aka honda passport. Both are fun. The monkey has a better ride.

How close did the coyotes get to you?

Thanks again for a great story.

Thanks Rob. Much appreciated. Some great memories are made on these small bikes. I am not sure how close the pack was but it sounded like they were right outside my tent. Right when I was setting up camp in twilight, a coyote was chasing a rabbit and the rabbit ran straight in my direction. The coyote was so focused on the rabbit in full sprint, he didn’t notice me standing there until he got within a stones throw away. Then when he finally noticed me he immediately stopped and retreated in the opposite direction. Those rabbits aren’t as dumb as we think. Pretty cool to see one of those coyotes mid hunt though.

I had a 1977 Honda CT 70 that I took on three long trips, starting from a Los angeles county suburban neighborhood. The first trip was to Santa Rosa ( I rode over the Golden gate bridge ) and back. The second and third trips were to Lake Tahoe and Sacramento and back to southern California.

Wow that is impressive. How long ago was this?

1st ride 1967 Honda Trail 90 (early 70s). First purchase 1965 Bultaco Sherpa S 200. 2nd nd motorcycle 1971 Husqvarna MI 250 8-speed passed to my son in about 2003. At one point we had about 60 1975-1980 (not popular because they didn’t fit in the vintage category and people gave them to us for free when they saw us riding our old motorcycles at Jones Creek off-road Park in Washington state. Moved to Arizona traded my 2005 KLR 650 for 2 1968 Honda Trail 90s. They were a blast in the desert and streets of Fountain Hills Arizona. Now live in Fairbanks Alaska have a KLX300 and CRF230 for adventures. I’m a real lover of light dual-purpose motorcycles. Like my Trail 90 the adventure is only limited by your imagination (remember reading stories of people riding Hriding Honda 90 from coast to coast) Thanks for sharing your adventure

Hey Stanley. Thanks for sharing your story. Didn’t know those old Husky’s had 8-speeds! And wow, riding from coast to coast on a Trail 90 would be quite the adventure.

Thanks for sharing that adventure with us. I’m curious, when did you take this ride? I’ve recently picked up the Trail 125, live in LA, and want to do a short trip like this. Thank you, Aldo

Hi Aldo. Congrats on the new bike. This trip took place in mid December 2020. The weather and road conditions should be similar right now in February if you want to give it a try. From the city of Sunland, take Big Tujunga Canyon Road to Angeles Forest Hwy to Mt Emma Road, To Fort Tejon Road to Valyermo Road to Big Pines Highway. That will get you into Wrightwood. Then continue on Highway 138 to silverwood lake. You can camp at the Silverwood Lake state rec area. Once you are at Silverwood lake, there are dirt roads all over the place to explore. Let me know how it goes and hope you have a blast!

Can’t buy one in America, lol

Thank you Mr. Dabney ~

I’m another geezer who loves CT90’s and Tiddlers in general .

I ride my CT90 on the freeway whenever there’s dense traffic, this way I don’t worry abut getting run over .

I tried and tried to buy a new CT125 but no joy, maybe I’ll find a used one eventually .

Suspension upgrade a must. I have owned. .am now on my13th KLR 650. The trail 125 is a fun machine! Still trying to stab the clutch lever!

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