Understandably, newcomers to dual sport adventure riding often spend lots of time agonizing over the choice of their first adventure bike.  I know I did.  It’s an important decision, to be sure, made more difficult by the broad range of capabilities available in dual sport adventure motorcycles.  Think about it – dual sport adventure motorcycles range from 250 pound street-legal race bikes (the KTM 500EXC) to 600 pound “adventure” bikes (the Yamaha Super Tenere).  I will tell you that there is a VAST difference in the capabilities of a 250 lb. race bike and a 600 lb. adventure bike.  If you pick the wrong bike for the type of riding you will be doing you, and the motorcycle, will be unhappy.

What is a newcomer to do?  My first piece of advice is to begin by determining what kind of riding you will really be doing.  Remember when I said you need to determine your definition of dual sport adventure riding?  Well, the choice of which motorcycle to buy is 100% dependent on your answer to “what is dual sport adventure riding?”  If you define dual sport adventure riding as “riding tight woods and a little bit of pavement” then a 250 pound street-legal race bike is what you are looking for.  They are great for off-road riding (no surprise there) but are more than a bit lacking when it comes to the pavement.  Sure they will do it but they aren’t even close to being comfortable or competent while doing so.

The KTM 500 is a superb street-legal dirt bike.

If you decide that dual sport adventure riding is “riding long distances on a mix of pavement and dirt” then you should select one of the many big adventure bikes.  But make no mistake about it – a 500 pound “adventure” bike is not a dirt bike.  I don’t care what the magazines and marketing folks say – don’t believe the hype.  Yes, you can ride a ginormous adventure bike on easy dirt roads but that’s about the extent of it.  You really aren’t going to ride a 500 pound motorcycle on serious dirt, at least not regularly.  They are just too big and heavy for even moderately difficult dirt riding, they are too heavy to pick up by yourself when you drop them (and you will drop them), and the cost of repairing all the stuff that breaks when they are dropped can be staggering to a guy on a budget.  That’s why research shows that less than 20% of adventure bikes are ever ridden off-pavement.

Some bikes are better on-road than off.

Yet both of these types of bikes fit into the category of “dual sport adventure bikes”.  What are we to do?  If you know what type of riding you will mostly be doing then the choice becomes a lot easier because you can start eliminating motorcycles from consideration.  If you fail to figure it out before you buy your first bike you will surely figure it out afterwards.  And it’s a crap shoot as to whether your first bike will meet your needs or not. The bikers’ look with the leather jacket is something we all dream of having and you can check them out here.

I’m an Adventure Rider – I ride everything

Many new riders don’t want to be limited to the type of riding they can do.  Like me, they want the perfect, do-everything motorcycle that they can ride on serious dirt one day and 1000 miles of pavement the next.  The unfortunate truth of the matter is that motorcycle doesn’t exist and never will.  The characteristics that make a bike good in the dirt – light weight, large wheels, knobby tires, long travel suspension, high fenders, rearward biased weight distribution, light flywheel, and so on – are the opposite characteristics of what make a bike good on pavement – heavy weight (for more stability in the wind), smaller wheels, street tires, short travel suspension, low fenders, windscreen, and so on.  So, any bike designed to ride both dirt and pavement is necessarily a compromise.  Any bike that excels off-road is going to make you suffer while attempting long distance pavement riding.  Any bike that effortlessly handles high speed, high mileage pavement riding is going to perform poorly off-road.

Manufacturers understand this and consequently make choices that bias their motorcycles toward more dirt or more street.  That’s why there are both 250 lb. and 500 lb. dual sport adventure bikes.  Manufacturers build the 250 lb. bike for one segment of the dual sport adventure market and the 500 lb. bike for another segment.  All dual sport adventure bikes are a compromise in one way or the other.  Even a bike that arguably was designed for 50% pavement and 50% dirt, like the Suzuki DR650, is a compromise.


Motorcycle Classification

Once you arrive at the point where you have a pretty good idea of the type of riding you most prefer then you can get serious about picking a bike to best meet your needs.  To help refine the choice I find it useful to sub-categorize dual sport adventure bikes based on capabilities and characteristics.  The three categories are:

  • Street-legal dirt bikes
  • Dual sport bikes
  • Adventure bikes


Street-legal dirt bikes

These are basically dirt bikes that have just enough stuff on them to make them street-legal.  Bikes like the KTM 350 EXC-F, KTM 500 EXC, and Husqvarna TE449 are in this category.  Generally these bikes weigh much less than 300 lbs., don’t have a true sub-frame, and don’t have any real creature comforts to make them tolerable for riding pavement.  They really are serious dirt bikes with a headlight, taillight, and blinkers.

Even street-legal dirt bikes can be a handful when ridden off-road.

Street-legal dirt bikes are best at what you probably imagine they are best at – riding off road.  If you mostly ride trails or off-road, and only ride pavement to get from the end of one trail to the beginning of the next, then this is the type of bike you want sitting in your garage.

Do riders press them into duty as dual sport adventure bikes?  Absolutely.  Check on advrider.com and you can find the reports.  But just because you can do it doesn’t mean you should do it.  It’s no different than trying to convert one of the dual sport class of bikes into a street-legal dirt bike.  Guys do it but it often costs a lot of money and the results aren’t usually particularly good.

My buddy Jon converted his KTM dirt bike into a dual sport bike.

Dual sport bikes

Dual sport motorcycles are the Chevy El Caminos of the dual sport adventure world.  Or the Jeep Grand Cherokee.  Or even the Swiss Army knife.  Choose whichever analogy works best for you.  They are 50/50 motorcycles; capable of being ridden in moderately difficult dirt or ridden on a ‘Round the World journey.  The Kawasaki KLR650, Suzuki DR650, Honda XR650L, and KTM 690 all reside in this category.

The dual sport class of motorcycles weigh between 300 – 425 lbs and basically split the difference between street-legal dirt bikes and adventure bikes, sharing characteristics of both.  For example dual sport bikes have 21 inch front tires for better handling in the dirt than adventure bikes but they are much heavier than street-legal dirt bikes making them less capable in the dirt.  Their seats are wider than a dirt bike seat for better comfort but not as wide or comfortable as an adventure bike seat.  They may have a small fairing or windscreen or one can easily be added for some wind protection but they have much less protection from the elements than the stock fairings found on adventure bikes.  They have a sub-frame allowing them to carry modest amounts of gear and luggage but the sub-frames are not as robust as those found on adventure bikes.  In other words, these bikes are compromised in many ways in order to make them as versatile as possible.  They can be ridden on pretty much any road, just at a slower pace.  They are slower in the dirt than a dirt bike and slower on the highway than an adventure bike.  So why would someone ride one?  Because they are worlds better in the dirt than an adventure bike and on pavement they are far superior to a dirt bike.  They are as close to a do-everything bike as is available today.

The Husqvarna TE-610 is the finest dual sport bike ever made.

The best fit for these bikes, in my opinion, is as a “road” bike.  Dirt roads, gravel roads, and paved roads are where these bikes excel.  (Note that a dirt road is still a road; it’s not off-road no matter how many times I hear otherwise.  If you want to personally experience the distinction between “dirt road” and “off-road”, enter an enduro or cross country race.  You will quickly discover that there is a big difference between dirt road riding and off-road riding.)  Where these bikes don’t do well is out at the margin, on serious off-road terrain (and serious 4 wheel drive roads) and on freeways.  Sure you can ride them off-road but their weight can quickly make it more work than fun.  And, yes, you can ride them at 80 mph on a freeway but it won’t be enjoyable or relaxing for you or the bike.  You can ride pavement all day long on one of these bikes if you are content to ride at about 60 – 70mph.  Every mile per hour above this geometrically increases the discomfort factor.

Adventure Bikes

Adventure bikes get all the love.  The magazines drool over them, raving that they are the “best all-around bikes on the planet”, “can be ridden anywhere” and other such mischaracterizations.  Glossy color advertisements show studly adventurers posing with them in remote, exotic locales.  Ewin and Charlie rode two of them all the way around the planet and then the length of the planet to the southern tip of Africa.  Adventure riders can’t get enough of them – when a guy decides he wants to be an adventure rider the first bike he often looks at is one of these.

BMW invented the “adventure” bike and the 1200GS is, by far, the most popular adventure bike.

The truth of the matter is a bit different; these bikes are fantastic touring motorcycles that can also be ridden on easy dirt.  They aren’t dirt bikes.  Heck, they aren’t even good dual sport bikes.  They are adventure touring bikes, best suited for pavement riding and easy, dry, gravel roads.  They don’t do well in mud, sand, silt, ruts, grass, off-camber, moist, or rocky conditions.  If you want to circle the globe on paved roads, this is your bike.  If you want to circle the globe on dirt roads, select another bike.  Even Ewan and Charlie abandoned the more difficult dirt riding during the Long Way ‘Round because their bikes were too heavy.

Don’t take my comments to mean that I don’t like adventure bikes – I love them.  They really are wonderful bikes.  I just don’t agree with the portrayal of them as “go-anywhere” bikes because I think it does a disservice to riders new to the dual sport adventure world.  As fantastic as they are, please don’t have any illusions that they are anything more than touring bikes with the ability to ride on easy, well-maintained, dry, non-paved roads.

This rider suffered a broken ankle while attempting to ride his BMW GS on a difficult dirt road in Big Bend National Park.

Adventure bikes are so popular that most of the manufacturers sell one or more.  The most popular models are from BMW, Triumph, Yamaha, and Suzuki.  BMW makes the GS series (1200, 800, and 650).  Triumph sells three models – 800, 800XC, and 1200.  The Super Tenere is Yamaha’s version while Suzuki has two models – the 1000 V-Strom and the 650 V-Strom.

I can’t decide

If you can’t figure out exactly what type of dual sport adventure rider you are going to be or you are clinging to the idea of buying a single “do-everything” bike, then there is no need to agonize over the choice of which bike to buy.  My second piece of advice is to stop obsessing over which bike is best and just buy a used bike from the dual sport class.  Pick a model – it doesn’t really matter which one –  and then shop around until you find a used one in good shape at a fair price.  Buy it.  Ride it for six months or so.  At that point you will know what type of riding most appeals to you.  You will have figured out if you prefer to ride mostly dirt, a mix of dirt and pavement, or mostly pavement.  At that point you will know if the bike you are riding meets those needs.  If it does, great!  Life is good.  If it doesn’t then you can sell it for about what you paid for it (assuming you’ve taken care of it, haven’t wrecked it, and haven’t added a ton of modifications to it).  You aren’t married to the bike and you aren’t required to keep it for life.  If it doesn’t meet your needs sell it and buy one that does.  No harm, no foul.

This option doesn’t work nearly as well if you decide to purchase a brand new motorcycle.  No bike is more expensive than a new one.  Plus, a stock motorcycle won’t have the farkles (modifications) that you are going to want and/or need – things like luggage, larger gas tanks, aluminum skid plates, bark busters, rear rack, bar risers, windscreen, and so on.  If you pick the wrong bike and decide to sell it you are going to take a beating due to depreciation.  Not only will the bike devalue as soon as you take possession of it you will also not get back anywhere near what you paid for all those farkles.

The “buy any bike and ride it for 6 months” strategy only works with used bikes.

The perfect bike

So, which bike is best?  What is the perfect dual sport adventure bike?  As you now know, there isn’t a “best” bike.  There is a best bike for you and how you ride but it won’t be the best bike for the next guy and how he rides.

Personally, I think you need three bikes, one from each category.  You need a street-legal dirt bike for your hardcore off-road antics, a dual sport bike to ride on multi-day adventures, and an adventure bike to ride on long distance adventures to Alaska and Tierra del Fuego.  If you can’t afford three, or your wife will divorce you if she comes home and finds multiple bikes sitting in the garage, then you have a hard choice to make.  If you already know how and where you are going to ride, the choice is a little easier.  Pick a bike from the category that best matches your intended use.  If you aren’t sure, then buy a good used dual sport bike and be done with it.  You’ll know in six months or so if you need to make a change.


Selecting the best bike — 27 Comments

  1. Pingback:The Perfect Bike | The Texas Adventure Company

    • I can’t argue that point. KTM is the only manufacturer currently producing a modern 650 class thumper so there isn’t any competition (the Japanese manufacturers are still making 650s designed 20 years ago). Still, the 690 is, by all accounts, a very fine motorcycle.

        • Ha!
          The G650 GS is basically as worthless as the G1200 in the dirt. I had the 2014 Sertao G650 GS. It was fine on pavement and easy dirt. Absolutely horrible on rutted, rocky trails and jeep trails. I blew the rear shock with 650 miles on the Odometer Riding the Lolo Motorway in Montana. Yes, the bike made it, but it wasn’t fun nor pretty.
          Sold that and got a ’17 KTM 690. Worlds better than the BMW. The 690 has taken everything I’ve put it through.I do a 2000 + mile Offroad ride every year on the KTM with zero issues.


  3. I love how The Husqvarna TE-610 looks like a drunk Rudolf giving us the tongue :)) (besides it being the finest dual sport bike ever made, as it says below the photo) Thank you for all this useful info, great read, will help us newbies decide. Cheers!

  4. What an excellent article. Hit’s all the major points that I went through. Ultimately bought a Kawasaki 2000 KL250G Super Sherpa, which I absolutely love on my rides around the Northwest. As my friends talk me into doing longer rides to Alaska, the Trans America Trail, WABDR, Continental Divide etc., I realize that it may be a tad underpowered. Wish the DRZ400S had FI and a 6th gear. With that thought in mind, I’m seriously considering up gauging to a DR350SE, which does indeed have a 6th, and has 30BHP instead of the 14 on my Sherpa. Anyway, spot on with the three categories, and exactly agree with you on just getting any DS, figure out the type of rider you are and want to be, then for almost no $$ lost, sell it and buy the next bike in your (to be) history. Thanks again!!

  5. Great article, I went through this same process and bought a 2016 DR650. I was blown away by the DR’s abilities. I was expecting it to lean more toward the road or dirt but it sits right in the middle. All I needed to do is replace the Deathwing rear tire and beef up the suspension a little. I look forward to reading more of your articles. Adventure riding in North Texas is proving to be harder then anticipated. I am heading out this weekend to look for some new roads around Ferris. The best part is at 350lbs it’s light enough to put on a hitch carrier.

  6. Great advice! Have been struggling with all the information and sales pitches the last couple of days. This clarifies everything. Thank you.

  7. Bought a bandit 1200 in ’97. Modified it with gear change, exhaust, flat slides, suspension etc… Still have it, still enjoy it. Quarter mile etc is well under the original 11.2 sec. Oposite end of the spectrum is my ’05 dr200se. Love the trail riding. Most riding is first and second gear, seldom fith, seldom over twenty mph. Slow technical riding is a great skill, exercise and fun. I’m 67 years old, retired, 6’5″, 270lb and wear size 15 boot. I’ve been riding since I was eight years old. Motorcyling keeps me limber, strong, healthy, and mentally alert. You do meet the nicest people on a motorcycle.

    • Fully enjoy the dr200se. Light weight and lots of fun putting around on trails and through ditches. I’m 6’5″, weigh 270 lb. and this little mountain goat is just the ticket. I think it is more fun than my over powered modified four cylinder suzuki street bike that can seldom see wide open throttle.

  8. The best and most truthful description of all types of bikes!

    Already with 3 bikes in the garage looking back this article would have helped me find the right bike!
    I started off riding a Honda 500 XL in Austria and managed easy dirt reads all day long and thought that was the extend of it. In the US I bought a 690 KTM the closest to the Honda 600 XR but modern and no kick start! Did anyone ever try to kickstart a XR? It can break your ancle when they kick back!

    After riding Moab and training for it at Red River with the 690 I realized that there is tons of stuff that a 690 is simply to heavy for with its 330 pounds or 120kg. 120 kg!! I could not believe it!

    So I started looking for the perfect dual sport bike as my skills improved to riding ruts, steep up and down hill, kid sized rock slides, ledges, slickrock off camber, snow, mud… and the 690 with pure dirt tires would do all that, but hey I was exhausted after an hour of riding Bills Woods single track at Red River and all other riders with similar skills where having a blast and hopping around on their dirt bikes…

    That made me so mad that I was looking for a smaller bike that still had good gas milage (no 2 cycle) and enough umpf and engine break going down hill (which I happen to really like, unlike 2 cycle riders 🙂 ) Also the wide gear ratio was important so I could travel at 55-65 mph without hurting the engine.

    My decision was easily made by a friend knowing a friend with a KTM 350 XCF-W a four cycle with wide gear ratio he found for himself for a real good price, however it was not the right time for him, but for me 🙂
    And now I have the 2 perfect bikes to go ride the the stuff I love to ride. Anything with turns and or difficult terrain, like poison spider and rosegarden hill in Moab Utah…

    Never been happier with these choices, but that does not mean that this is the right thing for you!
    You might be a Goldwing rider that goes all out on a gravel road on a KTM 1200 Adventure bike!
    And that is completely OK, you need to ride what you think is best on whatever you like to ride on!
    Or you might be a 125 rider with powerband and 20miles per tank that occasionally steps on a 250 2 cycle and calls that street riding 🙂

    What Adventure is all about has nothing to do with the choice of bike you make, it has everything to do with:
    *) Traveling into the unknown with
    *) Friends that share a world of new experiences and fun
    *) And growing with these experiences by handling one disaster at a time with your friends
    *) Finally looking back with itchy fingers and wishing the next ride was around the corner 🙂

    However it never hurts to save your back from picking up a bike after it falls, and it WILL! (“it will” – loved that)

  9. In 2019 my son and I will be making an 18-day guided tour in Patagonia with Compass Expeditions, and will each be riding a BMW F700 GS provided by the tour package. He’s an experienced rider, but since I’m a novice, I bought a used bike to train for the trek: 2015 BMW G650 GS with ABS, heated grips and spoke wheels. I’ve outfitted it to similar specs as the tour bike. Pair of Givi 48L Trekker Outback side cases, Happy Tails skid plate and Nerf crash bars, Hepco-Becker center stand, Barkbuster Storm guards, a dual USB cable from the power outlet to the handlebars. This setup works well for me and I’m gaining confidence with each outing. I have no interest in long trips on freeways, so my riding is primarily on winding 2-lane country roads and dirt/muddy and gravel roads similar to those I’ll be encountering in South America. Riding gear is Alpinestars Drystar V2 jacket and pants, Dianese Wave Pro jacket, Forma Adventure Boots, Held Race Tex gloves, Arai XD4 flourescent yellow helmet. Not the best selections for Texas hot weather, but ideal for January in Patagonia. I’m very satisfied with my G650. Easy to ride and ample power, but if BMW should decide to offer a DCT option for the F700, I’m in. It needs to be soon though, since I’m 69 years old.

    • BTW, I’m 6 ft and 215 lb. and the MSF Basic Rider Course was worth every minute. After a few hundred miles more I’ll also take the Intermediate Rider Course and the off road course.

  10. Everyone forgets the HuskyTR650 Terra. Unloaded almost pick it up 1 hand. Loaded use 2.. Perfect for the sealed and unsealed.
    Fully loaded a little caution is needed but have loaded up with 12 L water,12 L fuel ,tools food, tent, bag etc ..enough for days in Flinders Ranges in South Oz..not to mention the 600km to get there from Adelaide.
    Creek beds, bush , sandy stretches. That Husky bred Rotax is powerful enough especially coaxed along w Power Commander and Autotune with 2 switchable maps Road v offroad. Beefier that the BMW GS wrt suspension. Strong subframe for luggage.
    A few mods (see Cafe Husky) and you’re running. Sadly Europe has no f***in clue about distances down here so the tank is too small.
    The cost now for a good specimen is ridiculously low cf KTM and new Huskies.
    And most parts are available thru BMW and some worthy Old Huskie sites.
    All you need to ask is why KTM guy bought the factory (also making Strada and Nuda) and closed down production quicker that he could pass wind……

  11. Garry @ Universal Power sports, Universal city Kawasaki has a great price for a great bike !! New 2017 Kawa.Versys 300x , mine will run 97mph. Desent wind protection,a good platform to build from !!

  12. Totally agree…great article. I’ve been riding 50+ years and see it as you do. I ride a 2005 Triumph Tiger 955i, a 2017 KTM 250 EXC-F, and a 2019 Suzuki DRZ 400S. I believe the DRZ does both road and dirt better than the other two. I tend to favor off road so I installed D606 tires, 47 T rear sprocket, bark busters, skid plate and wide pegs. For comfort, a Parabellum windshield and Corbin seat. It’s comfortable at 50mph on the road and capable for single track use (slowly). Like you said, find what suits you best and have fun!

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