Often in the world of motorcycles, we’re told that more horsepower equals more fun. That formula has more or less faded with time when you consider the number of small‑bore single‑cylinder motorcycles that have popped up recently.

In the adventure segment, particularly, that has been even more prominent – the Royal Enfield Himalayan, CFMoto Ibex 450, KTM 390 Adventure, and recently-revealed Kawasaki KLE 500 are some of the best options in the sub-500cc ADV class.

Dig deeper and you’ll find the likes of the Honda CRF300L Rally and Kawasaki Versys-X 300 offering solid specs for even more beginner-friendly attributes. Now, with the launch of the TVS RTX 300, there’s another credible competitor in there.

When TVS called me to ride the all‑new adventure tourer firsthand, even before it was released, I had to say yes. A crack at the company’s first‑ever adventure offering in the lap of the Indian Himalayas on some of the finest trails and dirt roads? How could I say no?

A short flight from Delhi to Chandigarh, and then a short bus ride to Fagu — a small hamlet just an hour away from Shimla, the capital of the state of Himachal Pradesh — and I was sitting under rolling clouds, watching TVS launch the exciting new RTX 300.

• All About TVS

 Who is TVS, you ask? For most in the USA, TVS may be a relatively new name in the motorcycle world. However, in India and parts of Europe, it is a household name, having started operations over a century ago in 1911. Today, the motorcycle manufacturer has a global presence in more than 90 countries and five manufacturing facilities to accommodate demand.

Of the roughly 4 million two‑wheelers TVS produces every year, a major chunk are sub‑150cc scooters and commuter motorcycles, but it is the company’s “premium” category — the 300–310cc class — that is the most exciting. I’d know firsthand, having ridden the likes of the Apache RTR 310 naked and the Apache RR 310 sportbike around a test track earlier last month.

Add to that TVS’ partnership with BMW to build the G 310 RR, G 310 R, and G 310 GS, which expanded the Indian bikemaker’s horizons. That expertise is evident in the recently launched RTX 300, which features an entirely new 299.1cc single‑cylinder engine rather than the previous 310cc unit.

• Apache RTX 300 Motor

So let’s start there. The motorcycle is powered by a liquid‑cooled 299.1cc single‑cylinder, four‑stroke engine that delivers about 36 horsepower (36 PS) at 9,000 rpm and 28.5 Nm (about 21 lb‑ft) of peak torque at 7,000 rpm. The powertrain is coupled to a six‑speed transmission, an assist‑and‑slipper clutch, and a bi‑directional quickshifter to make shifting as simple as possible.

I loved that quickshifter for all of the 75 miles (120 km) we rode around trails, backcountry roads, and tarmac. I’d probably go as far as saying it is one of the best quickshifters I’ve used on bikes in this class.

The engine, too, holds its own, delivering plenty of torque across the rev range. My only gripe here would be how linear the power delivery is and how short the first two gears really are. But I do see the logic, considering a lot of riders will be maneuvering the motorcycle around the city quite a lot.

• Apache RTX 300 Underpinnings

That motor sits inside a steel‑trellis frame and a die‑cast aluminum swingarm. In case you’re wondering, RTX stands for Rally, Tourer, and Xtreme, all of which describe an adventure tourer rather than an all‑out hardcore adventure bike. This makes sense given that the bike rides on a 19‑inch front and 17‑inch rear wheel layout.

The suspension consists of 41 mm upside‑down, fully adjustable telescopic forks and a rear monoshock with a floating piston. Front and rear travel measure 7 inches (180 mm) each. I didn’t experience the bike bottoming out at either end, even though I tip the scale at around 200 lb (about 90 kg). And for a 300cc ADV to get gold forks, that’s something to love.

Down below, you get star‑shaped alloy wheels with special‑compound Eurogrip tires. For braking, there’s a 320 mm disc with a fixed caliper up front and a 240 mm disc with a floating caliper at the rear. Dual‑channel ABS is standard, with the rear being switchable.

Now, while the rear brake did feel a little lazy during my time on the RTX 300, I could get used to it. What I absolutely would tweak in my own ownership would be the extremely sharp front brake — I almost lifted the rear off on a couple of occasions.

The wheelbase stands at about 56.3 inches (around 1,430 mm), with ground clearance at 7.8 inches (200 mm) — all good here, with the earlier “78 inches” clearly a typo. At 32.8 inches (835 mm), the seat height didn’t seem like a concern for someone like me who’s 6 feet tall. But most riders looking at this segment probably will not be that tall, and that’s where they’ll have problems flat‑footing the bike.

Then there’s the curb weight of about 396 lb (180 kg). Is it the worst thing possible? Probably not, but the RTX 300 did feel a little front‑heavy, largely owing to the 3.3‑gallon (12.5‑liter) fuel tank. Adding some luggage or extra gear to the back might fix this problem relatively easily.

• Apache RTX 300 Features

TVS has equipped the RTX with just about everything you could think of — a package it calls the RT‑LSC suite of electronics. You get four ride modes: Tour, Rally, Urban, and Rain. The electronic suite also includes Rally ABS, traction control, and cruise control.

All of this is controlled through a Bluetooth‑enabled 5‑inch TFT instrument cluster. It includes map mirroring with Google Maps, digital document transfer, TPMS (on the higher variants), and even the ability to manage your GoPro. TVS’ SmartXonnect app provides over 30 linked capabilities, marketed as “38+ features,” including last‑parked position.

What did I think of this suite of features? I liked them for the most part. My pick of the lot would be the 5‑inch screen that comes with adaptive brightness — perfect when you’re riding in varied conditions. What I didn’t particularly like was how the traction control seemed to intervene even when it was switched off. Could it be a small technical niggle? Possibly, and it seems like a simple fix that TVS should sort before deliveries begin in volume.

• Apache RTX 300 Design

The RTX looks significantly bigger than other motorcycles in this class. The bike looks really good — definitely not what you’d expect a 300cc moto to look like.

There’s definitely a hint of Triumph Tiger and Honda Transalp in there for the keen‑eyed. It has a wide stance, which gives it plenty of road presence, thanks to the semi‑fairing with integrated twin LED headlamps.

The bike features a split‑seat setup, a rear luggage rack, and crash bars for engine protection. A large windshield is handy, while the footpegs and handlebars are positioned neutrally for maximum on‑ and off‑road comfort.

You can choose from five colorways: Viper Green (my personal favorite), Tarn Bronze, Metallic Blue, Lightning Black, and Pearl White. My favorite part, though? The rider triangle — it is more or less perfect for most sizes.

• Apache RTX 300 Global Pricing and Availability in the USA/ North America

What impressed me the most was the MSRP. The base variant starts at INR 199,000 (about US$2,250 at straight conversion), making it one of the world’s most affordable adventure tourers from a major manufacturer.

The top‑spec model as described here at INR 229,000 (about US$2,634) may vary slightly from TVS’ final “Top” and “BTO” price ladder in some markets, but the positioning as a value‑packed upper trim remains accurate.

The bike is already available for purchase in India, with deliveries expected to start very soon after launch. TVS has indicated that the RTX 300 will make its way to many of the 80‑plus countries where the brand is present. This means countries like Germany, Italy, South Africa, Argentina, Brazil, Colombia, Mexico, Turkey, Ukraine, Indonesia, Malaysia, the Philippines, Singapore, and Thailand are all expected to receive the adventure tourer sooner or later.

If the RTX is sold in North America, it would be through the Norton USA LLC which was incorporated November 2025 in Delaware as a subsidiary of Norton UK. At the time of writing, this is very recent and we expect it would take quite a while to establish brand and dealership network presence in the USA or Canada.

• Final Thoughts

The RTX 300 is about as easy and unintimidating as ADVs can get which is great for new riders and those looking to downsize. It comes with numerous features, including ride modes, a quickshifter, a slipper clutch, quality suspension, and a TFT display, plus options like cruise control and TPMS on higher variants. For what it offers, it undercuts the majority of its competitors in India, notably the KTM 250 Adventure, which is at least around INR 14,000 more expensive when you compare spec‑for‑spec against the upper RTX trims, even though the dollar figure is much smaller than the earlier US$1,230 claim.

TVS’ strategic partnership with BMW and the recent acquisition of British bikemaker Norton Motorcycles have done much to garner global interest, and it feels like the time is just about right for a new product to break through. With a slew of new options in the affordable, small-displacement ADV category it could be a challenging time to launch a new bike, but we certainly welcome more options and hope TVS does the Norton name justice by building a strong dealer network, honoring the brand’s heritage and ensuring long-term support around the world.

For more info on the new TVS RTX 300, visit the TVS site.

Having over 15 years of experience traveling and documenting his adventures, Utkarsh Sood lives and breathes all things motorcycle. His quest to travel, write, and create films pushed him to quit his fancy advertising job to live life on his own terms. Or so he thinks. When he is not writing about bikes, he's busy riding his trusted Royal Enfield Himalayan and creating content for his project 'Silence & Stories'.

A Book about Motorcycle Dispatches from Early Twentieth Century Women Adventurers

Lost in the pitch black desert at night—no headlight, no moon, no sign of a trail. Slogging through heavy rainstorms and deep, sticky gumbo—washed out bridges and long detours. Negotiating mountain climbs with tortuous, narrow switchbacks where one false move meant a deadly fall….

It has all the makings of an epic adventure ride in some exotic locale, but this was the common experience in America 100 years ago for the few who dared cross the continent on motorcycles. In this case, a few intrepid women who defied the Victorian ideals of feminine behavior and became pioneers in the world of motorcycling.

Illuminating the state of transportation around the turn of the century, Grace and Grit is a well-documented and entertaining account. It tells the tales of Della Crewe, Effie and Avis Hotchkiss, and Adeline and August Van Buren, women who undertook nearly impossible journeys on “highways” which were little more than poorly marked, unimproved dirt roads and old stagecoach trails, on motorcycles that were temperamental, heavy, and difficult to operate.

Effie Hotchkiss made the difficult ride self-supported, with little fanfare and her 215-pound mother in a sidecar. Describing an incident on dirt roads in Iowa, she says, "The mud was thick and the road looked to have been stirred with a big spoon and then left to its fate, the stirring having brought up a lot of assorted rocks from the depths. I had not gone very far when the motorcycle and I took a header. This was quite humiliating as I had no inferiority complex when it came to my ability to handle a motorcycle. I was not hurt, who could be landing in the soft goo, but I cried from pure rage. I got on again and the road got worse, if that was possible, and I had another spill."

Hotchkiss and her contemporaries were capable and determined. The Van Buren sisters made their 1916 transcontinental ride as the U.S. wrestled with the question of entering World War I. They wanted to prove to the Army that women were capable of serving as dispatch riders, freeing up men for the front lines. In spite of their successful demonstration, the Army wasn't convinced, but the sisters' legacy endures. In fact, a cross-country ride in their honor is being organized to honor the centennial of their accomplishment.

I found Grace and Grit a great read and an inspiration. As author Murphy writes, “... we are the beneficiaries of everything gained by those who had the moxie to at least try, succeed or fail.” Knowing what these women accomplished, it would be difficult not to be motivated to honor them by spending more time on my own two wheels.

Title: Grace and Grit

Author: William M. Murphy

ISBN: 978-1-933926-40-7

Paperback: $17.70 | Kindle: $6.99

Publisher: Arbutus Press

We might not pay much attention to them sometimes, but rearview mirrors are one of the most important safety components on our bikes. As adventure riders, we place special demands on them. We tend to ride bumpy, uneven surfaces with thumpy motors that vibrate more than street bikes. Stock mirrors often don’t adjust easily, or fold down for trail riding, or articulate enough for that “just-right” viewing angle around our elbows. And stock mirrors also tend to break too easily when the bike is dropped. Ned Suess’s in-house-designed DoubleTake mirrors solved many of these problems by using the widely popular RAM ball mounting system. And for many years it seemed to work all right… or did it?

The DoubleTake team set out to tackle a few issues inherent to the original RAM mount design, which largely stemmed from the ball’s squishy rubber that tended to degrade over time. Ned’s Version 2.0 now utilizes a larger 1.125-inch ball at the base (the mirror end is still the same) that has an aluminum core with a crush-resistant nitrile coating. This modification makes the entire mounting system more rigid and should last much longer under rigorous use than the old solid rubber RAM ball system that would crush, crack and flex over time.

Another notable improvement is the new custom-cast arms. They resemble a melon baller, and the “scoops” grab more ball surface than the RAM-style arms could. The new arms are also thinner and lighter; they provide a more positive grip while also being slightly longer (by 3.5 or 6 inches, depending on the model). Further, the oversized tension knobs make adjusting the mirrors on the fly really easy, even with gloves on.

Other than the shell molding around the mirror shapes, there doesn’t appear to be other changes of note. The same three Adventure (polygonal), Dual Sport (round) and Enduro (round with extension) mirror types are still options as they seem to fit almost every need or preference.

DoubleTake Version 2.0 installation is simple, too. Just remove the stock mirrors down to the base, install one of the three included bolts through the new base ball with an 8mm allen wrench, slap on the arm and mirror being sure to match the larger scoop in the arm to the base-ball, and you’re good to go.

It’s not easy to innovate simple designs, but DoubleTake has done a good job making important improvements to an already very capable product. Given the versatility and quality of Ned’s home-grown kits, we would recommend DoubleTake’s Version 2.0 mirror kits for pretty much any motorcycle as an upgraded mirror system.

DoubleTakeMirror.com | Also available on Amazon.com

MSRP: $127 (Enduro and Dual-Sport) to $145 (Adventure) per set

PROS:

• Stronger clamping and longer life
• Easier adjustment
• Small privately owned U.S. company
• Lifetime warranty

CONS:

• No spring-loaded arms
• Pricey for mirrors (but arguably very worth it)

The release of the Schuberth E2 has been a long time in the making. In 2016 Schuberth set the world ablaze when it introduced the E1. Unfortunately for me, the helmet did not fit my head shape. Schuberth stated the E1 was designed after the C3. However, the C3 fit me perfectly, and I loved everything about that platform, but that just wasn’t the case for me with the E1. And I was super bummed I couldn’t have the same C3-styled fit.

Fast forward to 2023 with the release of the E2. The shell has been redesigned from the bottom up. It is fiberglass reinforced with a basalt layer that improves shock absorption while lightening the weight. A new chin bar mechanism allows it to be locked in the up position, and Schuberth also relocated the chin strap in the throat area making it more comfortable. The returning drop-down sun visor is one of the best in the business. It sits low, so there are no line-of-sight issues.

The review helmet was equipped with Schuberth’s SC2 helmet comm system preinstalled, which is based on the Sena 50S system ($349). All you do is snap the external controls into place, and you’re ready to hit the road. Using the Sena system is a breeze. It offers three different intercom modes—Multi-Channel Open Mesh, Group Mesh, and Bluetooth. Using the Open Mesh feature, with the click of one button, allows you to connect to a practically infinite number of users.

My first outing with the E2 was the March Moto Madness Rally, which covered about 1,600 miles over five days in temperatures ranging from the mid 30°Fs to low 60°Fs. I found the E2 is exceptionally quiet at speed—it’s so quiet that you can easily forget to wear ear protection. Having those cooler temperatures was a great way to test how the interior airflow works. There’s a large top slider vent that allows a lot of air to flow over the top of the head, and a two-stage chin bar vent that keeps the air flowing on the front of the face, as well as helping to control fogging if the included Pinlock isn’t installed. The Pinlock on my test unit became to bit loose after three months, but a simple adjustment on made it tight again.

The E2 is an improvement over the E1 in terms of shell size and fit. The lower chin strap flaps keep the bottom of the helmet sealed for the most comfortable ride and in-flight music listening experience I’ve ever had. I have been an Arai fan for a long time, but this E2 has become my new favorite when I head out on a long trip. That says a lot!

Schuberth.com

MSRP: $799 (solid) $899 (graphics)

Where to Buy:  

PROS:

• Extremely quiet
• Speakers and antenna pre-installed
• Well balanced shell

CONS:

• Graphic options dark in color
• A little pricey for some

In the highly competitive middleweight adventure motorcycle market dominated by legacy brands, Moto Morini’s X-Cape 650 arrives as a bold underdog. With Italian heritage, aggressive styling, and an approachable price point, the X-Cape promises to balance capability, comfort, and character. But can it really go the distance?

 • First Impressions: Bold Looks, Balanced Specs

 Moto Morini might not be a household name in North America, but the brand’s history stretches back to 1937 when founded by Alfonso Morini in Bologna, Italy. They originally made three-wheeled delivery vehicles before shifting to motorcycles after WWII. The brand gained mostly European fame through the ’50s and ’60s for its lightweight, race-winning machines. However, the company later faced financial struggles along with multiple ownership changes.

Revived by the Zhongneng Vehicle Group (ZNEN) in 2018, the new X-Cape 650 is part of the brand’s resurgence. At first glance, the X-Cape grabs attention with its angular bodywork and large screen, giving it more of a premium look than its sub-$8,000 price tag suggests.

Underneath the aggressive exterior is a liquid-cooled 649cc parallel twin that produces around 60 horsepower and 40 lb.-ft. of torque. It’s an engine that should be familiar—it shares its basic architecture with the reliable Kawasaki Versys/Ninja 650 lineage. That’s not a bad thing, especially when dependability is a high priority.

We loved the old Versys so much we worked over a 2008 model, proving it was a capable ADV platform beyond its street biased design. There’s something to love about a reliable engine that requires minimal maintenance and usable power. In some ways, the X-Cape 650 is what I wish the Versys could have become a decade ago. The engines feel familiar, but the X-Cape’s body, suspension and build are arguably better.

A 19-inch front and 17-inch rear wheel combo speaks to a balance of off-road readiness and on-road manners. And the 33.3-inch seat height makes it accessible without sacrificing ground clearance. Up front, the adjustable 50mm Marzocchi forks and a KYB rear shock handle general use suspension duties better than you may imagine. Brembo brakes with Bosch ABS round out a very respectable spec sheet.

• On the Road: Confidence, Comfort and Features

 The X-Cape 650 truly comes into its own once you hit the road. From the first twist of the throttle, the bike feels composed and easygoing. Power delivery is smooth and linear, with just enough grunt to keep things interesting but never overwhelming. The exhaust is quiet, but the airbox lets you know when it’s working hard. It won’t win drag races, but it will put a smile on your face in the twisties or when overtaking slower traffic. It’s also quite capable of carrying luggage for extended rides.

Cruising between 60–80 mph is where the X-Cape feels happiest and even better when carving twisty mountain backroads. The bike remains planted, and the suspension handles potholes and expansion joints with confidence. Even fully loaded with side cases, camping gear, and a tank bag, it never felt unsettled. This is not to say the X-Cape’s suspension is perfect, but the quality of the factory components is fantastic and nicely adjustable for its price point.

After a couple thousand miles, I can say the seat comfort is better than expected. It’s actually one of the most comfortable OEM stock seats for this class of bike. Nine-hour days in the stock saddle weren’t a problem. The saddle is broad and supportive, and the upright ergonomics make long-distance riding a breeze. The tall windscreen—adjustable with a simple locking lever—does a decent job directing air flow, although riders taller than 6 feet may notice buffeting at highway speeds.

• Off the Beaten Path: Adventure-Ready… to a Point

 The X-Cape isn’t trying to be a KTM 890 Adventure R or Yamaha’s Tenere 700, but it’s surprisingly capable when the pavement ends. Thanks to the 19-inch front wheel, longer travel suspension, and decent ground clearance, gravel roads and forest tracks are completely within its comfort zone.

Traction control is absent, but with a well-tuned throttle and manageable power, it’s not missed very much. The tubeless spoke wheels are skinned with Pirelli Scorpion Rally STRs, a good choice, providing solid grip on mixed terrain. Deep sand and mud may push the X-Cape past its limits, but on fire roads, hardpack trails, and moderate water crossings, it’s a lot of fun.

Standing up on the pegs reveals ergonomics that are passable but not perfect for technical terrain or taller riders. A bar riser may help reduce the standing hunch a bit. The wide tank flares and the slightly rear-set peg placement remind you of the bike’s touring bias. If you spend most of your time in the saddle, this won’t be a problem.

The skid plate works more like a rain and rock guard for the engine. One problem with the X-Cape and Versys 650 are the lack of a full-cradle frame to mount real skid plates. Instead, both utilize hangers as skid plate attachment points, not designed for heavy beatings. We do not recommend pivoting this skid plate on logs.

Ultimately, at over 500 lb. and 6.9 inches of front wheel travel, it is not a trail bike. As long as riders keep expectations in line with reality the X-Cape suspension and geometry handles rough roads better than some alternatives. It’s really more of a cross-tourer or, for what it says on the bike’s rear side panels, “Adventouring.”

• Electronics: All the Bells and Whistles

 Moto Morini has clearly taken the time and effort to get most the basics right for electronics. The TFT dash is intuitive and easy to read in bright sunlight, even with “older eyes.” What I’d really like to see are more themes or customizable displays. Or, providing screens with dedicated content areas that could display selectable info like voltage, temperature sensors, oil pressure or DTCs.

To be honest, I didn’t make much use of the native phone connectivity function, but not for lack of trying. It’s a feature I know the bike is ready for, but still needs development. Instead, I suggest going with Apple Car Play and Android Auto.

Switchgear is backlit, tactile, and thoughtfully laid out with build quality on par with Japanese middleweight designs. Navigating the limited menu structure takes a bit of getting used to, but is logical and intuitive. Everything is done on the left hand with up, down, select, back, B, A, B, A, select, start (Gen-X gamers will get that one).

The stock LED lighting on the X-Cape is also nice, especially the headlights. The X-Cape 650 has one of the best high/low beams I’ve seen in a long time. It is bright and evenly lit with a clean upper termination line that won’t instantly blind oncoming traffic. Effective lighting is probably one of the most important safety factors to night riding, a problem we often hear about.

• Fuel Economy and Maintenance

 Over about 2,000 miles, I averaged around 50 mpg with loaded side and top cases, translating to a real-world range of 200 miles from the 4.2-gallon tank with spirited riding. On the road it’s good to consider looking for gas at around 150 miles.

Oil changes are straightforward, with accessible drain and filter placement. While you can get official Moto Morini filters, there are good aftermarket alternatives available. Service intervals and parts availability are improving as Moto Morini expands its North American presence. As of this writing, support is being ramped up with better dealer coverage and online parts ordering options. Moreover, they have an active social media presence and have been known to support their growing fan base of riders online as active participants in group pages, which includes phone support.

• X-Cape 650 “SE” Package: A Worthy Upgrade?

Moto Morini’s offers a $1,800 extra fully equipped “SE” trim, which includes a 3-piece luggage set, crash bars, large windscreen, handguards and skid plate—all installed at the dealer. My favorite feature is the SW Motech locking aluminum panniers and top box, which are worth the money if you’re looking to travel or commute. They’re well built with a lid seal that is robust and seamless. I rode in several hours of heavy rain at speed and everything remained 100% dry. The cases are easy to install and remove, but using case-liners would make more sense.

The crash bars provide both engine and upper fairing protection. While they add weight, they protect some of the many upper plastics while providing attachment points for other gear.

Last, but not least, are the tall windscreen and handguards. While the tall windscreen keeps more air off the rider at high speed, I personally prefer better visibility and usually ride with shorter screens. The handguards are more like wind and rain guards as they lack a rigid metal structure needed to safeguard your hands from being whacked when sweeping by branches and other objects a little too closely.

So for $1,800 it’s worth it if you want a travel-ready bike; not just for the hardware value, but the installation work as well. However, if you’d rather customize your bike, then the base model offers a growing aftermarket support. What would make the SE package a must have? OEM heated grips and upgraded mirrors!

• Quirks and Downsides

 No motorcycle is perfect, and the X-Cape does have a few quirks. The Versys 650 had a notable “klunk” when it went into gear, and the X-Cape is no different. It’s not a defect or problem, just part of the engine’s character.

The pegs are a little cramped for big boots. The heel guards behind the footpegs flare out to the point that riders who place the peg on the balls of their feet may run out of space. For general touring I didn’t find this a problem but it’s something to be aware of.

X-Cape 650 models lack a center stand, which makes routine maintenance more difficult. I ended up using a folding swingarm support bar for chain maintenance. This works for now but it’s a hassle that’s thankfully addressed in newer 700cc versions, which now offers a center stand as standard equipment or factory add-on.

Accessing the upper front panel behind the windscreen (where so many important wires are neatly tucked away) is simple but requires removal of a screw under the upper center panel. Those with OEM crash bars, have a support piece blocking this screw and may need to get creative with other solutions if regular access is needed.

Lastly, while the suspension is good for the price, aggressive off-road riders may require more damping adjustability and fork travel. Thankfully, there’s already some good aftermarket suspension upgrades available.

• Verdict: A Genuine Contender with Big Value

The Moto Morini X-Cape 650 impressed in nearly every category that counts. It’s reliable, comfortable, well-built, and remarkably versatile. Whether you’re carving mountain switchbacks, commuting through city streets, or chasing the horizon on weekend escapes, the X-Cape delivers a ride that feels composed and confident. For new riders stepping up from smaller machines, it offers room to grow without intimidation. For seasoned adventurers, it provides a sharp looking, low-fuss platform with modern features that works. While there’s always room for refinement, the X-Cape delivers more than its price suggests.

Moto Morini has achieved something rare: a motorcycle that looks upscale, performs consistently, and remains refreshingly accessible. It earns its place through balance, character, and a quietly confident Italian flair. If you’re looking for a motorcycle that invites exploration and makes every ride feel like a small adventure, the X-Cape 650 is worth more than just a test ride—it’s worth considering as a long-term companion.

PROS:

• Sharp looks with great overall value
• Tubeless rims, fully adjustable suspension, comfy saddle
• Large, easy to read screen with useful information
• Comfortable stock saddle

CONS:

• Buzzy mirrors
• No center stand
• Phone connectivity needs work

• 2024 Moto Morini X-Cape 650 Specifications

Engine & Performance

• Engine Type: 649cc liquid-cooled, 4-stroke, DOHC parallel twin
• Bore x Stroke: 3.27 in. x 2.36 in. (83mm x 60mm)
• Compression Ratio: 11.3:1
• Power: ~60 hp @ 8,250 rpm (44 kW)
• Torque: ~40 lb-ft @ 7,000 rpm (54 Nm)
• Fuel System: Bosch EFI
• Transmission: 6-speed manual
• Top Speed: ~105 mph (170 km/h)

Dimensions & Capacities

• Length x Width x Height: 86.6 x 35.4 x 54.7 in. (2200 x 900 x 1390mm)
• Wheelbase: 58.7 in. (1490mm)
• Seat Height: 32.3 in. (33.3 in. optional) (820mm/845mm)
• Ground Clearance: 7.5 in. (190 mm)
• Fuel Tank Capacity: 4.8 gallons (18 liters)
• Dry Weight: 469 lb. (213 kg)
• Wet Weight (approx): 516 lb. (234 kg)

Chassis & Suspension

• Frame: Steel trellis
• Swingarm: Aluminum
  • Front Suspension: 50mm Marzocchi USD fork, Fully adjustable (preload, compression, rebound), 6.9-in. travel (175mm)
• Rear Suspension:
  • KYB monoshock, adjustable preload and rebound, 6.5 in travel (165mm)

Wheels & Tires

• Front Wheel & Tire Size: 19-in. tubeless—110/80-19
• Rear Wheel & Tire Size: 17-in. tubeless—150/70-17

Brakes

• Front Brakes: Dual 11.7-in. discs (298mm), Brembo 2-piston calipers
• Rear Brake: Single 10-in. disc (255mm), Brembo 2-piston caliper
• ABS: Bosch

Electronics & Features

• Display: 7-inch full-color TFT
• Lighting: Full LED system
• Other Features: Backlit switchgear, adjustable windscreen, USB ports

Price & Warranty

• MSRP: $7,999 USD
• Warranty: 3-year unlimited mileage

To find out more information about Moto Motini X-Cape, visit www.motomoriniusa.com

What happens when off-the-shelf motorcycle gear doesn’t meet the demands of your adventure riding? For many riders, the answer lies in custom solutions. South African brand, MIRA Activewear, creates made-to-order riding apparel tailored to individual preferences and harsh conditions. 

When it comes to adventure and rally riding, I’ve learned that your gear needs to do much more than just look the part. It has to protect you, move with you, and hold up when conditions get tough—whether that’s heat, sand, or a sudden downpour miles from shelter.

I’ve worn my fair share of off-the-shelf gear over the years. Some of it worked well, but there was always a compromise—fit, function, or comfort. So, I finally decided to try something different and go fully custom. I wanted a setup that matched how I ride, not just how I look. Pants, jersey, jacket—the whole package.

That search led me to MIRA Activewear, a South African brand that builds custom riding gear designed by and for riders who actually put it to the test. I had heard good things, and after working with them and wearing the gear in real conditions, I can say—they’ve earned the reputation.

• What Stood Out

Right away, what impressed me most about MIRA was how well thought-out their customization process is. You’re not just picking colors—you’re deciding on vents, pockets, collar styles, sleeve options, graphics… even zipper placement. The gear is built around your riding environment and personal preferences—not a one-size-fits-all formula.

In my case, riding in the UAE means brutal heat and endless sand, so I requested extra venting in the pants and jersey, and MIRA delivered. Even on 104°F (40°C+) days, the gear stays breathable without compromising protection. My jacket has removable sleeves for early-morning chill that quickly gives way to midday desert heat. That kind of modularity makes a real difference on long, multi-terrain rides.

They also offer full-fabric sublimation printing, meaning all your logos, colors, and designs are embedded into the fabric—no peeling stickers or cracking vinyl. MIRA gear was on full display with 12 riders fully outfitted at the 2025 Dakar Rally.

• Real-World Use: Fit, Function & Feedback

Since this is custom gear, getting the measurements right is key. One lesson I learned the first time around: account for your base layers—armored shorts, padded liners, and so on. My original pants technically “fit,” but were tighter than I like once I was fully geared up. And when you’re trying to swing a leg over a loaded ADV bike or shift your weight during a technical climb, even a little tightness matters.

I shared that feedback with the MIRA team, and they quickly suggested a more relaxed cut and adjusted the sizing on my next order. That kind of rider-first support makes a big difference.

One minor issue I encountered: the inner liner in the pant legs wasn’t stitched in place, so my foot would occasionally catch on it when removing the pants. I’ve seen similar designs in MX gear, but it’s something I flagged. Again, MIRA took the feedback and made the change in my second pair.

• Fit Takes Time

One important consideration: custom gear takes time. MIRA products are made to order, with an average production time of about six weeks, plus shipping. If you’ve got a big ride or rally coming up, plan accordingly. For me, the personalized service and tailored fit were absolutely worth the wait—but if you’re on a tight timeline, this could be a drawback.

If you’re used to walking into a store and riding out the same day, the six-week turnaround can feel long. MIRA makes each piece to order, which is great for customization, but less ideal for last-minute needs.

Because each piece is highly cust omizable, there's not much pricing on their website. To give you a general idea, this is what it roughly cost in US dollars! 

• Rally Jacket: $612
• In-the-Boot Pants: $250
• Custom Jersey: $56

• Built to Handle Adventure and Off-Road Racing

MIRA uses 1200 Denier polyester as the base material, offering a solid balance between durability and weight. It feels rugged without being bulky, and the moisture-wicking liner helps you stay dry as temperatures climb. I’ve ridden in this gear through deep sand, fast gravel, rocky climbs, and full-day sweats—it holds up without complaint.

After more than a year of use, the seams, zippers, and colors have all held up exceptionally well. Even after a few slow-speed tip-overs, the 1200D fabric hasn’t shown a scratch.

• A Note on Protection and Final Thoughts

While MIRA gear is tough and well-built, it’s not CE-rated like some premium European brands. You’ll need to bring your own armor or ask about their SAS-TEC insert options. For me, that was fine—but if you’re expecting a full plug-and-play armored system, just know that this gear is more modular by design.

If you’re the kind of rider who wants your gear to work as hard as you do—and you’re done compromising on fit or features—MIRA Activewear is absolutely worth checking out. It’s not mass-produced. It’s not off the shelf. It’s built for you. And that’s a game-changer.  For more info in MIRA Activewear in South Africa, visit: MiraActivewear.co.za

• Pros & Cons

Pros:

• Rider-first customer service that listens and adapts
• Fully customizable—from vents to visuals
• High-quality build that handles serious riding

Cons (and things to know):

• Expect 6+ weeks production time—worth it, but not instant
• Be precise with measurements and consider your ride layers
• Pant liner could benefit from being stitched down (which they’ll do if asked)

About the Author: Mike Carroll is the rider and coach behind ADVMotoSkillZ, where he helps motorcyclists develop real-world off-road skills with confidence. A certified instructor through Germany’s Enduro Action Team, Mike coaches online and in person. Based in Dubai, he combines global experience with practical training that meets riders where they are—whether in the desert or online. Learn more at www.advmotoskillz.com 

Adventure motorcycles have established themselves as the go-anywhere, do-anything machines that successfully combine comfortable long-distance travel with rugged off-road capabilities. However, not all ADVs reach the head of the pack. In a market flooded with options, only a handful stand out as true success stories.

What, therefore, makes the best ADVs different from the rest? Is it the components, the pricing, or the timely updates? There’s more to it than just the tip of the iceberg – the following five components are what truly make an ADV successful in our eyes.

1.   Build Quality

An ADV is built for abuse; exactly the foundation of every great adventure. Every amazing adventure is built on an ADV, which is designed to be abused. The bikes are intended to withstand difficult, long-distance travel, rough terrain, and everything the road throws at you. As such, build quality is a prerequisite that cannot be compromised.

Some of the most iconic ADVs, like the BMW GS, the Yamaha Ténéré, or the Honda Africa Twin, were deemed reliable not only because of their performance but also owing to how well they endured over time and distance. On an ADV, everything must be built to last, from the suspension and frame to the engine casings and control switches. Quality, precision welding, corrosion-resistant coatings, reinforced subframes, and reliable electronics – all help your confidence on a lone backcountry road.

2.   Meaningful Support

What exactly counts as meaning support? Is it parts, dealers, or service? It’s all that. You see, adventure often takes us far from civilization. And even the most reliable machines require maintenance, repairs, and new components from time to time. Pick up any successful ADV brand and you’d realize that it understands just this and invests in a robust support ecosystem.

This consists of an extensive dealer network, a consistent supply of replacement parts, and repair facilities manned by qualified experts who are aware of the exact requirements of adventure motorcycles. Parts availability can make or ruin the ownership experience, particularly in rural or underdeveloped areas. You certainly don't want to wait weeks for a broken lever or clutch cable.

Companies like Suzuki and Yamaha have worked hard to make sure that riders can get parts anywhere in the world, frequently by partnering with foreign service facilities or creating online portals. Support also includes having easily accessible customer service, well-documented service manuals, and warranties that take into account how ADVs are actually used in the real world.

3.   Marketing Efforts

Regardless of how good a product you’ve created as a manufacturer, if you don’t market it right, it might never reach its true potential. Case in point: the Royal Enfield 450 – a hugely competent successor to the widely lauded Himalayan 411. It’s a brilliant machine for what it’s worth, but Royal Enfield missed a big beat by not marketing it well enough in the North American market. The result? You’d hardly see one around.

Any motorcycle's success depends heavily on marketing. But in the ADV market, it goes beyond slick brochures and technical specifications. Successful ADV bikes appeal to the rider's inner nomad by selling a way of life, a desire for freedom, and adventure. And successful brands know how to evoke feelings of passion and ambition.

Take a look at how Triumph's Tiger and BMW 1250 GSA have developed fervent fan bases through rider-driven content, travelogues, and stories. A rider is more likely to make the leap if they can identify with the story better. Likewise, in the content-hungry world of today, a gripping story frequently piques interest more than mere horsepower numbers.

About time companies realize they’re selling dreams, not just bikes.

4.   Aftermarket Accessories Integration

Every rider has a unique identity, and their bikes are a reflection of their personalities. Especially on ADVs, where you are likely to be sitting on for long hours on the saddle, the ability to alter and personalize the bike is essential. Whether it's through the addition of crash guards, auxiliary lighting, bigger panniers, taller windscreens, a cushy seat, or improved suspension.

ADV manufacturers who encourage this either make sure their bikes are compatible with third-party equipment or offer a large selection of official accessories. Think accessory ports built into the electrical system, pre-drilled mounting holes, or modular luggage systems. The easier a motorcycle is to modify, the more appealing it becomes to a wider audience.

To accommodate riders' diverse needs, many companies have begun to introduce adventure models with optional "touring kits" or "rally kits." In today's ADV market, this kind of flexibility is not merely a perk; it is a fundamental requirement.

5.   Community Support

Finally, and perhaps most importantly, an adventure motorcycle's success is greatly influenced by the strength of the community surrounding it. Adventure riders often turn to forums, local gatherings, online communities, and trips sponsored by brands for connection, education, and experience sharing.

Not to forget, even long after the purchase, a thriving community will continue to welcome newcomers, which in turn helps build brand loyalty, which in turn helps maintain the buzz around the bike. Adventure brands that interact with their community — for example, by hosting ambassador programs, long-distance riding challenges, or off-road training camps — hugely benefit from organic growth and word-of-mouth advertising.

Think about how the BMW GS Trophy has become a global event. It's a celebration of the community and a representation of what the ADV life can be, not just a competition. Because they feel heard and supported, riders frequently go on to become lifelong ambassadors, becoming instructors, content producers, and even brand advocates.

All in all, building a successful ADV involves more than simply designing a functional motorcycle; it also entails developing a lifestyle and the ecosystem around it. A well-made bike with strong support, careful marketing, easy customization, and a vibrant community has a far higher chance of succeeding in a category that's brimming with competition.

Some brands adhere to these ingredients, while some might learn the hard way. Either way, it gives all of us adventure riders the ability to quantify data and recognize patterns in the success or failure of ADV bikes, and maybe even help in making successful purchase decisions.

Having over 15 years of experience traveling and documenting his adventures, Utkarsh Sood lives and breathes all things motorcycle. His quest to travel, write, and create films pushed him to quit his fancy advertising job to live life on his own terms. Or so he thinks. When he is not writing about bikes, he's busy riding his trusted Royal Enfield Himalayan and creating content for his project 'Silence & Stories'.

The adventure motorcycle segment has never been this hot and the market for adventure gear has been growing as a result of the increasing sales. At the core of this gear are luggage systems specifically designed for adventure and dual-sport riders. There are many adventure motorcycle luggage options on the market, but the truth is that most of them are expensive and might not be best for your specific riding goals and budget.

Thus, it's crucial to know what kind of luggage solution works best for you beforehand. Factors like ergonomics, fall damage prevention, handling, and ride quality are all key to helping you decide what kind of luggage system is best for you. Ultimately though, many times it comes down to price, features and functionality.

Broadly speaking, there are two major types of adventure luggage – soft and hard luggage systems. Between soft and hard luggage, soft luggage tends to be lighter, more afforable and some say "safer" for the rider dut to compressability (not getting stuck under a rigid box). Also there's a wide variety of soft luggage options from fender bags, handlebar bags, crash bar bags, tail bags to saddle bags, and so on. In this guide, we'll select some of our favorite adventure luggage options – based on different functions – all in the budget category. Plus, at the time of this writing, there are some great deals to be found! 

As always, this is not meant to be a comprehensive list. If you've got a candidate you'dl like to add, let us know.

 • Motorcycle Fender Bags

Starting from the front, most motorcycles come with a beak-style front fender. It could be made from fibre or metal depending on the bike you have, but it’s largely designed to do one job. That is, keep the mud out from your face. But that’s just not it. I find it an extremely nifty spot to strap some handy-dandy pieces of gear in a compact ‘fender bag’.

Fender bags are a great way to counterbalance some of that weight that you add to the back of your bike. But of course, it goes without saying – you shouldn’t really weigh it down with hefty items. For fenders aren’t really designed to carry heavy loads.

• Nelson Rigg Trails End Fender Bags: $32.89 (Check out our thoughts on this particular fender bag.)
• Wolfman Enduro Fender Bag WP: $54.99 (current sale price $19.99)
• TUSK Fender Tube Pack: $24.54

• Motorcycle Handlebar Bags

Next up, we move over to the handlebar of your ADV. If you already didn’t know this, the handlebar of your motorcycle is a great spot to strap on a thin bag for some of the smaller items that you might need easy access to when on the bike, like sunscreen, chapstick, hand wash, and a protein bar.

These, like other pieces of luggage on this list, come in a few shapes and sizes. I’d recommend you stay away from anything too large and bulky to keep the weight addition to a minimum. After all, you don’t want to alter the feedback on your handlebars in any way.

• Turkana PelliPouch Handlebar Bag: $69.00
• Giant Loop Zigzag Handlebar Bag: $49.99
• ViaTerra Crossbar Handlebar Trailpack: $29.00

• Motorcycle Crash Bar Bags

Crash bar luggage is another excellent budget-friendly solution for those who want to maximize storage without adding bulk. Ask me – I’ve had a pair since the day I got my Royal Enfield Himalayan, and I still have them on every ride. These small, waterproof bags mount directly onto the crash bars, utilizing otherwise wasted space near the engine.

While they may not offer massive storage capacity, they’re perfect for carrying tools, rain gear, first aid kits, or snacks. One of the biggest advantages of crash bar bags is weight distribution. By keeping the weight low and close to the bike’s center, they help maintain balance and prevent top-heaviness, which can be an issue with other luggage options. Contents are more susceptible to damage in case of a drop, so please don't put anything fragile in a crash bar bag. 

• Nelson Rigg Hurricane RiggPak Crash Bar: $ 39.78 (Check out our review of this crash bar bag.)
• Rhinowalk Crash Bar Bag: $48.99
• Givi GRT730 Cargo Bags: $81.00

• Motorcycle Tank Bags

Motorcycle tank bags are incredibly useful for adventure and touring riders because they offer quick, convenient access to essential items without compromising balance or comfort. Mounted securely on the fuel tank, they keep your gear within easy reach—think maps, phones, snacks, wallets, and tools—without needing to dismount or dig through larger luggage.

Most tank bags also come with clear map windows or touchscreen-compatible pockets for navigation, and many are expandable or waterproof, making them versatile for changing conditions. Because they're centered on the bike, they maintain weight distribution better than tail-heavy solutions, and modern mounting systems make them easy to remove when you need to refuel or step away.

• TUSK Olympus Tank Bag: $99.00
• Nelson Rigg Commuter Series Tank Bag: $134.95 (Check out our review on the previous version of this bag)
• Nelson Rigg Hurricane Waterproof Adventure/Dual Sport Tank Bags: $68 - $95 (current sale price) - (Check out the details of these bags here)
• SW-Motech Pro Enduro WP Tank Bag: $180.00. (Currently on sale for $135.00) (Check out our review on SW-Motech PRO Enduro Waterproof Tank Bag)

• Motorcycle Tail Bags

Tail luggage is one of the most versatile and common storage options for adventure riders. These can either be open for in the form of solid top cases or soft tail bags based on your preference. The best thing is you can mount it on the rear rack or pillion seat in case you’re riding without a pillion.

They offer ample space for gear without requiring side racks or bulky attachments while being equally easy to install. While top cases can be bolted on, soft tail bags come with their own attachment systems that make it a breeze to strap them on or take them off.

• Saddlemen R1300LXE Tactical Deluxe Roll Bag: $108.95
• Nelson Rigg Hurricane 2.0 Waterproof Tail/Backpack - $184.95 (current sale price $134.75) - (check out our full review of this bag here)
• SW-Motech Drybag 350 Tail Bag: $125.00

• Motorcycle Saddlebags

Saddle or pannier luggage is perhaps the most go-to choice for adventure riders. That’s because this offers a blend of storage capacity, affordability,  durability and even some crash protection. Some will mount on a rack or stand-off while others hug the bike and are often called "rackless." 

Unlike expensive hard panniers, soft saddlebags provide storage at a fraction of the cost while being lighter and easier to install. Many budget-friendly options feature weather-resistant materials, reinforced construction, and roll-top closures to keep belongings dry and secure. Not to forget, they are also more forgiving in the event of a fall, as they won’t dent or break like hard cases.

• Nelson Rigg Hurricane Dual Sport Saddlebags: $194.95 (current sale price $131.66)
• Rhinowalk 28 L Saddlebags: $179.99 (current sales price $111.99)
• Givi EA100C Saddlebags: $198.00 (current sales price $178.20)

• Final Thoughts

No matter where your adventure takes you, having the right luggage can make all the difference. You don’t have to break the bank to equip your bike with reliable, functional storage solutions. Whether you're just starting out or looking to add practicality to your ride on a budget, the options above offer a solid mix of performance, durability, and value. Remember, the best luggage system is the one that fits your bike, your gear, and your ride style—without weighing you down.

Having over 15 years of experience traveling and documenting his adventures, Utkarsh Sood lives and breathes all things motorcycle. His quest to travel, write, and create films pushed him to quit his fancy advertising job to live life on his own terms. Or so he thinks. When he is not writing about bikes, he's busy riding his trusted Royal Enfield Himalayan and creating content for his project 'Silence & Stories'.

Are you passionate about dual-sport motorcycling and hungry for real-world riding inspiration, gear of bike reviews, and off-road travel tips? Whether you’re a seasoned ADV rider or just getting started with your first dual-sport bike, YouTube is full of incredible creators who bring the adventure to your screen.

Dual-sport motorcycling isn’t just a hobby or passion for some—it’s a lifestyle. The best part? You’re not bound by roads—and that’s not just a figure of speech. With adventure and dual-sport motorcycles, you can forge your own path.

In this article, we’ve rounded up 10 of our favorite English language adventure and dual-sport motorcycle YouTube channels to check out in 2025. Everyone looks for different content so these are not rated in any particular order. Please note this is not "The Most Popular" list. We just want to share our favorite channels that might not be on your subscribed list yet. These riders share everything from cross-country expeditions and gear breakdowns to riding tutorials and life on two wheels. It’s perfect for anyone dreaming of dusty trails, remote campsites, and the freedom of the open road. These creators offer tips, inspiration, and firsthand experiences to help you gear up for the road—or trail—ahead.

Feel free to contact us let us k now your favorite adventure motorcycle Youtubers! In the meantime, let’s saddle up and tune in...

• Big Rock Moto

If you are looking to purchase your own dual-sport motorcycle, then you definitely need to visit Big Rock Moto's YouTube Channel. Ian, the owner of the channel has extensive experience riding different brands of bikes.

He has owned more than 40 motorcycles and loves riding in the mountain regions of California. He loves riding and then reviewing bikes to give you his feedback on their performance.

He also gives gadgets and tech reviews related to motorbikes that can help make your riding experience better.

If you are planning on your first big purchase, check out his channel for all there is to know about dual-sport motorcycles.

• Where They're From: United States
• Number of Subscribers: Approximately 308K subscribers
• Posting Frequency: New videos are typically posted once a week
• ADVMoto Contributor: Yes ("Beyond the Bungee" in ADVMoto Sept/October 2023 issue)

• Lavi and Ollie

Lavi and Ollie are a YouTuber couple and Guinness World Record holders for being the youngest couple to travel around the globe on motorbikes.

They finished the requirement to complete a world record on a Suzuki V-Strom 1050XT and rode off-road a lot and made sure to capture as much of the essence of outdoor travelling as possible. Even after setting their record, Lavi and Ollie haven’t slowed down – they’re still exploring new countries and sharing their adventures. It's also nice they organized their travels into chapters by continents.

Their love for travel has garnered recognition in the biking communities, who often give a helping hand to them on the roads.

• Where They're From: United Kingdom
• Number of Subscribers: Approximately 82.4K subscribers
• Posting Frequency: New videos are uploaded twice a week
• ADVMoto Contributor: Not yet!

• 2Up and Overloaded

Run by Tim and Marisa Notier, 2Up and Overloaded channel documents their life on the road since 2017, when they sold everything to pursue full-time ADV travel.

Riding a KTM 1190 Adventure, they share stunning scenery, travel reflections, and insights into life on two wheels. Although they don't always post videos on a weekly basis there's already a ton of content to check out. Plus,  they also run a companion website featuring their books and have been seen in ADVMoto's print editions!

• Where They're From: United States
• Number of Subscribers: Approximately 18K subscribers
• Posting Frequency: New videos are typically posted every two weeks
• ADVMoto Contributor: Yes (many ADVMoto  ride reports and features in print issues from 2018 to 2024. Featured articles: "A Couple’s Guide to Riding 2-Up", May/Jun 2023 Issue | "Angels and Demons: Riding Two-Up South Through Alaska", Jan/Feb 2024 Issue )

• Backcountry Discovery Routes

The Backcountry Discovery Routes or RideBDR (which is the name of their YouTube Channel) is an organization for bikers.

Their primary mission is to secure and preserve off-road routes in the US for dual-sport motorbike riders. Most of their routes consist of dirt tracks that connect various regions in the country. They have been on the mission since 2010 and have secured dozens of off-road tracks that were undiscovered before. If you’re feeling adventurous, you can even download free routes from their website and upload them to your GPS for a real off-road challenge. They also run yearly screenings, video contests and host lots of events and fundraisers around the USA. 

Also don't forget to check out good friend of the BDR and ADVMoto, John Putch's channel, Putch Films on YouTube. He brings a professional touch of comedy relief to the ADV world you don't wanna miss!

• Where They're From: United States
• Number of Subscribers: Approximately 44.9K subscribers
• Posting Frequency: New videos are posted monthly, with additional content during special events or route launches
• ADVMoto Contributor: Yes (BDR has consistently published ride reports in ADVMoto, both print and online. Featured article: "Expedition Ride! Northern California BDR", Fall 2024 Issue | "Big Adventures in the Beaver State: The New Oregon BDR", May/Jun 2023 Issue | "Back East in a Big Way: North East BDR", Mar/Apr 2020 Issue)

• On Her Bike

Kinga Tanajewska is an Australian YouTuber, famously known as On Her Bike by beloved fans. She is on a mission to travel around the world on her BMW F800GS.

Even before that, she was a free spirit who loved to ride motorbikes and travel. But she started off her YouTube dual-sport biker journey in 2014 and has travelled to multiple countries since then. Kinga has become an inspiration for women who want to solo travel on their dual-sport bikes!

• Where They're From: Australia
• Number of Subscribers: Approximately 318K subscribers
• Posting Frequency: New videos are typically posted weekly and sometimes twice a week
• ADVMoto Contributor: Yes (check out our ADVMoto Live! #27 below)

• Una Moto

A veteran mountain biker, Eric has travelled the globe previously for his channel BCPov where he rode a mountain bicycle and showcased beautiful tracks.

After turning over a new leaf due to personal life developments, he recently started Una Moto. It is a motorbike travel channel inspired by Long Way Round, the TV show starring Ewan McGregor and his friend Charlie Boorman.

Una Moto is not only a dual-sport motorbike channel, but an exploration of Eric's own soul on his journey from Alaska to New Zealand.

• Where They're From: Canada
• Number of Subscribers: Approximately 47.2K subscribers
• Posting Frequency: New videos are typically posted bi-weekly
• ADVMoto Contributor: Not yet!

• The Girl On a Bike

The Girl On a Bike, Vanessa Ruck, is the embodiment of the human spirit. She is a dual-sport motorcyclist who started this hobby as a means to rehab after a life-changing accident.

She went through multiple surgeries and has shoulder and hip replacements. After her accident, she picked up the sport to overcome her fears and limits. Since then, she has won multiple awards in track races in the Middle East. She is also an award-winning and TEDx motivational speaker, inspiring people who went through similar experiences.  Even better yet, she recently had a baby and is exploring the world of adeventure as a mom! Go Vanessa!

• Where They're From: United Kingdom
• Number of Subscribers: Approximately 66.4K subscribers
• Posting Frequency: New videos are typically posted weekly
• ADVMoto Contributor: No (She was covered in "Moto Adventures in Belize: Women on Wheels vs. the Caribbean", Jul/Aug 2022 Issue)

• ADVMotoSkillz

After buying your first dual-sport motorcycle, you will probably want a few tips and tricks on how to ride it safely.

While taking a professional course is always the best option, not everyone has access to one. That’s where the ADVMotoSkillz channel comes in!

The channel is all about helping new riders learn helpful survival skills when they are riding off-track on their motorbike.

This channel is perfect for new riders looking to learn essential off-road survival skills. From safely lifting your bike after a fall (without injuring yourself) to mastering the best posture for riding off-track, ADVMotoSkillz covers it all.

The ADVMotoSkillz channel should not be substituted for professional off-road motorbiking courses. But it is always good to pick up a skill or two before you head out for an adventure.

• Where They're From: United States
• Number of Subscribers: Approximately 42.7K subscribers
• Posting Frequency: New videos are typically posted once a month (the channel is currently inactive)
• ADVMoto Contributor: Yes (in many recent print issue "Tune-Ups". Featured article: "Sandy Patches on the Road: Strategies for Adventure Bikes", Spring 2025 Issue | "Navigating Trails: Top Tips for Selecting Your Riding Line Offroad", Summer 2024 Issue)  

• Dork in the Road

Dork in the Road is another helpful channel if you want some inspiration for riding motorbikes.

Not only that, the channel also provides helpful product reviews that will make your life easier when you are on a motorbike adventure.

Although not a professional, his personal opinions are highly valued amongst the dual-sport motorbike community as being helpful.

But take the reviews with a grain of salt, as something that might not be perfect in his opinion might suit your needs better.

• Where They're From: United States
• Number of Subscribers: Approximately 139K subscribers
• Posting Frequency: New videos are posted twice a week
• ADVMoto Contributor: Not yet!

• Motorcycle Travel Channel

Lastly, we have the Motorcycle Travel Channel by Sterling Noren. Noren started off professionally as a videographer and editor back in 1984. He’s  been making videos professionally since, but now he has started following his passion of motorbiking and van camping. in addition to his channel videos, be sure to check out some of his many BDR films and Beyond the Border - Riding Solo in Mexico.

His channel has all of these videos about solo motorbiking adventures and can be a useful source of information for those who want to go on a journey by themselves.

• Where They're From: United States (Seattle, Washington)
• Number of Subscribers: Approximately 84.1K subscribers
• Posting Frequency: New videos are typically posted monthly
• ADVMoto Contributor: No (He was covered in "Industry Profile: Behind the Lens at Noren Films", Mar/Apr 2015 issue)

• Community Submitted Reccomendations

We're happy to add your favorite Youtubers and vloggers to the list. We want to spread awareness of grass-roots creators in our community, many who do good work and struggle with the increasingly difficult algorithms.

Contact us with a few sentances about each creator you'd like to mention plus their channel link and how you'd like to be cited.  We will take a look and consider your submisison. Please no self-submissions. If you are a creator and would like to work with us, also shoot us an email and let's talk!

> Submitted by D. Harris on 12/7/2025

1. “Joe Ryan” Joe is a Royal Enfield Himalayan rider who picks beautiful and interesting locations around the world to explore such as Vietnam Nam, Namibia or New Zealand and is currently riding the NCBDR. He’s a very easy going guy and takes stunning photography. 

Check our Joe's Youtube Channel here. 

2. “Two Ride Wild” Matt rides a T7 and Hayley rides a Honda CRF. Their trip caught my attention because it covered some of the area I had recently ridden in Chile/Argentina. However, they upped the anti considerably by taking on more challenging routes across most of South America always with a smile and good nature.

Check out Matt and Hayley's channel here.

If you're an adventure motorcyclist seeking high-performance tires without breaking the bank, you're in luck. The market offers a variety of budget-friendly ADV tires that deliver exceptional performance on both pavement and trails. Whether you're navigating gravel roads, tackling muddy paths, or cruising on highways, there's an affordable tire tailored to your riding style. This guide highlights top-rated, cost-effective adventure motorcycle tires to help you make an informed choice.

Each of these tires offers a unique blend of performance, durability, and affordability, ensuring that you don't have to compromise on quality. Consider your typical riding conditions and preferences to select the tire that best suits your adventure needs. Prices may fluctuate over time or even geographically. Moreover, what's consdered "budget" has changed alot in recent years  due to inflation. That said, these are some of our favorite choices worth thinking about.  

Did we miss something? Feel free to suggest your own and share your thoughts and experiences.  Simply drop us an email to info@adventuremotorcycle.com with the model name plus short write up.  We're happy to look at adding it to the list and give you credit for the contribution. 

1) Dunlop D605 

 Price: $80 - $120

This is perhaps one of our favorite true budget dual-sport tires mostly available in sizes for small and mid size bikes. We have run a couple sets of Dunlop D605's (reviewed here) on our first gen Royal Enfield Himalayan and have had nothing but positive experiences with it, both on and off-road. The asymmetrical tread pattern does a great job on a variety of terrain. The asphalt cornering inspires more confidence than it's venerable big brother, the D606, which can become tricky on wet pavement when it's squared off. 

What's more, at the time of writing, you can still get a set of Dunlop D605's for around 200 dollars (front and rear) A few years ago you could get a set for a little above 100 bucks, which made them such a great deal, we purchased two sets. Also, the sets we got were manufactured in Japan, although now they can also come from Indonesia. Tires are available in 16, 18, 19 and 21" variants. Overall, this is a great tire for your small or medium size dual-sport worth checking out if you're making big plans on a small budget. 

Where to Buy:          

 2) Shinko 705

 Price: ~$200 per set

Shinko's 705 is a long-standing, go-to, budget tire for a wide range of riders and bikes. Although the tread pattern lends itself to more of an adventure touring application, it can still hold its own on gnarley gravel roads.  Much earlier versions reported some tread separation, but nothing in the past few years. Our review of Shinko's 705's found them easy to install, with lots of available sizes and long lasting for an 80/20 tire.

Where to Buy:           

3) Shinko 804/805 Crossfly

Price: ~$250 per set

If you're looking to a more agressive 60/40 tread pattern, check out Shinko's 804/805 block style tires. These followi n in the footsteps of the next tire mentioned in this article and provides more off-road grip than the 704's but may sacrifice tread life and smooth rolling on pavement. It's a great compliment in Shinko's tire line up for those who want to spend more time in the rough stuff.  Great news is they are also available it a wide range of sizes and a full set (front and rear) can be purchased for around $250 at the time of this writing. For more images and a full review check out our Shinko 804/805 Adventure Trail Tires review.

Where to Buy:          

4) Continental TKC80

The TKC 80's are one of the OG's in the adventure riding scene and have a long history of reliability. And while they once came at a premium price, they are now about the same, or even less than some of the more boutique competitiors. It's no secret that most dedicated off-road adventure riders are frequently seen rolling on Continental's venerable TKC80 "Twinnies." These are trusted 60/40 tires with blocky knobs that make them excellent off-road, yet their compound still provides respectable traction on roads. But if you were looking for even more roadworthy TKCs, the TKC70 Rocks might be a better option for you.

A good adventure tire has to offer a good mix of grip, braking power, and traction throughout a wide range of terrain from loose to hard pack. That’s all that the TKC offers. For 2025, this tire comes upgraded with a casing composed of a new rubber composition for enhanced durability.

Where to Buy:           

5) Mitas E-07+ Enduro Trail

Another great set of 50/50 tires coming from Mitas. These combine solid, reliable off-road performance with a wide chevron-style block pattern and independent shoulder knobs for optimal handling and wear on the tarmac. It comes in a variety of options — E-07, E-07+, E-09, and E-10 — depending on the pattern and your style of riding.

We reviewed the Mitas E-07 Enduro Trail a while back and we were mighty impressed with how it performed. Generally speaking, Mitas is a reliable brand, with the Enduro trail series generally better suited for large adventure bikes that come with heavier weights and bigger power.

Where to Buy:      

6) Pirelli Scorpion Trail II

The Pirelli Scorpion Trail II are 90/10 tires designed for modern adventure and sport touring motorcycles, with a focus on touring more than off-road expeditions. They're a pair of versatile tires that deliver excellent traction and stability at high speeds – one of the many reasons they’re one of the most popular choices for adventure and sport touring motorcyclists.

Equally dependable on lengthy journeys and twisty routes, the Trail II  tires perform well in a range of settings because of their improved wet grip and compatibility with different high-performance bikes. Its shortened profile encourages even wear for stable performance, and its dual compound design guarantees increased mileage without sacrificing cornering capabilities.

Where to Buy:           

7) Michelin Anakee Wild

Michelin’s Anakee range has been around for a good time. And for a good reason too. These are 50/50 type tires that give exceptional traction in a variety of conditions, including gravel, mud, and even rocky trails. Their distinctive tread pattern, which includes aggressive lugs and broad, deep grooves is a big factor for their versatility.

Perhaps the only shortcoming I can pinpoint about this rubber is that it’s a tad bit noisier compared to others. But if you can look past that, this tire has all the assurance you need to traverse a variety of terrain. And for all of its off-road qualities, it performs admirably well on paved roads. For long-distance touring or commuting specifically, these tires provide a solid and comfortable ride. Check out our review of the Michelin Anakee Wild.

Where to Buy:         

8) Dunlop Trailmax

Last but not least, we have the Dunlop Trailmax tires. There are two of them – the new Trailmax Raid tires and the older, well-liked Trailmax Mission tires. Although it is widely advertised as a 60/40 tire, it's more of a 50/50 rubber and that's because it's equally good at handling trails as concrete roads.

These are a great option for both heavy and middleweight ADV bikes. They offer excellent mileage and outstanding handling and comfort, all thanks to the extremely dispersible high surface area silica in its rubber composition. This compound, which is composed of a variety of carbon black and resins, which aids in performance both off and on-road.

Where to Buy:           

Personally speaking, no tire’s 100% perfect. A lot of these options are hugely subjective to personal taste, riding styles, and bike capacity as a whole. All of these options listed here offer a good blend of value and overall performance – with the backing of trusted brands behind them. Although these are just a few ideas mostly geared towards bigger adventure bikes,  we recommend dingo your own research on the kind of rubber you’re after.

And don' forget, if you have some favorite tires to add, let us know the model and share your thoughts/experiences at info@adventuremotorcycle.com. We're happy to update an article with compelling thoughtful informattion. Until then, ride safe and have fun!

Having over 15 years of experience traveling and documenting his adventures, Utkarsh Sood lives and breathes all things motorcycle. His quest to travel, write, and create films pushed him to quit his fancy advertising job to live life on his own terms. Or so he thinks. When he is not writing about bikes, he's busy riding his trusted Royal Enfield Himalayan and creating content for his project 'Silence & Stories'.

I recently came across an author who’s been somewhat off the radar a decade or so, Werner Bausenhart. Curiously his works have also been absent from anything but direct Google searches, even though he’s written four good books on international adventure motorcycling.

Book reviews are almost impossible to find, too. It’s actually a pity that the publisher seems to have done next to nothing to promote these books, let alone make them available only any of the prevalent eBook formats. If it wasn’t for the recommendation of a friend and fan of the author, it might have been another decade before I discovered 8 Around the Americas on a Motorcycle, and dug in.

Bausenhart happens to be a German philology professor, a world traveler who took up motorcycling the world after retirement. Given that, one of the pleasantly surprising aspects of the book is his informative, youthful and energetic storytelling style.

8 Around the Americas is the detailed riding account of Bausenhart’s ambitious figure eight-shaped route of the North and South America segment of his world journey—including the extreme northerly and southerly “end of the road” destinations of these continents—back in 1997. Every author who tackles similar topics has his/her own approach. In this author’s case, it’s very much a solo journey, but written in a humorous and informative manner loaded with useful information intended to educate readers as well as aid riders who follow. Particularly for the Central and South America regions.

But, most of all, this is an account of a scholarly man’s solo journey who obviously loves to be away from the comforts of home, testing his mettle in an exploration of the world. His book is very much a “helmet story” mixed with insightful points of view into not only his own life, but those he encounters along the way. Werner is one of the more literate and linguistic authors of this genre, with a comfortable and humorous style that captures every nuance of his travels.

Don’t be put off by the amateur book cover design, this is a well written and a fascinating read. Despite the dearth of information on Werner Bausenhart and his books, my suggestion is to put him on your reading list. Especially if you’re planning on “doing” the Americas. Even though it’s relatively old, it’s filled with information and insights that’ll be helpful to your trip. Again, it’s a mystery as to why this author isn’t more readily available. More, please.

Author: Werner Bausenhart

Publisher: LEGAS

ISBN: 1-894508-02-5

Where to Buy: Amazon

Three other books by Werner Bausenhart:

• Into the Den of the Bear and the Lair of the Dragon on a Motorcycle —from London, England to Vladivostok via Moscow, Novosibirsk, Irkutsk, Islamabad, Teheran, Ankara and Istanbul.
• Africa against the Clock on a Motorcycle —from London England to Cape Town South Africa along the west coast of Africa and back to London along the east coast via Cairo Egypt.
• From Nordkap to Cape York on a Motorcycle —includes a side-trip to Nordkap Norway—the furthest north one can travel by road in Europe—a 10,000 km detour from the southern Russian border to Turkey, and a trip up the Australian “Telegraph Road” to the extreme north eastern tip of that continent. Werner’s first RTW motorcycle adventure.

I thoroughly enjoy reading many of the tales of the road from people who are riding the world right now, and I love soaking up their enticing blend of joy, fear, disaster, and good times.

Recently my thoughts have been off in the direction of the early-day overlanders. What intrigues me most about these travelers is the fact that many of them were ground breakers, and had to prepare for their adventures relying on little else than common sense and enthusiasm.

Take Theresa Wallach and Florence Blenkiron for example. These two amazing women were the first to ride the length of Africa by motorcycle. Their tale is wonderfully told in Theresa’s book Rugged Roads. What courage! 1935 was a time when women weren’t even supposed to be wearing trousers, let alone planning a bimble the length of Africa. To put this trip into context, this was a time when Africa was known as the “Dark Continent,” in part because so little was known about it. There was no well-worn route, so this duo had to carry significant water, fuel and oil. And, they needed a sidecar and trailer to do that. Imagine what it must have been like to have to tow all that gear through the sands of the Sahara!

Then there’s the story of 20-year-old Max Reisch, and his pal Herbert Tichy, who are said to be the first to ride a bike from Europe to India. They did it on a two-stroke Puch. When I read their book India the Shimmering Dream, I realized just how new this was to anyone back then. And, even though they were ground breakers, they made some monumental mistakes along the way.

In Around the World on a Motorcycle, Zoltan Sulkowski, and his pal Gyula Bartha, set off from Paris in 1928 on a Harley-Davidson motorcycle and sidecar—on an eight year trip. They gave a very clear-eyed view of the world in the 1930s—a world where the colonizing influences of Europe had affected much of Africa and Asia.

Overlanding enthusiast and passionate motorcycle traveller, Bernd Tesch, has the largest library of motorcycle overlanding books in the world (TukuTuku.de)—check out the link for a real surprise! He’s also the keeper of a huge database of overlanders (BerndTesch.de), of which 90% of the stories are in English. Bernd told me in 2011 that according to his records 250 people have ridden the long road round the world. “But,” he says, “no one really knows for sure, so if you estimate 500 people then perhaps you’ll be closer to the actual count.”

Who were the very early riders and why have we heard so little about them? Is it because they were private people who had little interest in sharing their stories, or was it simply that in their day it was almost impossible to get published? Or, were they published and sadly their stories have faded never to be heard of again? I wonder what tales they could tell of a world that is, perhaps, lost forever.

Who was the first? According to Bernd, the first recorded round-the-world adventure started 101 years ago. He very kindly supplied me with information:

In 1912, the journalist Carl Stearns Clancy along with his film critic friend, Walter Storey, set off on an around-the-world tour aiming to write a world travel guide. They both rode four-cylinder Hendersons—although only Clancy made the entire journey.

So now, you know he existed, the news gets better still, renowned adventure traveler and writer, Dr. Greg W. Frazier, has written Motorcycle Adventurer, about Carl Stearns Clancy. As the blurb from the book says, “The 20-year-old completed his 18,000 mile ride around the globe long before there were gas stations, motorcycle repair shops, roads, ATMs, GPS, or the internet. His 10-month journey took him from west to east across Europe, Africa, Asia and the United States of America. Clancy faced wild animals, bandits, unfriendly border officials, lack of gas and spare parts plus the unknown of travel by motorcycle where no motorcyclist had ventured.”

With books like these around, perhaps that world hasn’t been lost forever. Maybe aspects of the long road haven’t really changed… perhaps we can learn things of real value from these riders of long ago.

For the likes of modern day adventurers, or would-be adventurers, access to the web has opened up a whole new world of knowledge. Does that make traveling any easier or more interesting? Perhaps this huge access to information simply bogs us down. Perhaps ignorance is bliss. I’m not so sure about that, but as always it’s what we do with the information that matters.

One character who risked all was Paul Pratt. Not only did he spend twelve and a half years riding his 650cc Triumph Thunderbird around the world in the ’60s and ’70s—48 countries in all—but he self-published the book, World Understanding on Two Wheels. Self-publishing in those days was usually called “vanity” publishing, and many releases were solely for family and friends to see. By far, most such books were never made available to the public and, if they were, a run of no more than 400 was typical.

Paul raised his head above the parapet, invested every penny he could lay his hands on and stacked the corridors in his home with boxes of books. And, even though the title of his book is rather unwieldy and slightly pompous, it’s very apt. I’m rather red-faced here when I say that, because I judged the book by its cover. I should have looked harder at its subtitle, An Introduction to Overland Travel. But I did buy a copy and wished I had come across it before I’d set off on my own journey around the world. This book is a first and Paul is, to my mind, one of those early travelers who should be sharing more of the current limelight.

Sadly, Paul died in 2010, at 84, but I was lucky enough to have had the chance to meet him in 2007. He was still riding his Triumph, and you could see the joy the bike continued to give him.

One of my favorite quotes from Paul is, “What you see on TV is not the world you see from the road.” He also wrote, “In current times so much of the emphasis seems to be on making it round as quickly as possible. Television makes it all look so easy, so instant. That’s anathema to me. In the end, speed travelers just don’t give enough of themselves back; they have no time. They are missing out because one of the main thrills about long distance travel comes from the relationships you form with the people you meet out there.”

I asked Paul if he thought that there was anything special about his round-the-world trip that made it successful. “There are real keys,” he said. “Age isn’t an issue, and you don’t have to be brave or insane, but it’s more to do with a state of mind. You have to have a sense of humor, you can’t shy away from discomfort, and it helps if you are prepared to take a few calculated risks. You have to be able to adapt to the environment you find yourself in, and you need to be able to relate to people.”

We can learn much from these early-day travelers. Every tip of Paul’s comes from hard-earned and well-practiced experience. His book contains tales of the road which keep all of the practical advice in perspective; thoughts-into-reality situations. If nothing else, his story is an enthralling step back into times that will never be the same again. He told me, “I hope that my journey will help readers to understand how their own instincts are the very things that can give them an experience which they’ll be notching up as one of the best things they did in their lifetimes.” Now that’s a thought that hasn’t changed in at least a hundred years! 

Sam Manicom spent eight years traveling around the world by motorcycle and is the author of four motorcycle travel books. All are available from Amazon in both paperback and Kindle. His first book, Into Africa, is now downloadable from iTunes as an enhanced eBook. Sam-Manicom.com

Bibliography:

World Understanding on Two Wheels—Paul Pratt, ISBN 0 9507353 0 2

India the Shimmering Dream—Max Reisch, ISBN 978-0-9556595-9-1

The Rugged Road—Theresa Wallach, ISBN 978-0-9564975-2-9

One Man Caravan—Robert Fulton, ISBN 978-1-8843130-5-9

Around the World on a Motorcycle—Zoltan Sulkowsky, ISBN 978-1-8843137-7-6

Motorcycle Adventurer—Dr. Gregory Frazier, ISBN 978-1-4502214-1-2

We all love our modern KTM LC8s in the 1050, 1090, 1190, and 1290 platforms. But, let’s face it, we do not look forward to servicing the air filter after spending the weekend in the dust. Servicing the filter on these models is a pain in the ass and takes away precious riding time. We all know service is the key to longevity of these motorcycles and shouldn’t be ignored, so here’s some good news. Your life is about to get a lot easier!

A few years ago at the SEMA show Chris Parker showed me something that would change the process of servicing the air filter on the twin LC8 adventure models. Believe me, sitting on a secret this long was torture to say the least. The wait was well worth me having to keep this game-changing product to myself.

The concept itself is pretty basic in theory. The challenge was making the dimensions work without robbing precious air-filter volume. The system uses a Twin-Air filter over the cage that attaches to a magnetic base plate. The use of a guide pin into a rubber gromet ensures that the filter is aligned properly and covers the throttle bodies keeping out dirt and dust. Once everything is in place and good to go the use of a screw-in knob and latch style system is used. The Rottweiler team wanted to make sure it all stays in place while riding off-road.

It’s been a long process getting this product to market with manufacturing delays and multiple prototypes to make sure the end product preformed to Rottweiler standards. But it’s a dream come true for us 1090, 1190, and 1290 owners. Installation is a breeze and takes less than an hour to complete. Now you don’t have to dread doing your filter any longer!

Rottweilerperformance.com

MSRP: $695.00 | Fits the KTM 1050,1090,1190, and 1290

PROS:

• Installation is a breeze at under an hour
• Last time you will remove your tank to service air filter
• Easy slide in with guide pin and magnetic base

CONS:

• Didn’t come out sooner
• Having to toss your old Rottweiler intake in the trash

As an increasing number of adventure riders take their tales to the written page, the pickin’s just get better. Bearback, by Dr. Pat Garrod, is no exception.

One of the aspects of the four-year journey that makes Pat’s story a little different than most is that he, and his lovely wife Ness, are doctors—even more specifically, general practitioners. What makes this an unusual scenario is that this profession doesn’t normally lend itself to the vagabond nature of motorcycling RTWers.

What else separates this book from the pack? It’s a 500+ page read, a project that was clearly more than just a whim. Bearback is a multilevel experience, with a lot to offer across many different interests.

Obviously, the aspect of exploring the world via motorcycle is the principle theme, but it also orients the reader to life on the road, the love affair between these two extraordinary people, and their ever-evolving philosophical outlook of the world. Let’s not toss that last point away, because perhaps that’s what’s most compelling about world travel… the net result of constant interaction with the people, REAL people, of other lands and cultures.

One might say that the goal of overlanding is to reshape life and rewire world consciousness by chipping away at the misunderstandings and propaganda that tends to separate us all... or, keep us separated. And, that’s the odd thing about books of this nature, the specifics of where the author travels often seem unimportant when compared to the insight gained.

“Giving to beggars is not always the best redistribution of wealth. We have all heard the horror stories of organized begging syndicates in places like India where the desperate and poverty-stricken are deliberately mutilated to improve their earning capability. At times, in certain countries, showing one’s money can lead to a near mobbing. At other times, one has the feeling of opportunists simply taking advantage of your white skin and embarrassed naivety. Not so in Cambodia. We felt moved as never before. Talking to them, they were proud men—it was just that now they had no legs. We found ourselves changing a number of dollars each day into wads of small notes, Riels, for the express purpose of giving to beggars. In the markets we found ourselves buying their postcards, or paintings, or whatever they had made, just to give them something—pathetic perhaps, but if the individuals’ expressions were anything to go by they didn’t think so.”

This is education the way I prefer it. Written by folks who are out there with grit in their teeth, making it go right daily. Firsthand observations on what life is REALLY like out there. There’s so much to be gained, I’m often surprised that anyone could read a book like this and not have the immediate and uncontrollable urge to sell off everything to get out there and do the same.

That said, Bearback is just a damned good story, and very well told. This wonderful work fits the category of “page turner” in every way.

Rating: 4 out of 5 stars

Author: Dr. Pat Garrod

Website: TheWorldOverland.com | Also available on Amazon

Publisher: Matador (Troubador Publishing Ltd.)

ISBN: 978-1848765146

Paperback: $16.50

Note: Many outlanders have resorted to self-publishing their adventures. And the Brit firm, Matador, seems to be leading the pack in our genre. Unlike the old days when a self-published book was a virtual guarantee of unreadable junk, Matador seems to be carving a niche in the opposite direction. Bearback is the second publication of this publishing house that we’re reviewing with high marks, along with high hopes to see more.

The Moment Collectors Asia: Sam Manicom and Friends

This is the second book in The Moment Collectors series and, like the first, it has an all-star cast of motorcycle adventurers contributing their favorite tales, only this time from Asia. An excellent curation of 20 stories from 20 authors that happen to be as diverse as the continent itself. There are only good and great stories here. You’ll have trouble putting this book down.

The Moment Collectors Asia: Sam Manicom and Friends starts with two fantastic tales, one from India with a couple traveling on two bikes, and the second with a solo rider tackling a wilderness route in Mongolia. The third chapter ups the ante with a tale of five riders who are the first foreign motorcyclists in decades to pilot their motorcycles across Burma (Myanmar). By the fourth chapter I was hoping Manicom hadn’t peaked and front-loaded the book with the best stories first. I needn’t have worried because the excitement and intrigue continued, including an epic cross-continent journey, a woman riding solo across Iran, and an astounding, sub-zero, winter solo ride to north-eastern Siberia. By chapter eight, when a novice rider describes the trials and triumphs along the “Road of Bones,” I’d come to trust the trend would continue to deliver all the way to the end, with each chapter having its own unique flavor.

The anchor leg in this relay is run by Sam Manicom and Birgit Schuenemann on two scooters through Vietnam. Sam is an experienced traveler and a heralded author, and as expected his storytelling is excellent. However, not all the writers are experienced at adventure riding, or writing. Additionally, some of the contributors have English as their second or third language, yet they all deliver vivid and detailed descriptions of their trips. That’s what makes this collection so great.

If variety is the spice of life, you will find this book very tasty as each chapter is so different from the next. Reading 20 stories from 20 different adventurers, riding 20 different motorcycles, on 20 different trips multiplies the spice index exponentially.

As Mark Twain wrote: “Travel is fatal to prejudice, bigotry, and narrow mindedness.” In visiting and writing about the people and places that the daily news ignores, or often maligns, these travelers accomplish exactly what Twain predicted. Their stories promote decency, kindness and tolerance. They show us that the world is a better place than what’s typically reflected in the news or social media, and aside from being one of the main reasons we travel, it’s also what we need to know more about.

Also inspiring are the stories about making friends. Another common thread is how our overlanders are helped by strangers when help is needed most, sometimes being invited into the homes of complete strangers, with nothing expected in return. I believe that if everyone read this book, civilization would be in a much better place. And that, in my opinion, is one of reasons these stories are so important, as well as what defines being an adventure motorcyclist.

Then there’s the motorcycles. Sam’s compendium does not disappoint as there’s a cornucopia of motorcycles within its pages. There are the expected protagonists such as the BMW GS adventure bikes, the hardcore dual-sports like the Suzuki DRZ and Honda XR, and a surprise appearance of the Moto Guzzi Le Mans. For me, riding a Royal Enfield or a Baja 220 Pulsar in India or a Nouvos scooter in Vietnam enhances the local flavor of an adventure. This perspective also supports the much-repeated mantra that any motorcycle can be an adventure motorcycle.

In conclusion, this is a great book that’s highly entertaining. Some stories had me laughing, some had me in awe, but all were inspiring. It had more variety than I expected, and it whet my appetite for more adventures from these writers. I hope that you will love it, too.

Publisher: Adventure Motorcycle Travel Books

Sam-Manicom.com

ISBN: 978-1-7398888-1-7

Paperback: $25 | Kindle: $2.99

Where to Buy:

I had the chance to test Shoei’s Neotec II while traveling through Europe last summer. This helmet is the successor to the highly regarded and super popular original Neotec. It’s an evolving design that masterfully combines comfort, safety, and versatility, which is why it’s become a go-to helmet within the ADV community.

If you’ve never ridden with a modular helmet, you’re missing out on the ultimate combination of convenience, comfort, and safety. Shoei’s implementation is the best I’ve ever used. Modulars allow you to literally “flip” from a full-face helmet to an open-face, which I found especially practical when stopping for quick breaks or at border crossings where they needed to see my face. It’s a super practical system if for no other reason than you don’t need to remove the helmet to cool off, chat with another, eat, or drink. They’ve evolved to be lighter and far less noisy over the years, too. Another improvement is that the Neotec II can be operated with gloved hands, including the internal sun shield, which means less fumbling with your gear along the road.

One thing that stood out was how comfortable it remained, even after wearing it all day. The moisture-wicking and antibacterial liner is made to be completely removed for cleaning. And its quick-dry material lived up to its name as I never found myself having to wear a sweaty or moist helmet, despite the long hours of riding in the blazing hot sun.

Many helmets lack proper ventilation, which can lead to dangerous visor fogging, especially in rain or colder weather. The Neotec II addresses this with an efficient multi-layered air-flow network with adjustable intake and exhaust vents. I found these vents easy to adjust while wearing gloves, and was able to optimize the airflow adaptable to many conditions.

Another stand-out is its optional, fully integrated Sena SRL2 comm system. As it’s built right into the helmet’s shell, there are no comm unit parts or wires hanging from the exterior. It’s all tucked away into the sleek design. The seamless layout includes built-in speakers and a large battery to keep the Sena powered all day. I found the Sena to be great for group rides, navi, and music, and use it whenever I ride.

To summarize, the Shoei Neotec II is an evolved modular design with the option of a fully integrated state-of-the-art comm system. Riders seeking the highest standards of safety, practicality, and comfort will find this helmet the perfect choice.

Shoei.com

MSRP: $899.99

PROS:

• Modular
• Intercom-ready design (Sena Bluetooth)
• Easy to use all features with gloves

CONS:

• None!

Where to Buy:

Since I’m vertically challenged, I struggled with the seat height on my 2016 Africa Twin for the last few years. I finally decided to see if the Sargent Low Seat would help my comfort on the bike when stopping and riding offroad. In a market segment with so much competition, Sargent is an innovator in the motorcycle seat industry, with a history in upholstery dating back to 1935.

The seat’s build quality and craftsmanship were evident as soon as I took it out of the box. Sargent’s CarbonFX (CFX) covering is made of a UV-stabilized, marine-grade vinyl that is both durable and stylish. I opted for the black trim and welt, but Sargent offers other color welts for personal customization. Under the CFX covering you will find Sargent’s proprietary Super Cell Atomic Foam, which doesn’t retain heat and is lighter than gel. The patented Zone Suspension with Body Contour Technology design is custom to each motorcycle’s specific shape to ensure optimal pressure distribution and support.

Installation was a breeze; the seat is a direct replacement for stock. Even though it’s a low seat, it’s still two-positioned (but the high position is the same height as the low position of the stock seat). I opted for the low setting because I was looking for as much drop possible. Sargent includes a handlebar mount for the Heat Boss Heat Controller, but I mounted it just under the seat on the left side of the bike to avoid cluttering the handlebars. You can wire up the controller directly to the battery or use the included connector to plug the seat into a battery tender connection. Sargent even includes a handy LED flashlight that clips into the seat pan as part of the kit.

When I swung a leg over, I immediately noticed the lower seat height. The stock seat’s low position measures 33.5-inches. The low position on this Sargent seat comes in at 32.5-inches. The seat is narrow in the front and nice and wide at the rear. The scooped design of the pan provides improved distribution of weight across the butt, which increases long-haul comfort. The material on the front sides of the seat is grippy for your legs, providing great control when standing offroad.

I recently spent three days on the bike riding 6–8 hours each day. The seat is a drastic improvement over stock and I didn’t find myself shifting around as much trying to stay comfortable. When I left the temp was 30°F, so I turned the dial up on the Heat Boss Heat Controller as high as it would go. About 20 minutes into the trip I had to turn it down as the seat was too hot! The adjustability of the heat controller was great as I was able to dial in the perfect temperature for comfort as the outside temps changed throughout the day.

Want to know about a solution for your own bike? Check out Sargent’s website for the availability of standard and low version options as well as customization options.

Sargentcycle.com

MSRP: $649.95 for single heated seat for the Africa Twin

PROS:

• Impressive quality and comfortable ergonomics.
• Heat Boss Heat Controller works great for dialing in perfect amount of heat.
• Customizable colors and made in the U.S.

CONS:

• I honestly have not found anything I’d change

You and I didn’t start with a full-on race bike when we climbed onto our first motorcycles. The play bike segment has its place in the riding community that has launched many riding careers. This segment has been growing over the last 10 years, and manufacturers have been improving their models ever so slightly along the way. Kawasaki successfully debuted the KLX 230 in 2019, offering dirt-only and dual-sport versions. And, for 2025, the model received its first significant updates since its introduction.

• Engine

Kawasaki went to town on the engine for 2025, doing a hefty revision, all focused on a smooth, easy-to-ride powerplant. The fuel-injected electric-start 233cc air-cooled four-stroke now offers a single-axis primary balancer that reduces vibrations across the RPM range. A reworked head with a narrower intake port and smaller intake valve allows ease of use in the low-mid range. And finally, Kawasaki redesigned the airbox to work with the redesigned sub-frame. With all the changes to the engine, a re-programmed ECU is optimized to match the increase in low-mid torque range that puts the power down through a six-speed transmission.

All the improvements in the engine department make this bike easy to ride and maintain that we rode it without hiccups or issues.

• Chassis & Suspension

Returning is Kawasaki’s steel perimeter frame. But Kawasaki again went to town redesigning the rear sub-frame, making it more compact while achieving a lower seat height (35.6-in. on the R and 34.4-in. on the RS) without taking away seat foam or suspension travel. A shorter wheelbase (54.1-in. on the R and 53.3-in. on the RS) and steeper rake allow for a responsive and quick-handling chassis. The resulting change in handling dynamics on the RS was noticeable while carving the tighter trails.

The suspension comes from SHOWA using long-travel 37mm telescopic front forks, allowing plenty of travel (9.8-sin. on the R and 8.6-in. on the RS) while soaking up the terrain and jumps. Even at 200 lb., I had to push the bike hard to bottom out the front forks, especially on the R model. The new Uni-Track rear suspension uses a SHOWA shock with preload adjustability only, with new springs and damping settings giving you (9.8-in. on the and 8.5-in. on the RS). Overall, the suspension was impressive for a bike at this price point.

As a woods rider, I was happy that Kawasaki went with a 21-in. front and 18-in. rear combo with bead locks, allowing the rider to run lower tire pressures. This combination offers endless tire choices for the consumer. Keeping with the KX looks, Kawasaki went with black aluminum wheels and silver spokes, giving it the full-size KX look.

The braking department has a 240mm petal front disc with a Nissin two-piston caliper. Out back is a 220mm petal disk with a single-piston Nissin caliper. Braking was adequate and predictable for the varying terrain we traversed.

• Styling/Ergos

With all the new updates, Kawasaki wanted to make the bike look like the race KX line, and boy, did they hit it out of the park with the styling! The all-new bodywork is designed with the rider’s safety in mind. The panels have an almost seamless fit, which allows the rider to move around without worrying about catching a boot or clothing on the plastic. We saw this with the MX bikes years ago and are happy to see it trickle down to the trail bike segment. Two colors are available: KX Green and Battleship Gray.

Kawasaki even widened the seat for the comfort department and added 6mm of foam, all while keeping the seat lower than the previous model, thanks to the redesigned subframe. Footpegs have been repositioned 9mm rearward, and the handlebars 25mm farther forward and 13mm higher, allowing more room to move around the bike.

Since Kawasaki likes to let the “Good Times Roll,” they increased the capacity of the all-new keyed steel gas tank to two gallons, which is up from the previous 1.7-gallon plastic tank. Rounding out the cockpit, Kawasaki added a keyed ignition and low-fuel light to the handlebar area.

I had a blast testing out the new KLX 230R/RS, getting to blast around Hollister Hills SVRA off-road park for a day, and putting the updated KLX through the paces. This was the most fun day of riding I’ve had in a long time, and the KLX 230R made that possible. If you are in the market for a new trail bike, the new KLX 230R/RS is worth a look.

Kawasaki.com

MSRP: $4,999

PROS:

• Awesome price point for what you get
• Smooth, easy-to ride power band
• Available in two colors

CONS:

• Not a fan of the steel tank

• 2025 Kawasaki KLX 230R/RS Specifications:

Engine: 4-stroke single-cylinder, SOHC air-cooled

Displacement: 233cc

Bore and Stroke: 67.0 x 66.0

Compression: 9.4:1

Fuel System: DFI with 32mm Keihen throttle body

Ignition: TCBI with electronic advance

Transmission: 6-speed

Front Suspension: 37mm telescopic fork (9.8-in. R and 8.6-in. RS)

Rear Suspension: Uni-Trak linkage system with adjustable preload with (9.8” R and 8.5” RS)

Front Tire: 80/100-21

Rear Tire: 100/100-18

Front Brakes: 240mm disc with dual-piston caliper

Rear Brake: 220mm disc with single-piston caliper

Ground Clearance: 11.4-in. R and 10.6-in. RS

It's that time of a year again - holiday shopping for your favorite motorcyclist can be hectic. Let ADVMoto help! We've compiled a list of a few gift ideas for you to check out, featuring everything from tools and accessories to make bike maintenance easier, to bike parts and outdoor gear, with prices listed from low to high. There's something for every rider!

• Under $50

> Klim Mechanic Apron—$49.99

Grab one of these limited-edition heavy duty shop aprons from Klim while they’re available. Made of the same 11 oz. Cordura found on some of their armor, they also have plenty of pockets for holding tools, bolts and other bits. Available in grey, grown and black. Klim.COM

> The Moment Collectors ASIA by Sam Manicom—$20

Grab a great book of travelers' tales and get cozy with Sam Manicom's latest book, The Moment Collectors ASIA.  The Moment Collectors ASIA is a diverse story assorment from riders around the world sharing their Asia experiences. Carl Parker, ADVMoto Publsiher, is honored and excited to have two sections in this book reflecting on what he learned about life and riding in the Himalayan Mountains of Tibet and beyond. It's one of the best crafted books in Sam's prolific series of published works and it's avaiable in both print and digital formats. Support independant publishers!  Sam-Manicom.com

> Rocky Creek Design Helmet Lock—$34.60

This simple but clever helmet lock solution works with both traditional D-ring helmet buckles, and also Shoei’s quick release system. The locking four-digit carabiner makes quick work of locking your lid in a variety of places on the bike. RockyCreekDesigns.com

> Best Rest Cycle Pump Tire Repair Kits—$40 to $60*

Be ready for flats with CyclePump’s tire repair kit. The combo version can patch both tube and tubeless tires, uses only high-quality components and even comes with a couple spare valve cores. BestRestProducts.com

> ADVMoto Swag and Gift Subscriptions—$20 to $40

The ADVMoto design gnomes have been busy cranking out some new shirt and hat swag! We release new designs a few times a year, which feature artwork covering various topics and types of adventure riding. T-shirts range from $16 to $26 but don’t forget to check out back issues of the mag, gift subscriptions, hats, mugs, embroidered keychains, and even custom engraved EDC pocket knives. ADVMotoShop.com

• $51 to $100

> Big Agnes Full Moon Camp Booties—$69.95

The only thing better than putting boots on for an epic ride, is getting them off! Let those dogs air out with these cozy, easy-to-pack insulated booties at the end of the trail or just lounging around the house. Available in Black Asphalt or Cendre Blue. BigAgnes.com

> SW-Motech Leg Bag WP—$67

Don’t like to use tank bags but still need a waterproof, unrestrictive place to store your quick access items? SW-Motech’s Leg Bag WP is a great option for any type of rider. The leg and waist straps adjust to fit either leg and the bag itself is large enough to hold your essentials like phone, wallet and even a snack or two. SW-Motech.us

> Givi GRT722 Cargo Canyon Bag—$85.50

This handy 8-liter water-resistant cargo bag fits in a variety of places on your bike. Its roll-top design is waterproof and the size works well on crash bars or rear seats. It also mates to Givi’s GRT721 Canyon Base that makes them into saddlebags on smaller bikes. GiviUSA.com

• Over $100

> Midland GXT67 PRO GMRS 5-Watt Radio—$199.99

Communication can be the difference between life or death in tight situations. Whether at home or on the trail, having an effective, long-range back-up communication is always a good idea. Midland’s GXT67 is built like a tank. It’s IP67 water/dustproof, easy to use, and has a long 16-hour battery life with weather alerts. With a max range of up to 30 miles in optimal conditions, and several miles in backcountry environments, it’s the best affordable, non-subscription based, cellular alternative around; like a hand-held CB, only better! Midland is also a family-owned U.S. company. MidlandUSA.com

> Doubletake Mirror Version 2.0—$127 to $145

Upgrade those breakable stock mirrors with these highly adjustable and innovative solutions from Doubletake. The improvements on the original generation RAM Mount based system are notable and make for a stronger, longer, more durable and crash resistant setup. Not only that, they can fold out of the way, or even be transferred between bikes in short order. DoubletakeMirrors.com

> Nelson Rigg Hurricane Adventure Tail Bag—$159.95

The Hurricane Adventure Tail Bag is not only well built, but cavernous at about 28-liters, making it large enough to fit some helmets when expanded. Mesh pockets on the lid make grabbing smaller items a breeze. A more compact 12-liter dual-sport version of the Hurricane is available for around $140. NelsonRigg.com

> Hilleberg Trekking Poles—$178

Grab a set of these well-made trekking poles from Hilleberg, arguably one of the world’s best tent makers. These poles use high-strength DAC TH72M aluminum, extend from 25 to 57 inches, and include rubber tips for rocky terrains. At 8.5 ounces per pole, that means a set weighs only slightly more than 1 lb. Not only are the good for hiking, they’re also usable with many of Hilleberg’s tarps and tents. Hilleberg.com

Biggest Differences and Which One is Better for You?

There was once a time when lower displacement adventure motorcycles offered a bare-bones experience. Yes, they were affordable and beginner-friendly, but that was more or less it. They were usually stripped of the more expansive features you’d come to expect out of a bike that was supposed to take on the most dramatic terrains, the underpinnings were mostly timid and they simply didn’t feel modern or imposing enough.

Those days are gone. Royal Enfield’s Himalayan 450 and the CFMoto Ibex 450 are a testament to just how capable today’s sub-500cc adventure bikes can be. They are packed with modern tech, offer reliable platforms, and look the part as well. Both of these bikes come from respectable Asian brands and there’s plenty you need to consider between them. Let’s dive in.

• ENGINE - Battle of the 450s

The most notable upgrade to new-gen Himalayan is the inclusion of a brand-new 452cc single-cylinder “Sherpa” engine with twin overhead camshafts which features water cooling for the very first time on a Royal Enfield motorcycle.

The single now generates 40 hp and 30 lb-ft of torque at 8000 RPM and you get 90% of the torque kicking in at just 3,000 RPM. For a motor with a rather long stroke, the new water-cooled engine easily chugs along when the older 411cc would be all revved out at 5,000 RPM.

The Ibex 450 on the other hand gets a 270-degree, 449cc liquid-cooled parallel-twin engine that you'll find on CFMoto's older sport, classic, and naked offerings. The small-bore motor has been tailored for ADV duty on the Ibex, delivering 44 hp (at 8,500 RPM) and 32.5 lb-ft of torque (at 6,250 RPM). That’s more power and peak torque than the Himalayan 450, but the torque is delivered higher in the RPM band.

For daily stop and go riding, or less aggressive off-road riding, most of the time getting your torque at the lower end is more useable. It makes getting out of sticky situation easier, puts less stress on the engine and is more friendly to new riders. Sportier riders may enjoy revving up a parallel twin which is tuned for top end performance.

At 450cc’s of displacement, neither of them will be breaking any land speed records, but since engine performance characteristics are one of the most important aspects of a bike, the motors may make your decision for you.

• UNDERPINNINGS - All About the Hardware

Both ADVs are designed pretty well with a small footprint and premium components for their class and cost. The Himalayan 450 gets a revamped twin-spar steel chassis and cast swingarm. Enfield did well in retaining some key styling cues of the original Himalayan while changing everything else around it. There are so many differences between the first- and second-generation Himalayan’s, it fair to call it an all-new model.

You get a solid ground clearance of 9 inches, a long-travel suspension with 43 mm inverted Showa cartridge forks at the front, and an adjustable monoshock at the rear that allows for 7.87 inches of travel.

Then, you get the same 21-inch/17-inch wheel combo with the same 90/90-21 section tire at the front but a beefier 140/80-17 tire at the rear. Royal Enfield has also recently released tubeless wheels as an add-on accessory in India which is also confirmed to make its way to the USA soon. This also helps make the seat slimmer in the front – so standing up and moving around is very easy. The 4.5 gallon gas tank sits over the air box but looks fairly easy to remove for service. Also, the air box is placed high on the bike to help with water crossings.

The Ibex 450, rides on a chromoly steel tube frame that serves as a sturdy basis for off-road exploration. It comes with a KYB-sourced suspension in more or less the same specs and identical travel as the Himalayan. It has a linkage-type shock with preload adjustments and an inverted KYB fork with damping adjustment. Ibex’s 8.7-inch ground clearance is only slightly less than the Himalayan 450’s.

CFMoto offers tubeless spoke rims with a 21-inch front and 18-inch rear. Both the Ibex 450 and Himalayan feature similar-sized front 320mm discs, with Bybre calipers for the Himalayan and J.Juan calipers for the Ibex 450. ABS is standard and switchable for the rear wheel in both models.

• ELECTRONICS - Creature Comforts

Starting with the Indian ADV first, the Himalayan 450 gets two new ride modes: Performance and Eco, thanks to the addition of ride-by-wire throttle control - another first for RE. A Google-based navigation system comes integrated with the new Tripper dash which features a contoured 4-inch full-color TFT display. The Himalayan also gets all-LED lighting, featuring rear turn signals that also serve as brake lights.

As for the Ibex 450, it gets two ride modes as well: Standard and Off-road. Its 5-inch curved TFT display gets over-the-air update capability and can be paired with the handy CFMoto Ride App that tracks a whole range of data such as ride logs, navigational data, speed details, acceleration, cornering data, and brake data in addition to motorcycle diagnostics. It has all-LED lights as well, with twin LED projectors placed on top of each other, along with a large functioning windscreen.

• COLORS, STYLE, PRICING, and AVAILABILITY

Pricing for the Himalayan 450 starts at $5,799 and goes all the way up to $6,099 for the upcoming tubeless variants. It comes in five different colorways, i.e., Kaza Brown, Slate Himalayan Salt, Poppy Blue, Hanle Black, and Kamet White. We love it when a company offers a broad range of colors and graphic treatments as many brands may now only offer two at best.

The Himalayan’s softer, more flowing lines make for a less aggressive and more “friendly” looking bike. Also, like the original Himalayan, it’s a unique look which can’t be found elsewhere. CFMoto went with a sharper design on the Ibex 450 which is sure to appeal to a lot of riders and visually falls more in-line with larger, more expensive ADV model styling found in Japanese and European brands.

The Ibex 450 starts at an MSRP of $6,499 and comes in two colorways: Zephyr Blue and Tundra Grey. Both the bikes can be accessorized with add-ons straight from the dealer and both could be used for a range of riding endeavors.

• Which One’s for You?

Both Royal Enfield and CFMoto make affordable bikes which offer great value for your money when you stack their offerings against bigger, more established brands. Moreover, these two have stepped up to fill a long-awaited void which was summarily ignored by many popular makers who opted to first develop larger, more powerful models. This is why having variety and competition in a market is important and we hope both RE and CFMoto continue to listen to the market, provide attractive but affordable options, while supporting their customers for the next decade.

Comparing the two, the Himalayan is more affordable than its CFMoto counterpart and even though the engine and platform are new to us in North America, it’s been extensively tested in harsh conditions for several years. It is built on a hugely appreciated platform while making up for what its predecessor lacked.

On the other hand, the Ibex 450 looks to be around 40lbs lighter than the Himalayan, but the curb weight (with fluids) is listed on their site as “dry.” If you added fluids to the 386lb dry bike, you’d be looking at around identical ready-to-ride weights between the two models at around 430 lbs.  The biggest difference with the CFMoto engine is the fact that multicylinder bikes tend to be smoother and can spin up faster. If you’re looking to really ring out an engine, this may be the fun option, but long-term reliability is still yet to be determined.

When we rode and reviewed the Himalayan 450, there were a few things we nitpicked. For one, it could do with an adjustable suspension and higher handlebar for taller riders. Other than that, there’s not much RE has missed with the Himalayan. The ride quality is better than before, the engine has gained more power and it just looks well put together.

Similarly, a few things we nitpicked in our review of the CFMoto Ibex 450 were a taller seat height and some adjustments on the suspension. As a whole, it is a solid product that has some of the better fit and finish we have seen on a Chinese offering. One thing is for sure, bikes like the Ibex 450 are a quantum leap from what we saw 15 years ago from China.

Both these bikes exceed expectations for what are essentially “beginner” ADVs and give some of the bigger offerings in the segment a run for their money. To be honest, there are plenty of experienced riders looking to smaller, lighter more efficient bikes to add in the stable.

To answer the question though, of which bike is better for you, is a tough one. That’s because even though they have their differences and similarities, you cannot purely choose a bike based on its specs sheet. Comparison, as they say, is the thief of joy.

Both bikes are available in the USA, so a test ride of the two will help you gauge which one you connect with more. The Himalayan’s old-school charm, modern features, low seat height and tractable engine will make a lot of riders happy. We also like how it’s been extensively tested for more than four years prior to our introduction. The Ibex 450 with its more contemporary design and high revving engine really looks and feels the part of an exciting, rally-inspired ride that won’t break the bank.

As long as the reliability and customer support of these new platforms hold up, both could be good options for beginner riders or those looking to downsize. Based on on-line audience reaction, both of these models are receiving a great amount of interest and attention. Last, but not least, we’re glad Royal Enfield and CFMoto listened to what the market wanted and delivered two great options on a very affordable platter. For more info on these two hot rides visit the Royal Enfield site and CFMoto site.

• Royal Enfield Himalayan 450 versus CFMoto Ibex 450 Feature Comparison Chart

1. Engine & Performance

2. Design & Build

3. Technology & Features

4. Price (Approximate)

Having over 15 years of experience traveling and documenting his adventures, Utkarsh Sood lives and breathes all things motorcycle. His quest to travel, write, and create films pushed him to quit his fancy advertising job to live life on his own terms. Or so he thinks. When he is not writing about bikes, he's busy riding his trusted Royal Enfield Himalayan and creating content for his project 'Silence & Stories'.

If you’re fascinated by the prospect of riding a motorcycle for thousands of miles in incredibly remote parts of the world, read on. If you’re entertained by quirky observations and an off-the-wall sense of humor, this is a book for you. If you’re intrigued by the histories and cultures of very foreign lands, you are going to love this book. If you’re into stretching boundaries with full awareness of the risks, then consider this book. If you have a passion for riding off-road, get a copy now.

The Wakan Corridor is the story of a journey made by Jonathan Bransby and his son Gareth, a duo with a taste for adventure and a willingness to push their limits. At the time they made this journey, Gareth on a KTM 990 and Lawrence on his KLE 500, relatively few people were motorcycling through Kyrgyzstan, Uzbekistan, Tajikistan, Kazakhstan, and Turkmenistan; the old Soviet Union Central Asian countries. There were even fewer along the Pamir Highway, and only rarely did motorcyclists explore the Wakan Corridor.

Lawrence is the kind of author who chats with his readers. At times, it felt as if I might be sitting in a pub with him while he shared tales of the road.

I wonder whether the mix of his background in Africa, school teaching, novelist, and adventure-riding history is what has made him such a good storyteller. Or, if it’s a natural talent that has adventures like these bursting to escape with such graphic description and great timing.

In the first couple of chapters you may well ask yourself what on earth I was thinking when I wrote the above. But stick with it, because these first chapters are used the way a skilled artist paints the foundational base layers on a canvas in preparation for what’s to come.

Part of Lawrence’s style is that he says what he’s thinking; sometimes, he has his tongue firmly in his cheek, but at other times, he’s making a serious point. I sometimes found this startling, however, this style also left me reconsidering some of my own thoughts. I really appreciate his form of honesty, along with the ability to constantly challenge his own thoughts… not to mention pulling his own leg.

Some parts of this father-and-son adventure are practically unbelievable. He describes the places, the roads, the people, the mad things that happen, the disappointments, and the surprises with a level of detail that just draws you in.

He describes what it’s like to deal with illness on the road where there are no medical facilities of any kind. He discusses the equipment used, mostly chosen because it was affordable, and how they improvised and improved their gear with hand-made modifications, letting you know what worked and what failed.

And there were times when I could imagine the author in another role as a stand-up comedian. His power of observation, combined with outrage or a twinkling eye, could easily hold an audience. His descriptions of Russian hotels, vodka-swilling, and stubborn, unwelcoming Russian hotel managers will keep you entertained. And, at times, you’ll wonder if he’s serious right up to the punchline.

It struck me that anyone planning to ride in this area of the world would do well to read this book. It’s a reality check and a good way to mentally prepare for an adventure of this magnitude—a lot can go wrong in the ’Stans, and it pays to heed the experiences of those who have gone before.

I also appreciated the level of research they did and how they valued the constant kindness of others along the way. Lawrence tucks in snippets of history at just the right moments, which give the tale such a sense of being there, making it so easy to understand both the challenges and the delights they experienced along the way.

The hours reading The Wakan Corridor were well spent; it’s a book of surprises. There are no photos, but right at the start, Lawrence explains that this is simply to keep the cost of the printed book version down. Instead, he invites readers to take a look at his website if they are interested in their photos from the trip, something I highly recommend as well worth doing.

LawrenceBransby.co.uk

Published by Lawrence Bransby, available for purchase at Amazon.co.uk

Price: Paperback—$10.90 | Kindle—$4.98

ISBN: 9781521800027

I used to think my BMW R 80 G/S was a big bike for off-road adventures. Nevertheless, it took me on some gnarly routes around the world, notably into Saudi Arabia before motorcycle travel was a thing there.

In the years since those Beemer-based adventures, I’d moved on to a Yamaha Super Tenere—a very heavy bike, at 575 lb. wet. And being heavy was true throughout the entire class. Even the leader of the segment when I bought the Super Ten, the BMW R1200 GS, wasn’t far behind at around 540 lb.

Big bikes have many advantages for long-distance riders, especially those who live off them for months or even years, but off-road usability is not their strong point. I love my big bike, but there were plenty of times when all that weight made me nervous. After traveling solo over some 168K miles, loaded to the gills on remote roads in deteriorating conditions… well, sometimes common sense got the better of me, and I had to turn around. Or I’d keep going, with heart-in-mouth and sometimes butt-on-the-ground. A lighter motorcycle would have been less stressful, and I would have visited more remote places.

There were times when I longed for my “lightweight” R 80 G/S. And I’ve often wondered, with all the advances in materials, design, and technology, why no manufacturer has made a motorcycle that matched the weight and attitude of that old BMW. Or did they choose not to? Even BMW hasn’t been able to match the 50 hp/410 lb. combo of the old airhead in their later twin-cylinder bikes (with the exception of the rare HP2 Enduro).

When the Yamaha T7 rumors started flying, I wondered if it might be my ideal adventure bike. But it was a bit heavy, didn’t have the range (in the original incarnation), and had tubed tires. Some off-road purists say, “Tubes are better for off-road.” I’m not one of them; give me tubeless and 15-minute puncture repairs every time. And I don’t care about dropping tire pressures, looking for the last bit of traction. So, no, it wasn’t the bike I was looking for.

My ideal adventuring motorcycle had to be reliable, comfortable for long distances, about the same weight as the R 80 G/S, around 50 hp, and have a decent range. It should be okay offroad. A shaft drive would be nice but a bit silly in reality—mainly because chains these days last a long time and are easy to maintain. If it were more compact than the BMW, that would be a bonus, something that shouldn’t be difficult; all they’d have to do is make a parallel twin and leave out the horizontal cylinders.

The original Royal Enfield Himalayan was heavy while making only 24 hp, and although their new 450 has more power, it also wasn’t what I was looking for. The KTM 390 Adventure is more muscular at 43 hp but is lacking power off the bottom. It’s light and physically small; however, it's not great for a big guy like me who carries too much gear.

• Enter the Dragon!

I’ve been watching Chinese bikes over the last decade, and they’ve improved dramatically in quality, performance, and design. They’re also building a full range of styles, from “postie” bikes to grand tourers. The thing to note here is that European and Japanese manufacturers have been building engines and parts in China for some time. The big guys may come to regret their chase for short-term profit. Still, thanks to them, Chinese manufacturers now have everything they need to build better machines, which are now spilling into market segments previously the domain of the Euro and Japanese players. Association with premium brands gives the Chinese the credibility they’ve been missing, and they can now offer well-made bikes at much lower cost. Political and economic concerns about buying motorcycles (or anything) from China is another topic. We’re only concerned with the product itself here.

To top it off, they’ve just started manufacturing the motorcycle many of us have been asking for—dubbed “the unicorn bike” by some reviewers. That’s true for me; it’s the one that’s eluded me all these years—the CFMOTO Ibex 450, with weight and power figures that are very close to the R 80 G/S, but tastefully modernized with a silky-smooth engine, only essential electronics, and long-distance comfort.

So, is the Ibex 450 (the 450MT in the rest of the world) actually a good motorcycle or merely just a good idea? Either way, it will sell like hotcakes and may inspire other manufacturers to get with it and enter the middle-weight ADV market. They’ve sold one to me, and I have to say it’s extremely tasty!

But even before the first ride, I found the bike impressive. It’s statuesque compared to the Himalayan 450, and lower than the Yamaha T7. Indeed, it’s low enough for short riders but still okay for taller riders, and there’s a high seat option ($150 or so) for anyone who needs it.

• A Summary of My First 1,200 Miles

- ENGINE

It wants to rev but doesn’t need to. Plenty of midrange means that in a typical passing situation, you can accelerate briskly from 55 to 80 mph in about seven seconds without changing from 6th gear (32.5 kw/44 hp @ 8,500 rpm, torque 44Nm/32.5 ft.-lb. @ 6,250).  This engine is smooth, flexible, and fun, but a little jerky on/off throttle. A software update (done via the app) would be the ultimate fix.The gearbox is slick, the clutch is light, and while some say it lacks feel and that it’s difficult to find the take-up point, I didn’t experience that. Gearing seems a little low on the road, but the 15-tooth front sprocket knocks 400 RPM off at 60 mph. The exhaust note is something else—it’s a 270° parallel twin like my NC750X, and Tenere—but neither get the blood flowing the way the 450 does. The 270° twins are designed to mimic a V-twin, and CFMoto surely invested time and money into getting that exhaust note just right.

- FUEL ECONOMY

I’ve done the Olhao to Evora, Portugal, run many times on the NC750X; it’s a mix of sporty riding and some straight, boring highway. The NC is probably the most economical big bike around, and for that trip I get 58 U.S. mpg (71 U.K.). The MT is slightly less at 55 U.S. mpg (66 U.K.). It didn’t seem to matter that I was treating it fairly gently on the outward journey or going a bit quicker on the way back; consumption was the same. The onboard fuel calculations are very accurate, and it tells me I’ve averaged 56 mpg over the first 1,200 miles.

- AESTHETICS

It’s in the eye of the beholder, of course, but to me, CFMOTO has built a package that’s not only pretty but practical. The high mudguard gives it a more off-road look, but since I’m unlikely to be riding much mud, that will be swapped for the low guard when available.

- CREATURE COMFORTS

The seat is pretty comfortable, if a little hard, but perhaps a little low for me. Swapping to the higher seat with more padding should solve both issues. The TFT screen is bright and easy to read, with selectable layout options and works well with the CFMOTO ride app. Information in the app is quite comprehensive, from fuel remaining, to route tracking, and the bike’s current location (the app can be set up to alert you if the bike is moved). Software updates can be done via the app. All this is a great innovation, especially at this price point. Mercedes, for example, charges a subscription of $200/yr. for similar functionality.

Mirrors are the best I’ve seen. They are large and clear, with a good view of the road behind. To top it off, they fold inward for protection during off-road riding. This is nothing new, but I believe it’s the first time on a production bike.

There are many small touches that you wouldn’t necessarily expect on an inexpensive motorcycle. For example, the footpegs are nice and wide and grippy, with removable rubber inserts; tips of both the gear change and rear brake pedals are folded to reduce the chance of damage. The paint finish, castings, and welds are impeccable, and the electrics are very tidy.

- SUSPENSION, HANDLING, BRAKES

At my 220 lb., I was expecting to find the suspension a little soft. Au contraire! It’s on the firm side. There’s lots of adjustability, so I have no doubt I’ll be able to get it dialed in, but I’m going to leave it for a while.

Handling on the twisty N2 was light and accurate. The bike reminded me that I’m on dual-sport tires; the front let go for a split second while trail-braking to the apex of a corner (and recovered quickly). This road is perfect for a CFMoto 450SS (the sport bike version of the 450MT), but for now, the MT is a ton of fun.

The brakes were quite wooden at first, to be expected on a brand-new bike. Thankfully, they were fine once bedded in. The single disc is enough to handle the weight of this small-sized machine.

* * *

Overall, I am very impressed. Some have called this bike a “mini T7,” which it kinda is, but it has things the T7 doesn’t (tubeless tires, for example). At $6,499 (vs. $11K for the T7) it’s better value as long as the reliability holds up. The basics for a great all-around adventure bike are there, but we’ll have to see where it goes.

MSRP: $6,499

CFMOTOusa.com

  Trevor Angel grew up in Australia, where he traveled extensively on a variety of BMW motorcycles, as well as racing a Ducati 900s and Yamaha TZ30s. A job as a dental technician took him to Saudi Arabia for four years, which he explored on an R80 G/S. Later, he moved to the U.S., working in Washington D.C., and making the switch to various Japanese sport-touring and adventure bikes. He chose the then-new Yamaha Super Tenere 1200 for an entirely unintentional eight-year trip around the world, covering 72 countries before settling in Portugal in 2022. A new country and new circumstances require a different kind of bike, and the CFMoto Ibex 450 may be the one!

Loading a motorcycle onto the bed of a pickup or a van is a time-honored tradition for many of us. But not everyone owns a pickup or van, and even if you do, perhaps the bike won’t fit or weighs too much. Or, you prefer to use the space for other purposes, like in my case, where my Econoline serves as a makeshift apartment complete with a twin bed and a nifty IKEA wire cabinet for clothes and riding gear.

Or maybe you own or have access to an SUV or some kind of cross-over vehicle that can’t carry a motorcycle? This is where a hitchhauler comes in handy. It’s a simple solution to a more complicated problem, but as long as the vehicle has a hitch, you’re in business.

However, as convenient as that might sound, not all hitchhaulers are created equal. The generic variety found at Harbor Freight will do the trick… for a while. For example, I loaded a Suzuki DR650 onto a Harbor Freight hauler and drove down the West Coast from Washington to Southern California, where it did the job, but it was broken by the time I was ready to return. The quality you’ll find at your local Cycle Gear will also do the job and likely last longer than the Harbor Freight variety. Still, they’re bolted together, which makes them inherently weaker and prone to eventually rattling apart. For cheaper solutions like these, ongoing maintenance is required; they make a lot of noise and don’t feel sturdy, especially when carrying a heavier bike.

I first came across a Joe Hauler about halfway down the Baja peninsula. A friend and fellow moto journalist had a Toyota 4Runner with a Honda XR650R strapped to a Deluxe Cam-Loc Heavy Duty Hauler from Joe Hauler. He’d just come off the Baja 1000 racecourse and was unphased at the prospect of driving additional off-road miles with this rig.

This motorcycle carrier can be installed on any Class III, 2-inch hitch with a motorcycle up to 600 lb. It’s made from welded steel and an innovative Cam-Loc design that all but eliminates play—also known as “hitch slop.” The Joe Hauler weighs in at 80 lb. with the detachable ramp installed. It comes with a three-year warranty and, being designed for heavier motorcycles features a wider platform for bikes with rear tires up to 10 inches wide. The hold-down bars are also wider for more stability and have four tie-down points. The hauler comes powder-coated in black, but lights are optional.

With my Econoline, the Deluxe Cam-Loc Heavy Duty Hauler has now carried countless motorcycles across the Baja border, down rough dirt roads, and even over a rocky mountain pass in southern Idaho. It’s an absolutely bullet-proof design that requires only a single tool to install to provide a stable, secure platform for transporting motorcycles. At 80 lb., the hauler can be installed by yourself, however a bit of help from a friend is always nice. The Cam-Loc design reduces noise when the hauler isn’t loaded down with a bike, and it feels rock-solid when ripping down the road. The $1K-plus price tag is certainly a contrast to the sub-$200 Harbor Freight model, but the stability, security, and heavy-duty construction of the Joe Hauler make it well worth the money.

MSRP: $1,160

JoeHauler.com

 PROS:

• Heavy-duty steel construction
• Four convenient mounting locations
• Cam-Loc system prevents noise when unloaded
• Safely transports motorcycles up to 600 lb.

CONS:

• Price is considerably more than the competition
• All-black color makes it hard for other drivers to see when unloaded
• Sticks out far behind your vehicle

The new Royal Enfield Himalayan 450 retails for under $6,000 and are now arriving at dealers. Loaded with an impressive list of features, Is this the best value mid-size bike for a wide range of riders?

In an ADV market where bikes are getting more complex and expensive, Royal Enfield’s new Himalayan is something to write about. The value offering continues to grow the more you experience this bike as it packs quite a punch with this all-new version of the model first released in 2016. From the reduced 399lb dry weight to the, increased displacement and low seat height (31.7 inches) to the long list of stock bells and whistles, it’s a remarkable set of improvements not seen from any manufacturer in recent ADV history.

But Royal Enfield, like the mountains, had other plans. From the start, this bike’s looks are a more modern and handsome version of its former self. There will always be a love for the retro-mod styling of the original generation, but the new version looks sharper and sportier. It got a haircut (improved styling all round), lost weight and been to the gym, picking up an extra 16 horsepower and a 25% increase in torque over the first generation.

• Himalayan 450 Performance and Handling

The suspension is much improved over the first iteration of this bike. It’s now stiffer and sportier to ride on-road, and more comfortable off-road. The turn in is quicker and steering is very predictable. More aggressive off-road oriented riders might choose to make their own additional improvements to the stock suspension set up, but it should be fine for most riders. The 21- and 17-inch stock tires are basically street tires and would definitely recommend they get swapped for some dual sport skins if planning to ride in soft stuff.

The entire backend is vastly improved over the original iteration of the Himalayan and the new air-box placement under the tank changes makes water crossing less worrisome and moves the weight distribution to lower down on the chassis. Actually, everything has been reconfigured from scratch and only shadows of the previous generation remain. For a more in-depth technical review of the new Himalayan 450 and its updates, check out the review and specs HERE.

But this bike has a more sophisticated attitude as well. Rather than bumping along happily like the first version, this bike wants to be pushed and be ridden to its performance edge. Hard braking is accomplished more easily with new Brembo  “ByBre” brakes mated to a switchable ABS system. Powering through turns is a laugh with the new more powerful six-speed Sherpa 450 motor mated to a ride-by-wire system and selectable rider (power delivery) modes.

There’s also more room to learn and make mistakes as the rugged build and neutral handling inspires confidence. Miss a shift? No problem. Even though it’s a single cylinder engine, it almost feels like a multi-cylinder configuration as it doesn’t lug at low rpms like most singles. The Sherpa 450 motor needs to be ridden to appreciate its versatility and will be interesting to see how it compares to other popular engines in the segment.

Highway miles have turned from a chore into smiles as the bike quickly gets to speed and can pass those large tractor trailers seen on some Utah highways. I unofficially hit 95 miles an hour trying to catch up to a group. At the same time, you can cruise comfortably between 70 and 75mph which would have been previously impossible.

• Himalayan 450 Features, Ergonomics and Riders

Most notably, the all new four-inch customizable, easy to read TFT tripper gauge allows for easy app connection to your phone for necessities. It can display navigation, control of your audio inputs, phone notifications and bike service updates alongside your standard dash information.  All of this can be controlled by a joystick on the left control switch and is a feature set commonly found on much more expensive bikes.  Also, all the lighting is now full LED from head to tail!

For those seeking a more off-road oriented model, consider the Rally kit, which comes with a one-piece seat and matching rear plastics that allows for better positioning in off-road conditions and pair it with the soft bag accessories more oriented to dirt riding.

So, we’ve established that this bike has improved in looks, engineering, and soul, which then begs the question: Who should consider the new Himalayan 450? This bike should become a serious contender for a wider range of buyers than the previous version.

Existing ADV riders looking to downsize or simplify should definitely check this out. The new 450cc category of bikes emerging in 2024 and 2025 should hit a sweet spot many riders are looking for. At a quarter or third of the cost of a much larger bike, I’d argue you can have at least 80% of the same fun that those bikes can give you. Maybe more in some ways. And this bike benefits significantly from the ‘kick it straight on the side of the road’ mentality; as demonstrated by this rider’s experimentation with shift pedal placement. Although a few of the riders went down during the test ride, the bikes could simply just be picked up, straightened out and ridden again. The stock upper crash bars not only continue the Himalayan styling cues, but they actually work. Lower crash bars are also available.

The shorter seat height, lighter weight, improved braking and power delivery make it an accessible choice for those looking at comfortable and versatile daily commuters. It should also be considered for new motorcycle riders who see the value in starting with a fun, efficient and easy to ride first bike that won’t break the bank and allow you to not just move around town, but escape into the gravel laden rural roads of America.

Those with a shorter inseam who feel they need to get at least one foot on the ground solidly can consider this bike with the low seat option the seat height comes in at under 32 inches. If you’re taller, it’s no problem. There are taller seat options which include a one-piece rally seat.

What other bike would you feel confident grabbing a rock and tapping a pedal back into place on? This Himmy seemed not to mind the rock-meets-shifter experience and plowed on ahead after getting “readjusted” back into place. None of the bikes which were dropped went out of commission from fall damage, which is a testament to its adventure-oriented design.

• Himalayan 450 Comparison and Conclusion

For all the possible riders, who might also be considering the KTM 390 Adventure, CFMoto Ibex MT 450, Triumph Scrambler 400 or the Honda CB500X - this bike should be lined up alongside those options and given due consideration. Except for KTM’s 390 Adventure, which is now in need of an update, we haven’t had a chance to ride the others. Both the 390 Adventure and CB500X have proven track records and are closest in terms of specs. The MT 450 looks cool and is also well featured but is simply unproven and it may take years to establish a meaningful reliability and service history. Triumph’s Scrambler 400 X has different size wheels and is fully naked, but the price is right and style may appeal to some riders. We hope to hear more about the latter two models soon. Comparing specs is one thing, but we always recommend riding, or at least sitting on, any bike you plan to buy.

For those of you interested, the Himalayan 450 comes in five color options; Kaza Brown retailing at $5,799, Slate Himalayan Salt and Slate Poppy Blue both retailing for $5,899, Hanle Black (a metallic black with with gold detailing and gold rims) retailing at $5,999 Also launching soon in tubeless versions are both Kamet White and Hanle Black for $6,099. Pre-orders are being taken now for late September delivery.

Even after a short time on Royal Enfield’s new Himalayan 450, it was clear this is a dramatic improvement over the first generation and one of the biggest model evolutions we’ve seen in recent history. While this bike might not have the suite of options or the highest-level components that a larger, fully-kitted ADV bike might have, it is also a quarter of the price and guarantees way more than a quarter of the fun.

With an attractive and well-rounded set of features at an affordable price, the new Himalayan 450 will appeal to riders of all types and experience levels. The only question is… where would you take it?

As of this writing, new units are arriving on showroom floors. For more information on the new Himalayan 450 or to find a local dealer, please visit RoyalEnfield.com.

MSRP:

$5,799 - $6,099

PROS:

• Upgraded six-speed engine that includes an impressive torque profile, a desire to be pushed and ability to respond
• Great price point (smiles per dollar ratio)
• Improved styling, with a profile that makes it easier to ride (better ergonomics) and much better looking, without losing the connection with the original Himalayan
• Sportier handling and riding position
• Well over 200 miles range with four-gallon tank
• Will likely have strong global aftermarket support
• High-tech features without the price (TFT screen with smartphone integration, ride by wire, switchable ABS, all LED lighting to name a few)

CONS:

• Suspension has been greatly improved, but could still use some further tweaks
• Get better tires if you plan to ride off pavement
• Set of bar risers may improve ergonomics for taller riders
• Rock bashers may want a heavier skid-plate

For Short and Tall Riders, All Under $8,000 New

One question I’m often asked is, “I want to learn off-road adventure riding; which motorcycle should I buy?” Whether you’re new to motorcycles or off-roading, the learning curve can be long and steep—and it can be much more difficult if you’re trying to do it on a big, heavy, adventure-style machine.

If your end goal is to be able to ride a large adventure motorcycle through all kinds of terrain, here’s my basic recipe:

1. Start with small, lightweight motorcycles
2. Get off-road training
3. Progressively build your skills, experience, and confidence before venturing into larger motorcycles, especially off-road.

What type of bike should new adventure riders look for? The main characteristics to look for are:

• Lighter is generally better
• You need to be able to get your feet on the ground
• Not too much power
• Not too expensive to buy, maintain and repair

The biggest mistake new adventure dual-sport riders make is attempting to learn off-roading on heavy motorcycles, over 400 lb. or 180 kg. This is why I advise learning off-road techniques on a dirt bike or dual-sport instead of a big adventure motorcycle.

Learning basic off-road skills is exponentially more difficult if you’re wrestling a behemoth. When you learn to throw around a small bike off-road first, those skills will translate to handling a larger bike later.

We’ve compiled a list below of recommended motorcycles for new off-road dual-sport or adventure riders. There are a few requirements:

• The bikes are all road-legal from the showroom floor, meaning you can legally ride them on public roads in all 50 states. This is important because if you buy an off-road-only model, you are extremely limited in where it can be ridden, and you lose the versatility of being able to commute to work or ride around town.

• The list is in order of engine size. Riders looking to do more road riding and willing to sacrifice some off-road capability can look at the larger bikes. But I recommend buying as small as you can if you’re new to off-roading. Also, most of this list will be available to purchase new in 2024, at least in the U.S.

Did we leave any bikes off this list you think should be there? Got any tips you’d like to add? Shoot us an email at info@adventuremotorcycle.com and let us know!

• What are the Best Motorcycles for Dual-Sport Adventure Beginners Listed by Engine Size?

1)  Honda XR150L

MSRP: $3,099

Weight: 282 lb.

Seat Height: 32.8 in.

One of the smallest and most affordable motorcycles I’ve ever tested, the little Honda XR150L is more capable than its small motor suggests. For less than the price of most new full-suspension mountain bikes, you can have a street-legal dual-sport. It won’t go much over 55 mph, but this won’t matter if your primary use is trail riding.

Pros: Affordable, easy, fun

Cons: Lacking power for highway rides

2) Yamaha TW200

MSRP: $4,999

Weight: 278 lb.

Seat Height: 31.1 in.

With its signature fat tires, the TW200 (a.k.a. the Turtle) is a favorite for riders who regularly need to tackle mud, sand, or other slippery conditions. With a very low seat, even shorter riders should be comfortable. It has been around since the Stone Age, and parts are easy to find. The machine is very reliable and simple with a very passionate community behind them. You can often find TW200s on backroads, farms, trails or even downtown!

Pros: Big traction, low seat, fun to ride.

Cons: Limited suspension capability, slow

Click here to read "Test Ride: 2006 Yamaha TW200 Review"

3) Kawasaki KLX230S

MSRP: $4,999

Weight: 290 lb.

Seat Height: 33.2 in.

Baby brother to the larger and taller KLX300, the KLX230S (also available in a non-S taller version) is an amazing bike to learn off-road riding. It’s simple, easy to use, and versatile, and doesn’t cost too much.

Pros: Available ABS, great performance

Cons: The seat is still fairly tall, not very powerful

Click here to read the "2023 Kawasaki KLX 230 S First Ride Review"

4) Yamaha XT250

MSRP: $5,399

Weight: 291 lb.

Seat Height: 32.7 in.

The XT250 in various versions has been around for a long time—a very long time. That means it’s a proven design. Models from 2013 on in the USA received fuel injection. While still a good choice, it seems to have been outpaced by newer competitors from Honda and Kawasaki. If you don’t mind a taller seat, a second-hand Yamaha WR250R, which is currently out of production in the US, is an amazing light-weight dual-sport to consider.

Pros: Simple, easy to use, reliable

Cons: 5-speed transmission, limited power

5) Yamaha WR250R

MSRP: Second-hand only

Weight: 295 lb.

Seat Height: 36.6 in.

Yamaha’s WR250R is no longer available as a new model in the US, but it’s worth mentioning. They are so reliable and fun, that many people simply don’t sell them. If you can find a good one for sale, they will likely not be cheap. The MSRP was around $7,000 and low mileage samples can be found for around four to six thousand dollars depending on condition. These are some of the lightest, trail-worthy and most reliable dual-sports made in recent years. The downside is they are quite tall don’t have much power or gearing for highway cruising so they do better on back roads. We often see them thumping around town as well. Hard to go wrong with one of these if they were well maintained … and many of them were.

Pros: High-revving bullet-proof engine, requires only normal maintenance, light weight and crazy fun on trails.

Cons: Limited power for highway-speeds

Click here to read the "Eight Great Yamaha WR250R Upgrades"

6) Honda CRF300LS

MSRP: $5,749

Weight: 311 lb.

Seat Height: 32.7 in.

The LS version is a lower-seat version of the venerable CRF300L but still retains legitimate long-travel suspension for good off-road performance and ride quality. You can’t go wrong with this bike. This is the bike from the list I’d buy for myself. If you want a sportier look and more wind protection, check out the CRF300L Rally.

Pros: Long-travel suspension, good power, reliability, great aftermarket

Cons: Soft suspension for heavier riders

Click here to read the "2021 Honda CRF300L & CRF300L Rally First Ride Review"

7) Kawasaki KLX300

MSRP: $6,199

Weight: 302 lb.

Seat Height: 35.2 in.

Unlike the Honda 300, the Kawasaki has much nicer suspension components—albeit at the cost of a higher seat height and bigger price tag. This is the bike to get if you’re taller (5'10″ or more) and don’t want to outgrow the bike’s performance anytime soon. Plus, the supermoto versions are crazy fun!

Pros: Great suspension, highly capable, good power

Cons: Tall seat height, expensive

Click here to read the "2024 Kawasaki KLX 300 and 300SM Review"

8) BMW G310GS

MSRP: $5,695

Weight: 386 lb.

Seat Height: 32.8 in.

Technically an adventure bike, the G310GS sacrifices some off-road chops for more highway comfort. Able to hit upwards of 85 mph, this is an option for riders who want “more” than a dual-sport for highway rides.

Pros: Highway ability, great financing through BMW

Cons: Much heavier than any dual-sport

Click here to read the "BMW G310GS Adventure Upgrades from Rally Raid Products"

9) KTM 390 Adventure

MSRP: $7,599

Weight: 379 lb.

Seat Height: 33.6 in.

If you want to give some larger bikes a run for the money on the street and still have some decent off-road ability, look no further than the 390 Adventure. It’s a total riot to ride, very quick, has tons of features, and is travel-ready. There's some dececnt aftermarket support around for the bike and it's rumored an updated version with a more complete fairing may be available in the next couple of years.  

Pros: Fast, amazing features, extremely fun

Cons: Ground clearance and suspension are limited for true off-roading

Click here to read the "2020 KTM 390 Adventure Review"

10) Suzuki DR-Z400S

MSRP: $7,100

Weight: 317 lb.

Seat Height: 36.8 in.

If you have a longer inseam and want a light weight, tried and true dual-sport bike with more of a trail/off-road bias, then Suzuki’s stalwart DR-Z400S is worth checking out. Although even new ones are still carbureted, second hand bikes can be found which often have a lot of upgrades. Last, but not least, there’s tremendous aftermarket support for this model so getting it set up for your adventures is easy. Of all the bikes listed here, this is one we wish Suzuki would update the most. Check out our concept bike art and article which highlights how the DR-Z400S could get a whole new lease on life with only a few important updates.

Pros: Fun, versatile dual-sport with plenty of power, light weight and decent stock suspension.

Cons: Dated technology in need of an update and tall

Click here to read the "Bike Review: 2005 Suzuki DRZ400S"

11) Triumph Scrambler 400X

MSRP: $5,595

Weight: 395 lb.

Seat Height: 32.9 in.

Although Scramblers don’t have the larger wheels of a traditional dual-sport bike, they can handle gravel and dirt roads just fine. Triumph’s recently introduced Scrambler 400X is a fun and affordable way to get into mostly street riding, without having to worry about getting a little dusty. The 33-inch seat height is manageable for many riders and scramblers are fun just about anywhere you take them.

Pros: New model with smooth motor and fun both on and off-road

Cons: Limited suspension travel, Aftermarket accessories may not be as plentiful as more established models.

12) Royal Enfield Himalayan 410 or 450

MSRP: ~$6,000

Weight: 438 lb.

Seat Height: 33.6 in.

Although these two bikes share the same name, they are worlds apart in terms of looks, performance and handling. The original generation Himalayan (410cc) is a wonderful, easy-going, retro-mod thumper that is comfortable on gravel or paved roads. It has a fairly low seat height to boot. Another variation of the Himalayan is Royal Enfields’ SCRAM, which is naked (no fairing), uses the same frame but has smaller wheels for an even lower seat height.

The new Himalayan 450 version is a fully modern dual-sport adventure bike with more power, high tech features and sportier handling. It underwent several years of considerable testing in the Himalayan mountains before arriving in the US. All of these models are ready to explore backroads, commute to work or travel the world!

Pros: Unique styling, huge bang for buck ratio, highly versatile, decent aftermarket support

Cons: Ground clearance is limited for technical off-road/trail riding

Click here to read the "All-New 2024 Himalayan 450 Review"

Click here to read the "Royal Enfield Himalayan 410 Review - You've Come a Long Way!"

Click here to read the "Royal Enfield Scram 411 Test Ride Review"

******

Once you’ve become proficient and confident in handling your dual-sport or small ADV bike off-road and have put in the time to be comfortable with it, then and only then do I recommend stepping up to larger ADV bikes. Remember—keep it light, low, affordable, and small—and get as much training as you can. Don’t feel pressured by friends to “upgrade” until you know you’re ready. With some common-sense planning, you can have a fun, safe and affordable life of adventure riding.

• More Beginner Friendly Motorcycles to Consider

Have a bike you think should be on this list?  Let us know by sending along the bike information and description in the format shown on this page. We'll take a look at it and possibly update the article!

• SWM RS300R

MSRP: ~$8,000

Weight: 245 lbs (without two gallons of gas)

Seat Height: 37.6 in.

The RS300R is 50-state street legal, ensuring that the fun doesn’t have to stop just because the trail does. For those looking to spend more time on a trail and doesn't mind a taller seat height, this is a serious dirtbike with quality components and just the bare-minimum of street-legality to get you a license plate. The RS300R’s fuel-injected four-stroke motor provides plenty of torque and power. Great suspension and brakes from name-brand European companies complete the package; KYB suspension, Mikuni fuel Injection, Brembo brakes, and an included radiator fan. With a two gallong tank, don't expect this bike to take you cross country, but if you need to ride public roads to connect trails, the RS300R is worth checking out. Stay tuned for some riding impression of the bike in future articles! For more info, visit: SWM-USA.com

Ian Schoenleber founded Big Rock Moto in 2018 after a long career in nonprofit management. From his home base in the mountains of Southern California, Ian produces video content about motorcycles, focusing on in-depth bike reviews, gear tests, and buyer’s guides. He has been an avid motorcyclist since the age of 12, and enjoys all aspects of riding from street to dirt. You can follow Big Rock Moto on YouTube, Instagram, and Facebook.

I’ve just completed a two-month ride on my BMW F800GS. Starting in Monroe, Virginia, and ending in Portland, Oregon, just under 9,000 miles across the U.S. Because I prefer tires that provide the best of all worlds, I rode with a Mitas E-07 Enduro Trail set. I’d heard pretty good things about the previous version, the E-07+, so I was keen to see how the updated version would perform.

I was also interested in knowing if they really had a 60/40 street-to-trail bias and how they’d deal with the varied conditions on a heavily loaded bike, which I was concerned might affect handling and wear.

The miles covered included hard-packed gravel, loose gravel, mud, light sand, two-track forestry roads, single-lane tar twisties, fast open-road twisties, and hours of straights in Texas and New Mexico. I’m not a great fan of freeways, but I tried to include a complete range of conditions in the testing. In with the mix were days with temps in the high 90°Fs, all the way down to below freezing. The tires were also tested in hours of monsoon-level rain.

The grip on asphalt is impressive, which genuinely surprised me; they stuck like glue when cornering. I’ve only ridden one other 60/40 tire that came close, and the Mitas beat them nicely. I’d been told their hardness made them slippery when wet, particularly on corners. However, this turned out not to be an issue.

The big block chevron tread pattern also worked nicely on off-tar sections. My F800 felt entirely planted, which was confidence-building, making me think I was a better rider than I actually am. Loose gravel, sand, and mud were fun, too. Although the E-07 Enduro Trail aren’t knobbies, as all-rounders, they kept impressing me.

One day, the track I was riding changed from hard-packed gravel to deep, soft sand so quickly that I couldn’t react quickly enough, and went down. As I was overloaded, that level of soft sand was a challenge, but the Mitas, although not knobbies, provided enough grip to get me out.

By the time I arrived in Oregon, I’d ridden just under 9,000 miles but estimated that the tires still had at least 2,000 miles more tread on them. Bearing in mind the fast pace and the weight of an overloaded bike, I was impressed!

I should note that Mitas states that their Dakar version of this tire has an even harder compound, resulting in a 20 percent longer tire life, also making them harder to puncture.

MSRP: ~$130–$170

Mitas-Moto.com

Where to Buy:

PROS:

• Tough, grippy
• Long-lasting
• Mud- and snow-rated

CONS:

• I was surprised that the front tire wore at almost the same rate as the rear; that may have been the result of stopping a bigger bike with such a heavy load
• The stiff outer walls may be difficult to deal with in a non-pluggable puncture situation

We’ve all seen those incredible aerial shots of lone motorcyclists plying the rocks and dirt of some faraway mountain valley taken using the now ubiquitous drones—the DJIs, Skydios, and Amazon specials. Drones have become a staple for motorcyclists who want to document their adventures, capture the incredible scenery from a bird’s eye view, make awesome cutaway shots, and even follow their motorcycles to deliver different perspectives from the otherwise fixed-mounted cameras. You may even own one or ride with someone who does.

Click Here to Read "7 Tips on Choosing the Right Drone"

But most of today’s drones have two main problems. First, they are often prohibitively expensive—a quality drone with the features a motorcyclist would need can run well over $600. That’s a chunk of change for something that could be lost in the treetops or damaged in a crash. Second, most mid-priced drones are a serious hassle to deploy, with that dreaded GPS acquisition, pairing with the phone, or fiddling with all the possible settings. These are the kinds of things that make your riding partners impatient when you call a halt to deploy a drone.

Both of these issues have been resolved with the new HOVERAir X1, a so-called “selfie drone” that’s packed with features perfectly suited for adventure motorcyclists. The HOVERAir is a four-prop folding drone that weighs only 125 grams — and that includes the battery. It sports a camera that shoots in 2.7K at 30 fps, or 2K at 60 fps with an onboard memory of 32 gigabytes. The props are protected with a lightweight plastic cage and built with just two function buttons—an ON/OFF switch and a function button to select the shooting modes.

It may look like the DJI knockoffs you can get for $50 on Amazon or Ali Express, but The HOVERAir X1 is not a toy. The drone can function both through a simple smartphone app or, more importantly, by simply using the function button. The HOVERAir doesn’t have a remote controller, so the selectable types of shots are baked into the software—including orbit, follow, zoom in and out, and bird’s eye. Each type of shot can be tweaked to increase or decrease the distance, either within the app or by long-pressing the function button and selecting the shot mode after the audio prompt.

During our testing, I carried the folded drone in its protective sleeve in my tank bag. When there was an interesting vista to capture or an awesome group shot to grab, I’d pull the drone from the tank bag, turn it on, select the shot type, and launch it from the palm of my hand. When deployed, the drone hovers for a second, capturing your image as the reference point, then flies off to do its shot. When done, I’d hold my hand out, and the bottom-sensing camera would help maneuver the Hoverer back to my hand for landing. And that’s all it took! Afterward, I’d throw it back into the tank bag and roll it on.

The video can be downloaded to your phone via the app and shared to a computer for editing for YouTube or whatever. There’s a clever preview in the app that allows viewing of a low-rez version before downloading it, so it doesn’t suck up phone storage, but there’s no removable storage on the HOVERAir itself. The drone is so small, light, and easy to use that it became a constant riding partner on adventures.

However, there are a couple of downsides to the HOVERAir X1—especially compared to pricier models. First is the camera resolution. At 2.7K it’s good enough, but today’s standard is really 4K, a format that can also be cropped. Also, don’t count on the HOVERAir for those ripping “follow me” shots. Though it can do them, because it homes in on your image instead of a GPS signal or your phone’s location, you’re limited to about 15 mph in follow mode, which is fine for setting a scene and a cool perspective, but it’ll lose you if you twist the throttle too much.

But honestly, the HOVERAir X1 is an amazing little camera that does well enough in the resolution department for most users, is light and compact, and is super easy to deploy and use—even when sitting on the bike. And at about $400, that’s a lot of functionality for the rider who wants to deliver that polished perspective when documenting a ride.

HoverAir.com

MSRP: $429

Where to buy:

PROS:

• Simple, functional user interface with no remote
• Light and compact enough to fit in a tank bag
• All the shots you’ll need for documenting the ride

CONS:

• Speed and distance are restricted
• Not a 4K camera

I'm always on the hunt for ways to level up my skills and help my coaching clients do the same. My recent dive into "The Fundamentals of Leisure Off-Road Riding on Two Wheels" by Zé Duarte is a perfect example. This insightful book not only refreshed my knowledge but also sparked new ideas to share with my clients.

This is a comprehensive instructional book (available in Portuguese or English) that will have broad appeal to the adv/dual sport community. The attention to detail in this book is remarkable – instead of glossing over the basics, it probes the subtleties of bike handling, taking a fresh, focused approach that surpasses your standard instructional offerings.

Yes, there are chapters dedicated to the practical “how-to” skills riders need to learn to become confident riders. The information is well explained, and the author’s use of simplified graphics clarify the concepts in a super straightforward way.

The most fascinating chapters, in my opinion, delved into subjects that rarely get attention in traditional weekend skills courses. Kamm's Circle, biomechanics, physics, and biology unleashed a treasure trove of knowledge. The complexity of these subjects could have easily resulted in a dense, unreadable text. But Zé’s writing style is a breath of fresh air. It is clear, concise, and approachable, making even the most intricate concepts accessible to readers.

By exploring these varied topics, riders can venture beyond the surface level of "how-to" instructions and gain a deeper understanding of the "why" behind certain techniques in adventure and dual sport motorcycling. This increased understanding empowers riders to make informed decisions, improve their skills, and navigate the challenges of this exhilarating sport with confidence.

It's about more than just mastering techniques – it's about becoming a better, more competent rider who can tackle any trail or road with precision and poise. As a result, this will be one of those books you will return to over the years to reference as you seek to improve your riding and knowledge.

Whether you are a new rider or a seasoned pro, "The Fundamentals of Leisure Off-Road Riding on Two Wheels" is a knowledge-rich read that will resonate long after the final page is turned. With its down-to-earth advice and expert guidance, you'll be tackling tough trails like a pro in no time.

Zé Duarte is the owner and head instructor of BN Enduro Camp in the Alentejo, Portugal, and he is a certified Enduro Instructor from the Enduro Action Team, in Germany. The book was originally published in Zé’s native Portuguese, then the book was published in English in May 2024.

If you are in Portugal or the EU, you can purchase the book in Portuguese or English directly from the BN-ADV Website. For purchases outside the EU, it is available on Amazon worldwide.

When I picked up my new Harley-Davidson Pan America, the first thing I noticed was the lack of rear storage—what was there was just plain flimsy. Black Dog Cycle Works (AKA BDCW) was already ahead of the game and working on the Helo Pad, which is their name for their rugged and spacious rear platform. Although I was originally apprehensive about the size, I wanted the ability to mount and secure accessories/loads with more space. BDCW did their usual impeccable and well-thought-out design work for the Pan America. There’s even a storage compartment cover to keep things tidy.

Upon receiving the Helo Pad, I actually read the installation instructions (really!), which laid everything out in an easy-to-understand manner. I liked that they list all tools necessary to complete the job. The estimate was about 30 minutes for the install. However, shortly after I began, I ran into one little hiccup. No big deal as it was easy enough to overcome, it just added a little time to the installation. The directions showed to remove four bolts securing the grab handle, and then mount the storage compartment cover. They’d skipped a couple steps, and the four bolts held the grab handle mount, not the handle itself. To do things correctly, you must remove the taillight and then seven bolts holding the actual grab handle, then drill two holes for the cover to be mounted through this lower mount. Luckily these are pre-indexed underneath the mount for drilling. This only added 15 minutes or so.

I initially mounted it in the high seat position but decided to move it to the low position. In the high position there’s a large gap between the seat and the Helo Pad. I’d like to see a possible update where a flexible seal could be added to cover the gap between seat and pad. The storage is a great addition, but don’t put your registration and proof of insurance in it as it requires an Allen wrench to access it.

Once installed it was time to test it out. On the Pan Am it doesn’t seem to look as large as it is. It blends in and just fits the bike right while making it look so much better, tougher, and ready for the trails. The ability to mount RotopaX gear in multiple configurations is an absolute plus, too. I was able to mount multiple gear bags and support my 50L duffle without issue along with the rest of my oversized gear, and it rode well both on and off road. The tie-downs are also well-thought-out allowing straps to be easily fit through them.

The look and the build quality of the Helo Pad is top-notch. With construction from .25-inch aluminum and Type-2 black anodizing, it just looks the part on the back of your bike.

For me, the Helo Pad means many miles of riding without concern about the gear on the back, and in the event of a spill this beefy solid platform will help reduce the possibility of damage to the tail section.

Blackdogcw.com

MSRP: $375

PROS:

• Heavy-duty construction helps reduce rear damage in a spill
• Tons of usable space (bring the kitchen sink)
• Generous tie-down points to hold it all in place
• Ready for Warn winch and RotopaX gear
• Great esthetics
• Storage compartment cover

CONS:

• Directions could use a revision
• Large gap in high seat position
• Have to remove Helo Pad to get into storage compartment

This book’s title lets you know exactly what to expect when you start turning pages. Helen Lloyd is the embodiment of an adventure rider, a solo traveler who loves the challenges of extreme journeys. She first popped on the scene with Desert Snow, a book about bicycling the length of Western Africa. Next came her gritty book A Siberian Winter’s Tale, again about extreme bicycling, but this time across Siberia in the middle of winter! This was followed by Iceland Serow Saga, another great read—but in this book, she migrated to motorcycling. One of the things I liked about this book is that although she’s riding a 223cc Yamaha Serow, her mentality is still very much that of a lightweight bicyclist. This mindset allows her to tackle problems from a refreshing viewpoint, considering possibilities that experienced motorcyclists might reject, especially on a larger bike.

And now to this review. Her latest book, Wild Spirit, covers yet another incredible journey, this time through South Africa, Namibia, Angola, Zambia, Zimbabwe, Malawi, Tanzania, Uganda, Rwanda, Kenya, Ethiopia, Sudan, and Egypt. An extremely honest story that kept me so riveted I read it in one sitting.

Wild Spirit begins delightfully with such descriptive quality that within a few lines, I was there with her. From then on, she had me hurtling along dirt tracks, battling through soft sands, running out of water, and laughing with the locals like I was standing next to her in awe, experiencing what she did.

While Helen is a canny planner who studies the known data and possibilities before jumping in, she fully understands the value of serendipity. Throughout this read, she shares the decision-making process with an interesting and light touch but doesn’t belabor her points. She masterfully weaves history into her storytelling, combining it with the amazing tales of the people she meets along the way. There’s a respectful appreciation of life’s possibilities and the kindnesses of the road. At the same time, she had me grinning at nutty moments, such as the battles with vervet monkeys.

Wild Spirit is quite different from her first three books. This time, Helen is riding with her partner Kieran. He’s a more experienced motorcyclist but has never overlanded in the hardcore manner that’s Helen’s norm. On the flip side, Helen is a new motorcyclist with virtually zero dirt road experience and is unaccustomed to long-term traveling with others. A key thread is the journey their relationship takes. Helen’s experiences have taught her what makes her feel happy in life. Yet, there’s an inner conflict. She is dedicated to experiencing life’s options. It’s interesting to see just how far the duo was prepared to go in the spirit of learning how to make their relationship work in the midst of the challenges, and minute-by-minute demands of traveling off the beaten track. Couples aiming to overland together should read this book. Writing with such brave honesty could easily have backfired. But it didn’t.

Every now and then, the author challenges the reader with eyebrow-raising statements that, at first, may not sit well; certainly giving me pause at times. But a few pages later, these comments fell into place and made sense. She’s outspoken at times, yet at others, she has the diplomatic skills of a well-tuned, highly successful professional.

Helen Lloyd possesses a feisty and freedom-loving personality, and she doesn’t hide it. These aspects ring strong throughout the book, making the storytelling brashly honest, even refreshing at times. I was fascinated by her drive to explore, her curiosity, powers of observation, and well-honed intuition. That undying desire to explore the world off the beaten track with the confidence that, no matter what, she’ll make things work out, sets a fine example many should follow.

Within Wild Spirit Helen shows the reader why the unknown isn’t to be feared but to be respected, explored, and relished. It could have been a much bigger book. It left me wanting more.

Publisher: Take On Creative

Price: $15.99

ISBN: 978-0-9576606-6-3

ASIN: B0CFBCWPWL

Available from Amazon as paperback and Kindle