2027 Honda Africa Twin: A Heavyweight Tourer’s Off-Road Identity Crisis

Posted on November 5, 2026 by MotoADVR

I love Honda. I’ve owned one before, and I’m looking forward to another. I would have bought an Africa Twin instead of my T7 if I could have found a used one that was remotely affordable at the time. It’s fair to say I’m still an Africa Twin fanboy. That’s part of why this makes me scratch my head. I’m excited to see another Africa Twin generation born with more power, improved suspension, and electronic accoutrements. However, I still feel like Honda is missing the boat.

To me, the Africa Twin has officially graduated into the heavyweight adventure touring class. The engine capacity has grown, the weight hasn’t meaningfully come down, and they’ve added more and more creature comforts. Those things say touring motorcycle more so than off-road motorcycle.

That’s not a bad thing. Honda makes a quality product, and I believe the Africa Twin is reasonably off-road capable. It’s a bike that offers more aggressive riders a segue when they start to lean more into adventure touring, a strong option for people who like ADV styling, want a taller commuter bike, like the extra power, and anyone who wants Honda reliability.

I don’t begrudge these manufacturers for making a profit. Make what you think people will buy; that makes perfect sense. What I cannot understand for the life of me is why Honda keeps throwing money at the big Africa Twin while the smaller bikes don’t get the aggressive off-road package.

Ten years later, what are we comparing?

Ten years later, coming out and saying that this new Enduro Sports is a more off-road-focused Africa Twin lands a little flat when you compare it to the original 2016 base model, and even the 2026 base model, for that matter. I understand the argument versus the Adventure Sports: they’re offering a more aggressive off-road stance. However, the base model has always been the more dirt-worthy Africa Twin without all the crap on it. The new 49mm upgraded suspension is a good thing. I dig it, but the older bike already had fully adjustable suspension. Beefier suspension is welcome; I just think that investment would look a lot better on a lighter, smaller-displacement motorcycle.

Then there are the wheels. I understand why people want tubeless spoked wheels. That’s what touring adventure riders want. If we’re seriously talking about more aggressive off-road riding, I think traditional tube-type wheels are more appropriate. I’ve got friends who run legit dirt-bike knobbies & mousses on their Ténéré 700s. There’s still a demand for a wheel setup suited to that kind of riding. So when I look back at the first-gen Africa Twin, I see better suspension on the new bike, but a wheel choice that leans toward touring.

And what are we comparing when we talk about cutting weight? Honda’s press release says, “…further elevating ease of handling and overall balance as an adventure bike through extensive weight reduction.” Sorry, how about we compare the new 2027 “Enduro Sports” against the previous-gen AT? Looks like the new “Enduro” lost 7 pounds against the previous model year, whilst the 2027 base model somehow found 12.5 pounds in the last 12 months (reference table below). Having enjoyed several rides on the first-gen Africa Twin, it’s one of the reasons I love the T7: it feels like AT except it’s like someone put it in the dryer. Way lighter.

Look, no multi-tool is good at everything. While Honda turns the Africa Twin into a touring bike, it’s also trying to sell me on how much more off-road-focused it is. I’m sorry, the marketing people have lost the plot.

There’s a 750 parked right next to it

Stop the madness. Don’t try to convince me that a big-bore adventure motorcycle is somehow super off-road focused when there’s a 750 middleweight parked right next to it that’s been given almost no off-road treatment.

This is where Honda’s missing the boat. KTM is dropping bikes from 390 to 890 cc with serious off-road chops; CF Moto’s Ibex 450 wins Red Bull Romaniacs, and Yamaha keeps sharpening the T7’s off-road focus. Meanwhile, the Honda leaves the Transalp sitting on the curb.

Give me a 450-pound Transalp 750 with fully adjustable suspension, ten inches of travel, and ground clearance to match. Protect that bollard of an oil sump under that engine with a proper subframe and skid plate. Give me ABS I can turn off completely and adjustable traction control like the first-gen Africa Twin. Ultimately, priorities are weight and suspension; they don’t have to go nuts.

I get it, “Enduro” is some adventure marketing buzzword; however, that doesn’t mean it belongs on 500-pound motorcycles. Best I can tell, an “enduro” is a street-legal off-road race bike. I will, however, take an “Africa Twin Rally” all day, but we can split hairs about labels and vocabulary some other time.

A Welcome Heavyweight

At 1131 ccs, the Africa Twin has graduated to the heavyweight ADV division with the other touring machines. I like it, it looks great, and I expect people to line up to buy it. I just wish Honda would spend some of that engineering money on the Transalp 750 and give us the bike we’ve been asking for. If they’re going to make an Africa Twin Enduro, then for the love of all that is holy, make a Transalp 750 “Enduro” that can finally compete with Yamaha’s T7. That is my biggest ask.

Specification2016 Africa Twin CRF1000L2026 Africa Twin Base2027 Africa Twin2027 Enduro Sports2027 Adventure Sports
Displacement998cc1,084cc1,131cc1,131cc1,131cc
Bore × stroke92 × 75.1mm92 × 81.5mm94 × 81.5mm94 × 81.5mm94 × 81.5mm
Compression ratio10.0:110.5:112.1:112.1:112.1:1
Power93.9 hp at 7,500 rpm100.6 hp at 7,500 rpm117.3 hp at 7,500 rpm117.3 hp at 7,500 rpm117.3 hp at 7,500 rpm
Torque72.3 lb-ft at 6,000 rpm82.6 lb-ft at 5,500 rpm87.8 lb-ft at 5,750 rpm87.8 lb-ft at 5,750 rpm87.8 lb-ft at 5,750 rpm
TransmissionSix-speed Six-speed Six-speed Six-speed Six-speed
Fork diameter45mm45mm49mm49mm49mm
SuspensionFully adjustable conventional ShowaConventional ShowaShowa EERA with SkyhookFully adjustable conventional Showa; closed-cartridge forkShowa EERA with Skyhook
Front suspension travel9.1 in 9.1 in8.7 in 9.4 in 8.3 in
Rear suspension travel8.7 in 8.7 in8.3 in 9.1 in 7.9 in
Wheels, front / rear21 / 18 in21 / 18 in21 / 18 in21 / 18 in19 / 18 in
Wheel constructionTube-type spokedTubeless spokedTubeless spokedTubeless spokedTubeless spoked
Seat height, low / high33.5 / 34.3 in33.5 / 34.3 in33.5 / 34.3 in34.3 / 35.0 in32.7 / 33.5 in
Ground clearance9.8 in 9.8 in9.4 in 10.2 in 8.7 in
Fuel capacity, U.S. gallons4.975.04.974.976.39
Curb weight510 lb.510 lb522.5 lb502.7 lb540.1 lb
Original U.S. base MSRP$12,999$15,199Not announcedNot announcedNot announced
Posted in Opinion | Tagged , , , , , , , , , , , | Leave a comment

Kawasaki KLE650 vs. KLR650: Why Kawasaki Isn’t Building a Ténéré 700 Rival

Posted on November 4, 2026 by MotoADVR

There’s been plenty of gnashing of teeth about Kawasaki’s new KLE500 and KLE650, particularly from people who think the bikes aren’t capable enough off-road. While I’d personally like to see Kawasaki build a KLE650 more on par with the Yamaha Ténéré 700, I think there’s a bigger conversation here about where this bike fits in the market and what adventure riders actually want versus what they say they want.

For years, Kawasaki offered the Versys in 650 and 1000 versions. The recent move to a 900 instead of the 1000 makes sense to me: sport-touring buyers are becoming more limited, and motorcycles are getting more expensive. Meanwhile, adventure bikes with dual 17-inch wheels are a bit dated at this point. Best I can tell, modern buyers want 19/17 or 21/18 wheels, even when they don’t go off-road.

Yamaha has had tremendous success with the Ténéré 700. Honda has the Africa Twin, Transalp 750, and NX500. Kawasaki’s been left out of this segment for too long. The only real adventure bike in its lineup that you could put knobbies on has been the KLR650. Kawasaki was overdue to offer something the market has been asking for.

Simultaneously, the adventure market is also demanding more aggressive motorcycles than most riders will ever need. Everybody wants to look like a rally racer, but the truth is 99% of us aren’t competitive, and most of us are actually pretty terrible off-road. Yet everyone insists we need a bike built like Pol Tarrés’s T7. There’s a disconnect between what riders say they want and what they’re actually going to pay for. I’m watching the new KTM 690 Rally very closely; it’ll be interesting to see how many people get their wallets out after claiming a lighter, more aggressive middleweight is what’s needed.

I think Kawasaki understands its customer and the business decisions it has to make. The KLR650 is legendary in the dual-sport community, even if it’s frankly evolved into an overweight adventure bike. It’s a 650 single without enough horsepower to brag about, and it weighs nearly as much as a T7. Kawasaki could have done more, but much like the XR650L, people were still buying it. When manufacturing equipment was paid for long ago, continuing to sell an established motorcycle makes good business sense; there’s no way they’d build a direct competitor to the KLR this close to its refresh.

That doesn’t mean I don’t like the KLE. The styling turns my gears, and I actually prefer the 21/17 wheel combination. A 21-inch front benefits from the dirt-bike market, while a 17-inch rear gives you more affordable tire choices than current ADV 18-inch buns. I’d still prefer more aggressive suspension and ground clearance. Kawasaki has the capacity to build a middleweight KLR more on par with the Ténéré. The KLX300 is already competitive with the CRF300L, arguably even the discontinued WR250R. I love Yamaha’s CP2 engine, but the Versys 650 engine has been around a long time, and I’d absolutely consider a comparable Kawasaki if I hadn’t already bought my T7. If we’re lucky, Kawi may even put a  270-degree crank into an off-road spec KLE650 and park it next to the touring SE.

I respect Kawasaki’s decision to protect the KLR’s position. I want something better from them, and I think if we’re patient, we might get it.

SpecificationKLE650 ABS
Pricing
U.S. MSRP$8,799
Engine & Drivetrain
EngineLiquid-cooled, DOHC, 4-stroke parallel twin
Displacement649 cc
Bore x stroke83.0 x 60.0 mm
Compression ratio10.6:1
Claimed horsepower70 hp @ 8,600 rpm
Claimed torque47.2 lb-ft @ 7,500 rpm
Transmission6-speed
Chassis, Suspension & Brakes
Front suspension43 mm KYB inverted fork
Front suspension travel8.3 in
Rear suspensionUni-Trak, preload adjustable
Rear suspension travel7.7 in
Front tire90/90-21 Dunlop Trailmax Mixtour
Rear tire150/70-17 Dunlop Trailmax Mixtour
Front brakesDual 300 mm discs, 2-piston calipers, ABS
Rear brake230 mm disc, 2-piston caliper, ABS
Dimensions & Capacity
Seat height34.3 in
Ground clearanceTBA
Curb weightTBA
Fuel capacity4.2 gal
Wheelbase61.2 in
Rake / trail28° / 4.2 in
Electronics & Equipment
Cruise controlElectronic, standard
Traction controlKawasaki KTRC
ABSSelectable on/off
Instrumentation5-inch LCD, smartphone connectivity
Other equipmentLED lighting, adjustable windscreen, skid plate

Posted in Opinion | Tagged , , , , , , , , , , , , , , , | Leave a comment

EICMA 2026: New Adventure and Dual-Sport Bikes to Watch

Posted on November 3, 2026 by MotoADVR

EICMA is in full swing in Milan right now, with new adventure bikes, updated dual-sports, and hopefully a lightweight Ténéré on the horizon. Here’s the first part of the ADV and DS roundup of what we’ve seen so far.

Yamaha Ténéré 4 Concept

Yamaha’s smaller Ténéré uses an all-new single-cylinder engine and frame, KYB suspension, and 21/18-inch spoked wheels. Displacement, horsepower, weight, production timing, and U.S. availability remain unannounced.

Royal Enfield Himalayan 750

The Himalayan adds a twin-cylinder option. Its new 743cc air/oil-cooled engine produces a claimed 63 Nm of torque, with 90 percent available from 3,500 rpm.

Equipment includes cruise control, five riding modes, cornering ABS, lean-sensitive traction control, and a 19/17-inch tubeless wheel combination. Cast and spoked-wheel versions are offered, along with a luggage-equipped flagship. U.S. availability is expected, but pricing and timing remain unconfirmed.

Beta RE 330

Beta’s new small adventure bike pairs a liquid-cooled, fuel-injected, four-valve single with a six-speed gearbox, 21/18-inch wheels, and a 10.5-liter (2.8-U.S.-gallon) tank. Suspension includes a 43mm inverted fork with compression and rebound adjustment, plus a linkage-equipped rear shock with adjustable preload, & LED lights. Launch reporting points to spring 2027. U.S. availability and pricing remain unconfirmed.

CFMOTO 550MT and 550MT-X

CFMOTO expands its smaller adventure lineup with two new 527cc parallel twins, up approximately 78cc from the 450MT sold here as the Ibex 450. Launch reporting quotes 54 horsepower and 52 Nm of torque; U.S. specifications, naming, pricing, and availability remain unconfirmed.

The dirt-focused 550MT-X gets 21/18-inch wheels, fully adjustable KYB suspension with 230/220mm travel, 250mm ground clearance, a quickshifter, and switchable rear ABS and traction control.

The touring-focused 550MT uses 19/17-inch wheels and a 23-liter tank. Equipment includes an electronic clutch, cruise control, cornering ABS, rear detection, and an eight-inch display with Apple CarPlay.

Kove 350 Rally

Kove brings the 350 Rally to EICMA after its September debut in China. The 349.9cc single has dual balance shafts, dry-sump lubrication, a 21-liter tank, and 21/18-inch wheels. Earlier launch figures quote approximately 40 horsepower, 342 pounds ready to ride, and a 35-inch seat.

Kove’s new announcement targets the second half of 2027 for its combustion-model rollout. U.S. availability and pricing remain unconfirmed. The company also unveiled a 125 Rally and BONIC electric off-road motorcycle, without confirmed American launch plans.

Zero XE: Street-Legal Version

Zero has announced a street-legal XE for the U.S., following the off-road-only American version. Launch reporting lists revised gearing, road equipment, a claimed 60-mph top speed, and a spring 2027 arrival starting at $6,295.

Zero also targets 2027 for DC fast charging on compatible Street and Dual Sport motorcycles, aiming for 20–80 percent charging in under 30 minutes. North American versions are planned around NACS connectors. Pricing, full compatibility, and a proposed retrofit for eligible existing bikes remain unresolved.

Ducati DesertX Rally

The DesertX Rally replaces its 937cc Testastretta with Ducati’s 890cc V2, a 47cc reduction. The new engine adds variable intake valve timing and replaces desmodromic valve operation with conventional valve springs. Claimed power output is approximately 109 horsepower.

The biggest changes from the outgoing Rally:

SpecificationOutgoing RallyNew Rally
WheelsTube-type, 21/18-inchTubeless, 21/18-inch
Rear suspensionConventional KYB shock arrangementKYB with Full Floater progressive linkage
Weight, with fluids but no fuel465 lb461 lb
Seat height910 mm / 35.8 inches900 mm / 35.4 inches
Fuel capacity21 liters / 5.5 U.S. gallons18 liters / 4.8 U.S. gallons
Valve-clearance checks30,000 km / 18,000 miles45,000 km / 28,000 miles
U.S. base MSRP$23,395$19,995

Honda Africa Twin, Adventure Sports, and Enduro Sports

Honda’s Africa Twin grows from 1,084cc to 1,131cc, an increase of 47cc, and makes approximately 117 claimed horsepower. A revised frame, swingarm, and under-seat fuel sub-tank change how the bike carries its weight.

The standard and Adventure Sports models use what Honda calls “Honda Skyhook control.” The Enduro Sports trades electronic suspension for manually adjustable components, with front suspension derived from the CRF450 RALLY. Honda SENSING RIDE radar assistance is optional on the Adventure Sports DCT.

SpecificationAfrica TwinEnduro SportsAdventure Sports
Wheels, front/rear21/18-inch21/18-inch19/18-inch
SuspensionShowa EERA electronicFully adjustable Showa; 49mm closed-cartridge forkShowa EERA electronic
Travel, front/rear220/210 mm240/230 mm210/200 mm
Ground clearance240 mm260 mm220 mm
Adjustable seat height850–870 mm870–890 mm830–850 mm
Fuel capacity18.8 L / 5.0 U.S. gal18.8 L / 5.0 U.S. gal24.2 L / 6.4 U.S. gal
Curb weight, manual523 lb / 237 kg503 lb / 228 kg540 lb / 245 kg

Kawasaki KLE650 ABS and SE ABS

Kawasaki adds a larger parallel-twin adventure bike alongside the KLE500. The KLE650 pairs a 649cc engine with electronic throttle control, standard cruise control and traction control, long-travel suspension, and 21/17-inch spoked wheels. The SE adds tubeless tires, a quickshifter, a taller windscreen, reinforced handguards, and an aluminum skid plate. U.S. base MSRP starts at $8,799 before destination and other charges.

Kawasaki KLE500 SE Smartride ABS

The new Smartride version adds a mechanical self-engaging starting clutch and tubeless spoked wheels. It handles clutch engagement when pulling away and stopping; riders still use the clutch lever and shift pedal for normal gear changes.

KTM 390 Adventure R, Adventure X, and Enduro R

The 390 Adventure R gets updated switchgear that supports cruise control as an optional activation, rather than standard equipment. KTM’s announcement does not specify the U.S. option price. The Adventure X receives a TFT display and new colors, while the Enduro R gets fresh graphics. All three have 2027 U.S. listings.

Triumph Tiger 1200

Triumph updates the GT Pro, Rally Pro, GT Explorer, and Rally Explorer. Displacement stays at 1,160cc; output rises to 155.8 bhp, or 158 PS. Peak torque remains 130 Nm but arrives at 6,750 rpm instead of 7,000 rpm. Revised lower gears reduce crawl speed.

The biggest chassis change is on the Rally models: their 21-inch front wheel becomes a 19-inch. All four now use 19/17-inch wheels and 200mm of suspension travel. GT models retain cast wheels; Rally models use spokes.

Showa EERA Heightflex lowers the seat by 30mm when stopping and adds Centre Stand Assist. Front and rear radar bring adaptive cruise control and other rider aids. A seven-inch touchscreen adds Apple CarPlay and Android Auto.

Pro models retain 20-liter tanks; Explorers retain 30 liters. Claimed wet weights increase to approximately 551 lb for GT Pro, 562 lb for Rally Pro, 573 lb for GT Explorer, and 591 lb for Rally Explorer.

Triumph Tiger 1200 MY27 Campaing
Posted in Bikes | Tagged , , , , , , , , , , , , , , , | 2 Comments

Should Royal Enfield Bring the Himalayan 440 to the U.S.?

Posted on October 21, 2026 by MotoADVR

Recently, I’ve read stories that Royal Enfield has actually paused taking orders for the Himalayan 440 because they have already booked six months’ worth of production. If you’ve not heard already, in India, Royal Enfield has updated the original Himalayan 411 to the new “440” while also offering the liquid cooled 450. The Himalayan 440 features a slightly larger engine, bumping displacement to 440cc. It also gets a six-speed gearbox and other updates while retaining much of the original motorcycle’s basic design and character. Rather than being an entirely new motorcycle, the 440 builds on what made the original Himalayan appealing to riders in the first place. Right now, Royal Enfield is not offering the Himalayan 411 or the 440 in the United States, but would it be a good move for Royal Enfield to bring the 440 here and park it next to the 450?

For folks unfamiliar, there are a large number of articles and comparisons between the original Himalayan 411 and the new Himalayan 450. After putting 2,000 miles on the odometer, I wrote a detailed long-term review of the Himalayan 450 myself, and I have a lot of passion about that motorcycle. The 450 does a lot of things well, and when we start to look at the lightweight adventure segment, just under $6,000, the Himmy 450 is currently leading the battle on price.

The Honda CRF300L Rally is quite competitive for $500 more, but it also shares its price bracket with the CF Moto Ibex 450 and the lower-spec version of the KTM 390 Adventure. Whether you’re an entry-level rider getting into the lightweight ADV class or someone who has simply decided they want to pick up a lightweight adventure motorcycle, Royal Enfield is absolutely offering a lot of motorcycle for not a lot of money. Is it possible that Royal Enfield could take that a step further by bringing the Himalayan 440 into the United States?

Estimated U.S. Pricing for the new 440 is a little complicated. If we did a direct ratio of the price difference between the 440 and the 450 in India, theoretically, Royal Enfield could potentially bring the 440 into the United States at around $5,000. Unfortunately, considering the fact that Royal Enfield’s original U.S. price for the Himalayan 411 was about $5,400 back in 2023, I’m not sure they would undersell it that much. However, Enfield hasn’t achieved this incredible growth by being timid. Simultaneously, I do think there’s still an opportunity to continue finding buyers who are both more financially constrained and interested in a simpler, more affordable motorcycle. That was unquestionably the charm of the Himalayan 411 when it arrived here in the United States.

The Himalayan 450 represents a significant step forward for Royal Enfield, offering a more modern platform while remaining competitive on price. But not every rider needs the latest technology, additional performance, or the newest platform. Sometimes, people just want a motorcycle that gets them out there without requiring them to spend more money than they want to.

If Royal Enfield is already seeing enough demand in India to fill six months of production for the Himalayan 440, is there also a market for that kind of motorcycle here in the United States?

Posted in Opinion | Tagged , , , , , , , , , , | 1 Comment

Teach Everyone to Ride Safely. The Clutch Can Come Later.

Posted on October 16, 2026 by MotoADVR

The American motorcycle industry has spent decades teaching new riders to operate motorcycles with manual transmissions, and for good reason. A clutch is an integral part of the traditional motorcycle experience, and most motorcyclists wouldn’t have it any other way. I saw this article the other day, and it feels more and more relevant as electric motorcycles and scooters become more common. We need to ask ourselves whether mastering a manual transmission should remain a requirement for motorcycle safety courses on the path to attain legal endorsement.

When I first got my motorcycle license, it was almost by accident. I knew I wanted a motorcycle, but they were expensive, and I was having a hard time saving enough to buy one. My wife’s boss was from India, and he approached me with an offer. “Hey, Drew, I have a scooter. I’d love to sell you cheap.” At the time, I kind of laughed at the idea because I didn’t want to ride a scooter. However, the price of entry was so low that I thought I was stupid to turn it down. I could get a scooter, take the test on it, get my endorsement, and buy a motorcycle later. Unaware of the Basic Rider Course endorsement opportunity, this seemed like smoother path than buying an expensive motorcycle and trying to take the test.

I don’t recommend that people follow my path, but one of the key lessons I learned was that once you get on the road, you are learning lessons about how to navigate through traffic, manage the rules of the road, avoid hazards, and control a two-wheel vehicle. That’s the most important part, and it’s something that was reinforced by a friend early in my riding career. He insisted that his daughter ride a scooter for her first year or so of her two-wheel journey. Most of the dangers you encounter on the road are about the terrain, your speed, and the other traffic. Understanding how to manage speed, stop in emergencies, maneuver around obstacles, identify potholes or animals on the road, and manage the motorcycle itself are the skills that keep you alive.

Practicality and Unintended Consequences

I’m now a Motorcycle Ohio instructor, and I just taught a class over the weekend. As I’m watching students learn, I see some riders really struggling to figure out how a clutch works. That is dominating most of their mental capacity, and it’s not helping them learn how to ride a motorcycle very well because they can’t get started properly. Managing and understanding the clutch takes a lot of practice, and you are by no means going to master it in two days in a parking lot. I still stall motorcycles from time to time, because operating a manual transmission is a perishable skill; anyone who returns to riding after just a few weeks of winter will recognize their skills aren’t as sharp as they were at the end of the season.

Meanwhile, stopping, swerving, maneuverability, and looking where you want to go are the priorities. People naturally have trouble looking where they want to go on a two-wheel vehicle, and understanding counter steering, braking, and how to manage the motorcycle’s weight are skills that deserve a rider’s full attention. Yes, it’s important to understand how a clutch works, but if we’re honestly concerned about getting more motorcyclists onto the road and making sure they survive the experience, the clutch isn’t necessary to learn those fundamental skills.

Consider what happens when someone wants to become a scooterist. To get their endorsement, they may take a safety class that requires them to learn a manual transmission. If they cannot learn it, they may wash out of the course before the second day and miss the key lessons. However, they can still get on their scooter, go take the test, and pass it; which is what I did. Wouldn’t we rather have people complete the safety course, and then we can have a different discussion about whether or not they understand a manual transmission later?

The Next Generation Is Already Here

We also have to understand that the culture has shifted. Manual transmissions used to be ubiquitous, and young people might have learned to drive a tractor or a farm truck before they were old enough to get a driver’s license. That’s not the case anymore. Kids today have electric bicycles and electric scooters all over the place. My nephew already had an electric motorcycle at like age 9. This is becoming a completely normal part of growing up, and the motorcycle industry needs to recognize that young people are already familiar with clutch-less two-wheel vehicles.

If you can already get the same endorsement on a scooter, why would we not create that option for electric motorcycles? We’re kind of silly to create a barrier to becoming a legal motorcyclist and a safe motorcyclist by forcing young riders to learn a manual transmission when they may never need one. Electric motorcycles are becoming an accessible way to enter the sport, and we should be encouraging riders to learn the skills they need to safely operate them rather than making them master a skill that may have nothing to do with the motorcycle they intend to ride.

Save the Manuals

I want to be clear about something. I prefer manual transmissions by far, and my cars have manual transmissions. That’s how much I love them. I think having a manual transmission is part of the motorcycle culture, and dismissing it completely is foolish. Motorcycles hark back to a simpler, more visceral time and experience. In a world of automatic everything and technology everything, motorcycles mean that the rider has to use every single appendage and be extremely dialed in to what they’re doing. Having a manual transmission is part of the allure for lots of people.

I think everyone should learn to drive a manual transmission, and I even think we could alleviate a lot of  stop-and-go traffic if more people drove manuals. However, that’s just not going to happen, and I don’t think forcing it in the motorcycle space just because we can is something we have to do. I’m not against teaching the clutch, and I think everyone should have the opportunity to learn it. I just don’t think making it a requirement is necessary when the cost and complexity create an additional barrier to entry.

Give Electric Riders a Path Forward

I think there should be an electric motorcycle course, or at least a curriculum that states would accept. The course would need to be different because you literally ride an electric motorcycle differently than a traditional motorcycle. Instead of using a clutch for engine braking, you have to use the brakes differently, and some of the exercises and teaching methods would need to change. However, the core pieces of the course should remain focused on maneuverability, braking, swerving, traffic awareness, and learning how to safely control a motorcycle.

I don’t care who delivers the course. It could be the state, independent contractors, or private companies. Harley-Davidson already offers classes, just as states offer their own basic rider courses. There are multiple ways to make it happen, and the state should create a curriculum that’s acceptable so that licensed entities can begin offering it.

The mechanics of riding a motorcycle are tough enough for people to learn. If they’ve already mastered those things on the road without a clutch, going into a parking lot and learning a clutch isn’t a big deal. We shouldn’t allow the challenge of learning a manual transmission to distract from the most important lessons a new rider needs to understand. Let’s teach riders how to be safe. That’s the priority.

Posted in Opinion | Tagged , , , , , , | 3 Comments

2027 KTM 690 Rally: The Lightweight Adventure Bike We’ve Been Asking For?

Posted on October 15, 2026 by MotoADVR

When KTM introduced the 690 Rally, the comparisons came almost immediately. Yamaha Ténéré 700, Aprilia Tuareg 660, the usual middleweight adventure motorcycles, but I think they’re looking at this the wrong way. I’m not saying we need to completely rethink what constitutes a lightweight motorcycle, a middleweight, a dual sport, or an adventure bike. Those classifications exist for good reasons. Displacement is useful shorthand; most of the time, engine size, weight, intended use, and the type of rider all move together.

But every once in a while, a motorcycle comes along that stands apart. I think the KTM 690 Rally may be one of those motorcycles. The mistake, in my opinion, is assuming that the person buying a 690 Rally is a middleweight adventure shopper simply because the engine displacement and horsepower numbers hung on it. I don’t think they are. I think the use case is lightweight ADV.

Look at the numbers; the 690 Rally is arguably the lightest motorcycle in the performance envelope that people are calling “middleweight.” It has substantially more suspension travel than the typical middleweight adventure motorcycle. It has the kind of ground clearance, wheel configuration, and off-road focus that you normally associate with a dual sport or lightweight adventure bike. In fact, with the exception of displacement and horsepower, it has more in common with something like a CRF300L Rally than it does with a Ténéré 700.

Taking a closer look,  I think the customer who buys a CRF300L Rally has a lot more in common with the customer who buys a KTM 690 Rally than the person who buys a Ténéré 700 has with the 690 Rally. That doesn’t mean the 690 Rally is a CRF300L Rally. Obviously, it isn’t. It’s a much more powerful motorcycle, but the intended use case is much more similar.

I’m the Customer KTM Is Chasing

I very well recognize that I’m a niche customer. I ride to the trail most of the time. This season, I think I’ve pulled a trailer once; it’s probably 10-20% of my riding experience each year. Regardless of our feelings, at this stage, gasoline is getting mighty expensive. Trailering is surely more comfortable, but it costs money. If I can ride marginally less difficult trails and commute on the motorcycle, for me, that’s a more cost-effective and enjoyable way to get to the same place.

But there’s another relevant part of my use case: I ride alone and often in places with especially difficult trails. I need a motorcycle that I can rely upon that isn’t going to put me in a position where I’m going to injure myself because I picked the wrong motorcycle for the terrain. I suspect I’m more toward the extreme end of the spectrum than most riders, considering I ask a lot from both myself and the motorcycle. I might ride a couple hours on the highway in the morning, then go ride some of the scariest public roads I’ve ever found, and then ride home. I could end up doing 200 miles of pavement before I even get to off-road riding. That’s an extreme use case, but I don’t think I’m the only person moving in this direction.

Two Markets Are Starting to Collide

Dual-sport riders are getting older. A lot of them eventually want something more comfortable. They want to ride farther and do more adventure-riding things without giving up the ability to ride difficult terrain. At the same time, adventure riders are also getting older. They’re looking at their 450-pound motorcycles and thinking, I’d really like something lighter. They don’t necessarily want to give up the places they’re riding. They just want a motorcycle that makes the experience easier.

Simultaneously we’ve got newer riders gaining confidence. They’re looking at what other people are doing and thinking, “I’m missing out on opportunities because my motorcycle isn’t capable enough.” We’re getting to the point where riders can purchase that capability without having to build it themselves. That’s important, because until now, those two markets haven’t really merged.

I’m seeing this evolution firsthand. Hosting an Appalachian Adventure Rally,  I’m seeing heavy adventure motorcycles, dual sports, and even plated race bikes all showing up to ride the exact same difficult trails. It’s wild. The market is shifting, and I think KTM has recognized that.

So What Exactly Is the 690 Rally?

This is where I think people are going to have a hard time with the bike. Some people are going to look at it and say, “That’s a dual sport with a windshield.” Other people are going to look at it and say, “That’s an adventure bike.” And then the adventure-bike people are going to say, “Sure, it looks like an adventure bike, but it’s going to be less comfortable than my Ténéré 700.”

They all have a point. The 690 Rally isn’t going to be the most comfortable adventure motorcycle. It’s not going to be the lightest dual sport. It’s not going to have the luggage capacity of a traditional ADV, and it’s not going to have the smoothness of a twin-cylinder motorcycle. But that’s exactly why I think people are going to struggle to categorize it.

If KTM had simply made another 450-pound adventure motorcycle with a 700cc twin, nobody would be having this conversation. Instead, they made something that has the power of a middleweight, the weight of a lightweight, the suspension of a serious off-road motorcycle, and enough wind protection and fuel capacity to actually get you to the trail. That’s the unicorn ADV riders claimed they wanted.

But the Compromises

I’m not blind to the compromises. Engine vibration is probably the biggest question mark for me personally. I’ve not traditionally liked big single-cylinder engines. Spending 16-hour days in the saddle is not uncommon for me. That’s my bread and butter. So, if the vibration on the 690 Rally becomes irritating after several hours, that’s a legitimate problem. However, that’s probably a six or seven out of ten concern. But while it is significant, it may not be a deal breaker. My Ténéré 700, WR250R and Scrambler all have some irksome vibration in various conditions and I haven’t kicked them out yet. Wind buffeting is another concern, but windscreens can be changed; vibration is harder to fix. That’s one of the things I’m going to be watching very closely as these motorcycles get into the hands of actual customers.

I’m also very interested in the front fuel tanks and the ability to switch between the front and rear tanks. We’ve heard people discuss the way the rear tank on the 690 Enduro can affect the bike’s handling. If moving some of that fuel forward changes the way the motorcycle feels, that could be a really important part of the equation.

Who Shouldn’t Buy One?

Who should actually buy a 690 Rally is an important question. If you’re going to spend more than 51 percent of your time on pavement, particularly if you’re going to spend significant amounts of time on the highway, I think there are other motorcycles that are probably going to make you happier. If you want huge luggage capacity, passenger capability, and all-day highway comfort, this probably isn’t the motorcycle for you.

I’m concerned that adventure riders are going to flock to the 690 Rally because it looks like a race bike, because it looks like something that went to Dakar, and because they want to own a motorcycle that looks like that. However, when they discover that it’s not the comfortable adventure motorcycle they actually wanted, they’ll start overpopulating the marketplace (asking retail prices no doubt). Honestly that probably works out  for me; in a few years, there might be some reasonably used 690 Rallies sitting around for people who actually want them.

But What Happens If KTM Gets This Right?

If everyone classifies the 690 Rally as a middleweight, then KTM may have just raised the performance envelope for the entire middleweight class. Now we’re looking for lighter motorcycles with higher performance suspension and similar power. If we classify it as a lightweight, we’re looking for something else entirely. We’re asking for lighter motorcycles with more performance and more off-road capability. And that’s exactly what the 690 Rally does. It still outperforms a CRF300L Rally, but it doesn’t carry the weight penalty of the CF Moto Ibex 450 or typical middleweight adventure motorcycle. That’s the interesting part.

Adventure riders will always want a lighter motorcycle. Dual-sport motorcyclists, especially as they age, are always going to want a more comfortable motorcycle. This motorcycle starts to fix both problems. It doesn’t completely solve either one, and that’s why people are going to shit on it. The off-road crowd is going to say it’s too heavy. The adventure crowd is going to say it’s not comfortable enough. The dual-sport crowd is going to say it’s too expensive. And they’re all going to be right about something. But maybe that’s the point.

KTM may have just delivered to us the unicorn motorcycle we’ve been asking for. A motorcycle that can ride hundreds of miles of pavement, get you to the trail without a trailer, and then take you into terrain where a 450-pound adventure motorcycle starts becoming a liability. It isn’t perfect. I’m not even sure yet whether I’d personally tolerate the vibration on the long highway rides; but I’m piqued to find out. For the first time (in recent history), we’re getting very close to a motorcycle that bridges the gap between the lightweight dual sport and the middleweight adventure motorcycle without simply becoming another heavy adventure bike.

If KTM has actually figured this out, the really interesting question isn’t whether the 690 Rally belongs in the lightweight class or the middleweight class. It’s whether those of us who have been asking for this motorcycle are finally going to get exactly what we asked for. And then complain about it anyway.

Posted in Opinion | Tagged , , , , , , , | 2 Comments

Kawasaki KLX300 XPL: Another Win for the Lightweight ADV Motorcycle Segment

Posted on October 14, 2026 by MotoADVR

Yesterday Kawasaki Announced the 2027 release of the new KLX XPL. I’m excited to see another addition to what we’ll call the lightweight ADV or travel dual-sport category. I’ve been a fan of the CRF300L, the WR250R, and the KLX300 for many years, and I’ve been a big proponent of the CRF300L Rally as an ideal adventure bike for people on a budget or just getting into adventure riding. So it’s awesome to see Kawasaki throw its hat in the ring.

For people who have been paying attention, Kawasaki has been keeping an eye on the consumer who wants a longer-distance dual-sport for on-road and off-road exploring. They’ve brought back the Sherpa recently, so I’m super excited to see the KLX300 XPL come out.

For folks who haven’t caught the specs yet, you can now get a KLX300 outfitted with a windshield, a mounting bar for navigation, and hand guards. Some of the published performance specs are also a little higher. I’m a fan of the retro styling, too. I like the round headlight, and I think Kawasaki has created something that stands out.

However, I’m disappointed to see that they kept the two-gallon tank. I can understand wanting to keep the price in line with the Sherpa, and I like that traditional farm-bike approach, with a rear rack and straightforward design. But if I were the marketing person or design engineer at Kawasaki, I would have put a three-gallon plastic tank on it and gone head-to-head against the CRF300L Rally.

The Honda is clearly the closest competitor, especially on price. You’re looking at around 333 pounds for the CRF300L Rally versus under 314 pounds for the KLX300 XPL. You’re getting a lighter bike with the Kawasaki, and you could argue it’s better prepared to be ridden harder in terms of weight and suspension performance.

Unfortunately, you’re also getting a lot more fuel capacity with the Honda’s three-plus-gallon tank. If you’re serious about longer-range riding, you’re probably going to prefer the Honda. The XPL could leave people with some range anxiety. When I rode my 250L with a two-gallon tank, I was looking for gas every 90 miles, if not more, and that kind of sucks.

You could probably find an aftermarket Acerbis tank relatively cheaply, but you’re still getting more bike for the money out of the box with the CRF300L Rally. At this price point, I think Kawasaki should have included a skid plate or given the bike more fuel capacity. I’d take the Kawasaki’s performance and buy an aftermarket tank for another $300, but that makes the XPL look a shade overpriced.

Ultimately, I’m excited to see another entry in this segment. My typical definition of a lightweight adventure bike is a 21-inch front wheel, an engine under 600cc, and a factory windshield. The XPL blurs those lines because it’s clearly a dual-sport with a windshield, round headlight, and rear rack. But I’m okay with that. I like manufacturers adding new things and shaking up the market. I’m happy to see more competitors in the lightweight adventure bike segment.

Posted in Opinion | Tagged , , , , , | 2 Comments

KTM’s 990 Adventure Spy Shots: Cautiously Optimistic, but What’s the Plan?

Posted on October 13, 2026 by MotoADVR

I’m always excited to see something new come out of a performance brand. I’m always excited to see any new motorcycle come out, for that matter. But I’m a little hesitant to see what KTM is actually doing because I think they need to fix their reputation when it comes to reliability.

I think people associate the KTM 890 parallel-twin engine with “cheese cams” because of the camshaft reliability issues they’ve had. So if KTM wants to move forward, I think they’re going to have to do something really hardcore to help boost their image. They’re going to have to convince people that this new motorcycle is fundamentally different from what came before it.

Generally speaking, KTM has performed as a manufacturer of performance tools, and each of those tools has a job. You can buy a KTM 350 race bike in several different trims, and each one has a very specific customer it’s intended for. I can see KTM successfully pulling off something similar with the 990 Adventure, but who is the customer for this motorcycle? More and more adventure riders seem to be moving from bigger bikes down to middleweight and lightweight ADV bikes. So why are we going in the other direction?

I’ll hypothesize that KTM is trying to create a direct competitor to the Honda Africa Twin Adventure Sports. They’re building a higher-performance, larger-displacement adventure-tourer geared toward people who don’t leave the pavement. The extra performance and range would be appreciated, while the additional weight wouldn’t be as noticeable.

Okay, I can get on board with that. I think Bajaj and KTM recognize that the vast majority of adventure riders don’t actually go off-road, and there’s an opportunity to attract more pavement-oriented riders. These are people who want a motorcycle that can do both without looking like some granddad sport-tourer while simultaneously avoiding the adventure Decepticon styling of the KTM 890. I’m absolutely open to that idea, but I think KTM needs to be smart and tactical about how it approaches this motorcycle.

The spy shots appear to show a 21-inch front wheel and an 18-inch rear. I’d be shocked if those dimensions didn’t carry over to production, but they also make me question whether KTM is really targeting the pavement-oriented adventure-touring market I’m imagining. Of course, these are just spy shots. We don’t actually know where KTM is going with this yet.

Regardless of the final specifications, KTM needs to demonstrate that this parallel-twin engine is dramatically different from the 890’s. They’re going to have to invest in engineering and marketing to explain those changes. I’d want to see a substantial redesign, not simply assurances that they’ve improved the camshafts. Otherwise, people are going to look at this motorcycle and wonder whether the reliability concerns have really been addressed. I’d also like to see technology trickle down from the KTM 1390 Adventure, including electronic suspension and the other technology increasingly expected on an adventure-touring motorcycle.

I want KTM to be successful. I can understand the logic behind a larger, more road-oriented adventure bike, and I think there’s a potential market for it. But pricing is critical. If KTM launches this motorcycle at a significant premium over the 890 Adventure, I think the market is going to struggle with it.

For now, I’m cautiously optimistic. I just want to see KTM deliver a motorcycle with a clear purpose, a compelling value proposition, and a reliability story that riders can believe in. Because if KTM wants to move the adventure-touring market forward, it needs to give riders a compelling reason to choose the 990 Adventure.

Posted in Opinion | Tagged | 2 Comments

Open Letter to Suzuki: It’s Time for a DR-Z “Adventure”

Posted on September 24, 2026 by MotoADVR

Dear Suzuki,

I think it’s time to put a navigation tower on the DR-Z4s.

The Winds are Shifting

There are a lot of things converging in the motorcycle market right now that make me think Suzuki has a pretty obvious opportunity sitting right in front of it. KTM has finally decided to put a rally tower on the 690 platform, something individual owners have been doing to their 690 Enduro Rs for years. Despite how much effort various companies have put into low-displacement twins, there’s still demand for “rally” or adventure style singles. People are buying aftermarket nav towers and installing them on their dual-sport bikes because they want to maintain aggressive off-road capability and low weight while adding some street comfort. Unfortunately, despite adding the word “Adventure” to a lot of these small-displacement twins, manufacturers continue to use street bikes as the framework, with most “lightweight” ADV bikes still tipping scales over 400 pounds. 

Enter Suzuki; here’s their opportunity to build a lightweight ADV on the bones of the DR-Z4s platform. The DR-Z already gives them most of what they need. Install a windshield and adventure half-fairing, add another gallon or so of fuel capacity, make sure the subframe can handle reasonable luggage. With some massaging of the gearbox ratios, you’ve got the foundation for a legitimate lightweight adventure motorcycle.

Who is the customer?

I continue to see more and more women enter the adventure space. Seat height continues to be a hurdle, but weight is arguably more significant for many riders. If they don’t have someone else to ride with, they’re picking up heavy bikes solo, if at all. I’ve seen riders buying windshields for WR250Rs and CRF300Ls for exactly this reason. Honda already has the CRF300L Rally, and the 450RL. Suzuki doesn’t currently have a competitor sitting between those two bikes. This is an opportunity.

Age is another factor. When I first started hosting rallies nearly ten years ago, a lot of older riders were showing up on big bikes like the 1200 GS. Every year, I see the bikes getting smaller and smaller. There are a lot of people who still want to adventure ride, but they want maximum off-road performance and the least amount of weight possible. The DR-Z4S weighs somewhere around 320 pounds, so even after adding a rally fairing, more fuel and the equipment necessary for adventure riding, Suzuki could still have a very manageable motorcycle that is comparable on the scales to the 690 Rally.

I can already hear people complaining about the five-speed transmission. But I don’t think that’s necessarily a deal breaker. If there isn’t room in the existing engine casing to add a sixth gear, but Suzuki doesn’t necessarily need to add one. They could change the gear ratios so that fifth gear behaves more like a sixth gear on the highway while maintaining a useful spread through the other four gears for off-road riding. The goal isn’t necessarily six gears; it’s having a high-speed gear that lets you get on the interstate without rattling the fillings out of your jaws while still having a good spread of gears to use off-road.

The Time is Now

Suzuki has traditionally been the reasonable, affordable choice. They may have been more aggressive on the performance edge in the past, but for the many years now Suzuki has been the budget-conscious decision with Japanese reliability. Budgets are getting tighter, and there is no doubt that I am the target use-case customer for the KTM 690 Rally. But I’m not the customer with the budget for that motorcycle. Suzuki could offer something much closer to my price range. Give me the legacy, trustworthiness and reliability of the DR-Z400 with the modern upgrades of the DR-Z4S, then give it some pavement chops so my adventure never ends.

That’s the pitch.

Suzuki, build us a 4-Strom.

Posted in Opinion | Tagged , , , , , , , , , , , , , | Leave a comment

Would a Ténéré 900 Redefine the Adventure Flagship?

Posted on September 18, 2026 by MotoADVR

After Yamaha teased a 3-beat heartbeat photo captioned “Redefine the standard”, rumors are circulating about he possibility of a Ténéré 900. On the heels of the Super Ténéré’s retirement, I’ve considered the possibility that Yamaha may legitimately launch a new Ténéré with its 3-cylinder CP3 engine from the Tracer 9. Yamaha’s CP3 has no shortage of fans and accolades; meanwhile, many Americans undoubtedly bemoan the “touring” capability of the Ténéré 700, considering our lust for more “power”. Dropping a 900 with dirt chops in a country densely populated with interstate freeways makes a lot of sense. However, what if Yamaha not only launches a Ténéré 900, but actually adopts a sub-1000cc motorcycle as its Adventure Touring Flagship?

The Super Ténéré had something of a cult following, and I think that’s because it filled a very specific niche. Yamaha gave riders a sensible alternative to the increasingly sophisticated and expensive adventure motorcycles coming out of Europe. BMW and Triumph had motorcycles that were arguably more exciting, more technologically advanced and, let’s be honest, better looking. The Super Ténéré wasn’t necessarily the motorcycle you bought because it was the sexiest thing on the showroom floor; you bought it because it made sense. With shaft drive, spoke wheels, and long-distance capability, it was competitive with Europe, but with Japanese reliability. Long Haul Paul put more than 70,000 miles on his whilst ignoring all routine maintenance outside of changing the oil. That motorcycle eventually accumulated something in the neighborhood of 200,000 miles and landed at the Barber Motorcycle Museum. That reputation is what creates a cult following. The Super Ténéré wasn’t perfect, but held its value and never quit.

Despite reliability, tastes shift and motorcycles grow old and stale. The Super Ténéré had become pretty dated by the time Yamaha finally discontinued it. Its last major update was over a decade ago, and the motorcycle was already carrying more weight than many of its newer competitors. If Yamaha wanted to continue competing in the 1200cc adventure segment, it might be time for a clean sheet. I’m not convinced Yamaha saw enough of market demand to justify doing that.

This is where I think the demographics of the motorcycle industry become important. I’ve written about this before, and I think the problem is accelerating. The motorcycle industry is getting older, and that creates some interesting consequences. The people who can afford expensive motorcycles are increasingly older riders, but those same riders are eventually going to start questioning whether they really want to manage a 600-pound motorcycle off-road. At the other end of the spectrum, younger riders are dealing with an entirely different problem: affordability.

That’s a pretty significant problem for a motorcycle manufacturer. If your growth depends on selling increasingly expensive motorcycles to an aging customer base, eventually you have to start asking yourself where the next customers are coming from. I don’t think this means the large adventure motorcycle is going away. There will always be people who want ADV Touring yachts. But I do think the industry has to recognize that bigger isn’t necessarily where the growth is going to come from.

BMW has done an excellent job of capturing the premium customer in the heavyweight adventure segment. If someone has the money to spend on an expensive adventure motorcycle and wants the biggest, most sophisticated machine they can buy, BMW makes a compelling argument. I’m not sure Yamaha is going to win that customer by building a new 1200cc motorcycle and trying to out-BMW the Bavarians. That’s not really ever been Yamaha’s niche.

When Yamaha introduced the T7, the adventure industry was still dominated by 1200s, with the middleweight segment firmly in the 800 range. Then Yamaha showed up with a 700 and, instead of apologizing for the fact that it was smaller, they demonstrated what you could actually do with a lighter motorcycle with Pol Tarress at the helm, taking the T7 to the limits of its capability. Instead of increasing horsepower and technology, the Ténéré 700 arrived with less tech and less weight, asking the question of whether riders actually need a bigger motorcycle. When the “Bike of the year” articles continued to be dominated by horsepower and tech creep, Yamaha went the other direction, and the industry changed.

Now take that philosophy and apply it to the 900cc CP3 engine. That’s where I think things get interesting. The Tracer 9 already demonstrates that Yamaha has a very capable 900cc-class triple that can deliver substantially more performance than the Ténéré 700. A Ténéré 900 could take that engine and build an actual adventure-tourer with it rather than engineering a new heavyweight twin with T7 vibes.

In my mind, that means something more street-oriented than the Ténéré 700. A 19-inch front wheel and 17-inch rear would make sense, with a “World Raid” trim available with a 21-18 combo for those inclined. Better wind protection, better highway comfort, and a more touring-oriented chassis would allow it to cover greater distance while still being perfectly happy on gravel and forest service roads. I don’t think Yamaha needs to make a T9 better off-road than the T7. It needs to be better at everything the 700 isn’t designed to do. That distinction is important because a Ténéré 900 isn’t replacing the 700; the two motorcycles should complement each other. The 700 remains the lighter, more dirt-oriented option, while the 900 could give riders more power, more creature comforts, with more capability for long-distance riding. That would also give Yamaha a motorcycle that appeals to the rider who likes the idea of an adventure motorcycle but truthfully spends more of their time on pavement.

Like the XSR 900 and MT-09, a Ténéré 900 puts Yamaha into direct competition with Triumph and their Tiger 900. Triumph has already demonstrated that there is a market for a middleweight adventure motorcycle that can do a lot of things well. In fact, I’d argue that the Tiger 900 is probably more relevant to Triumph’s adventure lineup today than their Tiger 1200. You simply don’t see as many 1200 Tigers in the wild. That’s anecdotal, but I think it illustrates something happening in the market. The middleweight adventure motorcycle isn’t necessarily a compromise anymore. It may actually be the sweet spot.

Yamaha has an opportunity to take that idea a step further. If they can put modern electronics, rider aids and touring features into a Ténéré 900 while keeping the price below comparable European motorcycles, they have a compelling package while playing to their strengths. A T9 would have enough engine to comfortably eat up highway miles, enough suspension and chassis capability to leave the pavement when the road gets interesting, and less weight than the big adventure motorcycles. Begging the question: Do I need 140-plus Horsepower?

There will always be people who want more power and another inch of suspension travel. That’s not going away. But I think there is a growing group of riders who are beginning to realize that more motorcycle doesn’t necessarily mean more enjoyment. In fact, for some riders, it means the opposite. This becomes particularly relevant as the motorcycle population ages. Eventually, the guy who has enough money to buy a 1300 GSA decides that he has the money but not the desire to pick it up when it falls over. 

That’s where I think Yamaha could again be ahead of the curve. I don’t think a Ténéré 900 would represent Yamaha giving up on what we’ve seen as a flagship adventure motorcycle. I think it’s Yamaha redefining what a flagship adventure motorcycle is.

For years, the motorcycle industry has treated displacement as a proxy for status. Bigger engines, more power, more electronic features, and naturally higher prices. BMW has shamelessly taken that philosophy to its extreme with their “Gelände/Straße” big-bore boxers. Is Yamaha again headed in the opposite direction?

If the Ténéré 900 becomes the flagship of Yamaha’s adventure lineup, I think it will symbolize something much bigger than the replacement of the Super Ténéré. It will mean that a major manufacturer believes a sub-1000cc motorcycle can be the premium choice in one of the few growing segments of the motorcycle industry. Post-2020, I think this is a big deal.

The Super Ténéré was the sensible alternative to the big European adventure motorcycles in its era. Maybe the Ténéré 900 will be the sensible alternative to the big European adventure motorcycles of today. If Yamaha can deliver the performance, technology and comfort people expect from a flagship while taking a significant amount of weight and cost out of the equation, I’m not sure they’re following the market. I think they’re leading it.

I want to reiterate that this is speculation on my part. I read the news, I watch what manufacturers are doing, I watch what riders are buying and I draw conclusions. Conclusions that could be blatantly false. But when I look at what Yamaha has already done with the Tracer 700, Tracer 9, and the Ténéré 700, considering the incredible success of the CP3 platform, and the direction I see the adventure market moving, a Ténéré 900 flagship makes a lot of sense. Both in terms of lighter being better, but also Yamaha being the tip of the spear.

History is littered with false prophecies, so I could be completely wrong. But Yamaha wants to throw down in the knobby 900 space… I’m here for it. Here are some photos of my buddy’s Tracer 9 with some AI Knobbies:

Posted in Opinion | Tagged , , , , , , , , , , , , | Leave a comment