Way back in the early days of 2017, I went to the International Motorcycle Show to see the new Royal Enfield Himalayan in the flesh. The Himalayan premiered internationally in 2016 but wasn’t available in the U.S. until 2018. On the heels of the global Himalayan reveal, BMW and Honda both brought new lightweight adventure models to the EICMA show in Milan, Italy; the 310GS and CRF250L Rally respectively. Kawasaki also came on the scene with the new 300 Versys-X that same year. Honda was offering the CB500X in an “adventure touring” trim with dual 17-inch wheels at the time, but apparently got the message in 2019, deciding to install a 19-inch hoop on the front instead.

The second wave

In 2020 KTM launched the 390 Adventure based on their 390 Duke. With cast wheels (until just recently) and a few more El Bees, some made the argument you could do the same kind of riding on the Duke and save a few pennies. I saw a few 390s in the wild, but from my vantage point, it seemed most of these bikes were pavement-locked and were beginning to accumulate on the used market last year.

Honda saw fit to bump their 250 engine to 300 in 2021 (286cc), gaining parts from the CBR300R that got that treatment back in 2015. However, aside from the Himalayan getting a minor refresh in ’21 this segment remained mostly unchanged. “Global affairs” of the time undoubtedly stalling progress.

Giving the people what they want

When the Himmy first landed in the U.S., many critics said it had 400cc displacement with 250 power. In 2024 Royal Enfield fired back with an all-new liquid-cooled 450 Himalayan. CF Moto launched the new twin-cylinder Ibex 450, and Kove released the new street-legal 450 Rally the same year (both available in the U.S. today). Last week, KTM announced official pricing for the all-new 390 Enduro, Adventure X, and Adventure R models, boasting less weight, lower price, and better off-road chops. In the twenty-teens adventure aficionados bemoaned high weights and low power; it seems today much more capable machines are landing on U.S. shores.

Forces of Evolution

Long-time readers know I have a soft spot for the Himalayan 410. Had it, or the 450 for that matter, landed a year earlier, I could easily have had either in my garage today. As a 5’10”-175 lb. American, the Himmy 410 ergo’s are the most comfortable ADV bike I’ve ever sat on. At $4500 the Himmy was a steal in 2018, however, it received accurate criticism regarding quality and performance. KTM’s first generation 390 Adventure faced similar dissatisfaction, especially in the shadow of the Tenere 700, a better bike in almost every way for $2500 more.

Some would suggest that this was the trickle-down effect of emerging technology, both in terms of cost and features. With that, others would suggest this is simply the fleshing out of the segment from the brands. While I certainly believe that is true, I think it’s worth pointing out additional market forces. Riders like Pol Tarres have unquestionably proven the capability of adventure motorcycles. The off-road allure is catching the eye of more and more East Coast riders; a place that requires more pavement riding between forgotten trails and county roads. Younger riders are anxious to dip their toe in the ADV pool, but middleweight prices are moving out of reach.

At the same time, more and more Boomers are reaching their final bike purchase; coincidentally recognizing these adventure bikes are heavy. Older riders want to stay in the segment but recognize their limitations. The marketing and generational forces are likely facing significant pricing headwinds due to economic contraction and more stringent borrowing conditions. Recent news of KTM is a stark reminder of this truth. Unquestionably they’ve made bad decisions, but I’ll wager this is the symptom of the overall problem, not just an outlier.

The causes of these circumstances will be speculated for many years. Ultimately it’s evident that there is now sufficient demand for sub 400-pound, lower displacement motorcycles, with adventure creature comforts, upspec suspension, and dirtworthy wheels at an affordable price.

What does the future hold?

Last week a digital rendering of a Hero Motorcycles “Xpulse 421” circulated around the moto news outlets. As I’ve mentioned, considering Royal Enfield’s growing presence and Bajaj’s cooperation with KTM, I expect to see more evolution emerging from India. This tease from Hero, on the heels of the 2023 Dakar victory, is more evidence to that point.

Looking at more established brands, BMW pulled the cover off an extremely fleshed-out and apparently capable 450 GS concept last fall. Kawasaki teased a new addition to the adventure space at EICMA; showing mostly forks and a 21-inch wheel, just enough engine poked through the display to reveal twin exhausts. The teaser also included the words “Life’s a Rally. Ride it. KLE Est. 1991”. Is the Green Monster hearkening back to the KLE500 or is this a Rally-ized new Versys 650?

I’d be remiss not to point out Triumph’s diminishing presence in the dirt-worthy ADV space. This year Triumph cut the Tiger 900 “Rally” back to a single offering; the sub-1000cc Tigers are now offered in mostly “ADV-Touring” trims. Considering the new success of the Scrambler 400, I have a strong suspicion we’ll see more sub-700 offerings from the Brits; hopefully a Tiger Cub among them.

In the last ten years, we’ve seen significant evolution in weight reduction, technology, and capability in the middleweight ADV space. It seems the lightweight class is receiving similar treatment. Meanwhile, I suspect we’ll see more conservative tech, and significant outsourcing in the interest of offering affordable pricing. If true, the most aggressive off-road adventurers and the most budget-conscious buyers both win.