A mystic combination of dual sport and cruiser, with a little bagger sprinkled in for good measure, adventure bikes are the ultimate Swiss army knife of motorcycling. Beyond the ability to make long treks comfortably, a good ADV bike has enough dirt prowess to tackle gravel roads and fire lanes, all without sacrificing its street manners for average city commuting.
But if you’re light on riding experience, there’s nothing attractive (or appropriate) about a bulky 600-pound machine with a 35-inch seat height. To quote the internet, you’re gonna have a bad time. Making adventure bikes more accessible means dropping seat height, ccs and some serious heft, and, thankfully, we’re seeing more and more options in this category. If you’re pretty green in the saddle and interested in the ADV lifestyle, these five bikes from 300 cc to 400 cc are worth considering.
Royal Enfield Himalayan Air-cooled and affordable, Royal Enfield’s Himalayan goes 100% against the grain of conventional ADV wisdom, but hey, that can be a good thing. Staking its claim in the market with mechanical simplicity and rugged, military-esque charm, the Himalayan is one of the most affordable ways to get off the beaten path.
Equipped with a large 4-gallon fuel tank, an engine skid plate and racks front and rear, the Himalayan certainly looks the part. The tall front windscreen fronts a combination of analog and digital gauges, including Royal’s Tripper navigation system, which is based on Google Maps. A wide seat accommodates you and a passenger, and the meaty racks allow you to clamp on auxiliary fuel tanks, gear bags and most anything else you could need.
A fairly basic machine mechanically, the Himalayan is based on the same steel tube chassis and 411 cc engine as the Scram 411. Power output from the fuel-injected, air-cooled single is a modest 24 hp through a five-speed transmission. The Himalayan also shares the majority of its suspension with the Scram, albeit with a small uptick in travel at 7.9” from the non-adjustable 41 mm telescopic fork, and a preload-adjustable rear monoshock provides 7” of travel.
The low 31.5-inch seat height and simple, air-cooled mechanicals make the Royal Enfield Himalayan a pretty accessible machine, and the dual-channel ABS allows users to switch off the rear ABS for fun in the dirt. While the bike’s a little heavier than it should be at 439 pounds, it’s certainly light on the wallet at $5,449. [Royal Enfield]
Honda CRF300L Rally Introduced back in 2020, Honda’s CRF300L built on all the strengths of the 250L, and made an effort to supply the increase in power we begged for. While it’s no powerhouse at 27 hp, the base 300L is a great beginner machine, and is as easy to ride and reliable as they come. Boasting a larger fuel tank and Dakar-inspired windscreen and plastics, the CRF300L Rally offers a few functional improvements for longer days in the saddle.
For what it is, the standard 300L is a pretty good looking bike, and even more so with the Rally. You could blend in with most any ADV crowd, and your average passerby won’t guess that your machine retails for a fraction of the others. Underneath its racy skin, the Rally is almost entirely based on the regular 300L’s mechanicals.
The Rally’s specs are unchanged for 2023, offering the same steel semi-double cradle chassis, 286 cc DOHC single and 21F/18R wheel combo. The 300L’s non-adjustable inverted fork and preload-adjustable Pro-Link rear provide a surprising 10.2” of travel, but is known for being a bit on the soft side. Even so, the 300L Rally is clearly one of the most capable bikes in the class off-road.
For longer trail days, Honda increased fuel capacity from 2.1 to 3.4 gallons on the Rally, and installed a larger 296 mm front brake disc. A frame-mounted windscreen, more enclosed bodywork and standard hand guards offer more protection and boost the 300L’s ADV cred.
In Rally trim, the 300L is a little taller in the seat at 35 inches and a bit heavier at 331 pounds, which makes the bike a little tall for shorter riders, but certainly not heavy. At $6,149, the Honda CRF300L Rally sells at a $750 premium over the standard 300L. [Honda]
Kawasaki Versys-X 300 Not to be left out of the micro-adventure segment, Kawasaki’s Versys-X 300 borrows its soul from the successful Ninja 300 sport bike. Sporty and affordable for the class, the Versys-X 300 entices riders to team green with rev-happy performance, sharp looks and a low, comfortable seat for long-haul riding on the cheap.
In its price bracket, Kawasaki’s 300 competes mostly with single-cylinders, and its 296 cc parallel-twin gives it a solid advantage at 40 crank hp. Sourced from the Ninja 300, it comes as no surprise that peak hp comes in north of 11,000 rpm, which makes the Versys a thrill in the twisties.
For adventure duty, the Versys-X is fit with frame-mounted windscreen and fairing, a big 4.5-gallon tank and a rack out back for tying down travel accessories. The seat is wide and comfortable for two, and sits low at just 32.”
While it excels on pavement, the Versys-X leaves a bit on the table for off-road use. Its telescopic front fork is good for 5.1” of travel, and the preload-adjustable monoshock out back returns 5.8.” The stock rubber is more at home on tarmac than gravel, and the 19F/17R wheel combo isn’t as inclined to tackle larger obstacles.
Offering rev-happy acceleration and enough comfort for longer excursions, the Kawasaki Versys-X 300 is an intriguing buy at just $5,899 (add $200 for ABS). [Kawasaki]
BMW G 310 GS BMW went all in on the 300 cc class back in 2017 with the launch of the G 310 R and G 310 GS models. Designed by BMW and manufactured by TVS in India, both bikes are very affordable for the marque, but have totally different characters. While the 310 R keeps things tight on the pavement, the 310 GS lets its hair down, and is ready for spontaneous offshoots on all sorts of terrain.
The G 310 GS is based on the same steel tubular frame and 34 hp, 313 cc DOHC single as the 310 R, along with the six-speed transmission and slipper clutch. Both bikes have pretty much the same fuel tank, seat and upright ergonomics as well. But from here, the bikes start to diverge.
To start, the GS has less aggressive rake for more cruising stability, and makes the jump to a 19-inch front wheel as well. BMW also cranked an extra 1.5” of travel into the 41 mm inverted fork, and an extra 2” in the preload-adjustable rear shock. From there, the GS is fit with the requisite chassis-mounted ADV bodywork, rear luggage rack and a different skid plate. In full kit, the 310 GS weighs 386 pounds at the curb.
Given its close relation to the 310 R, and its street-oriented rubber, the 310 GS registers a little lighter on the ADV spectrum than some of its competitors. Its character is really that of a commuter and urban explorer, that can go from city streets to gravel roads all day long. If that’s your jam, you’ll find the BMW G 310 GS to be an attractive prospect at just $5,890. [BMW Motorrad]
KTM 390 Adventure Team orange is well-known for its off-road prowess, so when KTM announced a light ADV bike based on the 390 Duke, we knew it was sure to shake things up in the 300 cc segment. In true Austrian fashion, the 390 Adventure boasts class-leading power, killer looks and (finally) spoked wheels.
The 390 Duke’s trick steel trellis frame and 373 cc DOHC single (manufactured by Bajaj Auto in India) form the basis of the 390 Adventure. Rated at 43 hp, KTM’s 373 continues to be a dominant force in the 300 cc segment, and a six-speed with a slipper clutch helps you make the most of it.
As per usual, WP Apex suspension systems are used front and rear, with a preload and rebound-adjustable monoshock in the rear, and a non-adjustable inverted front fork with a more relaxed 63.5-degree steering angle. Travel comes in a little lighter than we’d expect at 6.7” in the front and 6.9” in the rear, but travel isn’t everything, and WP’s products are proven performers.
Gearing up for the trails, the 390 Adventure gets a minimalist front fairing with LED lighting and a windscreen, a 3.8-gallon fuel tank and an engine skid plate. Bosch Cornering ABS comes standard, and an engageable off-road mode turns off the rear ABS and reduces it in the front. For 2023, the 390 Adventure upgrades to spoked wheels, 19F/17R, and Continental TKC 70 tires provide a nice balance between dirt and tarmac.
More aggressive, and pricier at $7,399, the KTM 390 Adventure pushes the entry-level ADV market as we’d expect KTM to do. If you can stomach the MSRP, the bike is still super accessible, weighing 371 pounds with a 33.6-inch seat height, and is sure to return years of enjoyable performance. [Rudi Schedl & KISKA GmbH, KTM]