Best Big-Bore Adventure 2023 Comparison

What makes a great adventure bike? That is a question that will elicit many different answers depending on who you talk to, where they are from, where they’d like to go, and what their tolerance for punishment is.

Are you aiming to tackle mostly rugged off-road terrain? Then a middleweight machine like the KTM 890 Adventure R, Yamaha Tenere 700, or Aprilia Tuareg 660, might be your best bet. Or are you more inclined to embark on long journeys featuring a mix of open highways and flowing gravel roads? Maybe a high-tech, big-bore adventure motorcycle will suit you better.

Big-bore adventure bikes tend to prioritise highway performance and long-distance comfort, while still maintaining a degree of off-road capability. They often feature the latest technology and safety equipment, and have great luggage capacity. This makes them a popular choice for globe-trotting adventure riders.

But there are so many options available to customers that it can be hard to choose the right bike for your personal taste, skill level, and intended purpose. Which brings us back to our question – what makes a great adventure bike? Let’s take a look at five of the best currently on offer to find out.

Picking our five contenders was made a little easier by the simple fact that there aren’t a lot of current motorcycles that are considered ‘big-bore’ adventure bikes.

While we didn’t have strict rules, we decided to stick to bikes that were above 1100cc in capacity and north of the $30,000 mark. Our five contenders were therefore easy choices as they all met those requirements comfortably.

For the above reasons, we chose to leave out the Japanese pair of the Honda Africa Twin and Suzuki V-Strom 1050DE. Both are excellent motorcycles, but they fall below 1100cc and, on average, are considerably cheaper than their European and American counterparts. In simple terms, they are in a slightly different category. Likewise, the iconic and ever-reliable Yamaha Super Tenere has been virtually unchanged for over a decade and didn’t quite fit into this comparison.

We also opted where possible for ‘premium’ variants of each model to ensure we tested all the whiz-bang features found on those up-spec versions, and we also tried to have them specced closely to how most people would buy them off the showroom floor.

The only other thing we requested was to have the bikes in off-road trim where possible, although Ducati’s only test unit at the time was fitted with road tyres and cast-alloy wheels. But we have previously tested the Multistrada V4 S with spoked wheels and adventure tyres, so we took that into account when judging the bikes.

To learn more about each bike, check out our previous in-depth reviews.

The most affordable bike in the comparison is the Tiger 1200 Rally Explorer, which checks in at $34,390 ride away. That price tag is impressive given that this is the range-topping variant in the Tiger 1200 lineup and comes with pretty much all features as standard. It is also the freshest bike of the bunch, having undergone an extensive overhaul in 2022.

At the other end of the spectrum is the Ducati Multistrada V4 S, which comes in at $38,100 ride away as tested. That price includes the optional $1700 Radar pack, which adds the brilliant active cruise control and blind spot detection features. There are also other variants of the Multistrada V4, with the bare-bones base version listed at $31,300 ride away, and the V4 Rally starting from $41,000 ride away. Depending on options, you can pay up to $48,100 for a V4 Rally.

The KTM 1290 Super Adventure R costs $36,760 ride away as tested but, without the optional Tech Pack, you can get it for $34,785. There is also a road-friendly S version which is cheaper again.

Harley-Davidson is the new kid on the block with the Pan America, but it will still set you back $35,990 ride away as tested. There is also a cast-alloy wheel version for just $33,990 ride away.

And finally, the BMW R 1250 GS Adventure – tested here in up-spec Rallye X trim – checks in at a roughly $37,000 ride away ($34,880 plus on-roads). The bare-bones bottom level GSA is a lot cheaper, but in order to get all the popular features, you’ll need to buy one of the available ‘packages’, like our Rallye X version.

All five motorcycles utilise unique engine configurations, but the one that arguably stands out the most is the V4 Granturismo engine of the Ducati. It puts out a whopping 170hp at 10,500rpm and 125Nm at 8750rpm, making it the most powerful bike in the comparison.

The KTM 1290 Super Adventure R is close behind with 160hp (117.7kW) at 9000rpm and 138Nm at 6500rpm from its 1301cc liquid-cooled V-twin, which the Austrian firm dubs the ‘Beast’. The BMW’s 1254cc boxer twin engine produces the least horsepower with 134hp (99.6kW) at 7750rpm, but it has the most torque with 143Nm at 6250rpm.

Triumph’s 1160cc three-cylinder Tiger 1200 engine makes 148hp (108.9kW) at 9000rpm and 130Nm at 7000rpm, while the 1252cc Revolution Max V-twin in the Harley Pan America is good for 150hp (110.3kW) at 8750rpm and 127Nm at 6750rpm.

Large-capacity adventure bikes are often fitted with the latest and greatest electronics and safety features. All five of our contenders are fitted with important safety equipment including cornering ABS, cornering traction control, hill-hold control, and cruise control, and all five feature comprehensive infotainment units and smartphone connectivity. But from there it begins to vary.

The Ducati might have the biggest price tag, but it’s also the most high-tech. The radar-driven active cruise control will likely become commonplace on all bikes of this calibre, but the Multistrada is currently the only bike of these five to offer the technology. It works quite well too and adds another level of safety on long highway hauls.

Triumph also offers a radar on the Tiger 1200, but it’s only for blind spot detection, while the Pan America also offers a unique point of difference with the industry-first adaptive ride height function. That tech helps the bike to lower when you come to stop, making it easier to dismount or get a foot down at the lights. Both the Triumph and Harley are comprehensive packages, although a quickshifter and heating are options on the Pan America.

BMW has opted not to include radar on the R 1250 GS, although it does feature on other BMW models and will almost certainly appear on the upcoming R 1300 GS. The Beemer is otherwise a comprehensive package in Rallye X trim, with all key features offered as standard.

At the other end, the KTM is perhaps the most basic of the bunch (which is saying a lot). It is the only bike of the five without semi-active suspension (although the S version does have it, as well as radar cruise control), while a quickshifter, Rally Mode, and motor slip regulation are all optional as part of the Tech Pack. Heated grips and seat are also optional. However, with all of that said, many riders may like the relative simplicity of the Super Adventure in the off-road settings it is designed for.

In the TFT department, BMW offers the most intuitive unit, with the clever navigation wheel making it easy to use on the fly. In contrast, the KTM is the most difficult to use, simply because there is no dedicated mode button and each parameter must be adjusted individually, rather than having all-encompassing ride modes like the other bikes. But the KTM does have custom quick-select switch and perhaps the best off-road settings of the bunch.

And sadly, none of these bikes offer Apple CarPlay or Android Auto, but BMW might just have that trick up its sleeve with the incoming R 1300 GS.

It’s hard to argue against the R 1250 GSA for pure long-distance comfort. It is the kind of bike that is so comfy you could almost fall asleep on it (but please don’t try that!). With a generous windshield, a 30L fuel tank, and large protruding cylinders, it provides a surprising amount of protection from the elements too. The Beemer’s heating is also best-in-class.

But the other four bikes are far from uncomfortable. Each of them has decent wind protection and practical riding positions that work well for both on- and off-road. The Triumph and BMW have the most comfortable riding positions, but the KTM has arguably the most practical. Taller riders might find they are reaching down on the KTM, but this becomes a positive when the terrain gets tricky.

If you’re a shorter rider (or just have short legs) then seat height might be an important factor for you. The Multistrada offers the lowest standard seat height at 840mm, but it is adjustable to 860mm. The Pan America might also favour the vertically challenged with an 850mm seat height (adjustable to 875mm). Surprisingly, the R 1250 GSA is the tallest at 890mm (adjustable to 910mm).

All five bikes have compatible OEM luggage options, though none of them come with bags or boxes fitted as standard. Other on-bike storage is also limited, but the KTM and Ducati both come standard with smartphone compartments that each have USB ports. Both are quite small though, and you’ll struggle to fit a larger iPhone in them (especially the KTM), but it’s better than nothing.

The Triumph and BMW clearly win in the fuel capacity stakes with 30L tanks, but longer range obviously comes with a price (and I’m not just talking about the exorbitant fuel prices). Both are big and heavy machines, although they still handle surprisingly well (as we’ll find out in a moment).

Up until now, the Tiger 1200 Rally Explorer has the slight edge on a pure value-for-money proposition but, once on the road, the KTM and the Ducati really make up ground.

It might seem obvious, but the Multistrada V4 S takes the cake for tarmac performance. The V4 engine is a beauty that tricks you into thinking you’re on a pure road bike, not a dual-sport. It has loads of torque right through the rev range, and never really leaves you wanting more.

The Duc handles beautifully too. It has nice weight distribution and tips in and out of corners with ease. Naturally, the 19-inch front wheel comes into play here, and helps with its agility and balance in the corners. The semi-active suspension works a charm, and the ride position allows you to tuck in and tackle twisty roads with a high degree of spirit.

And don’t think it’s just because of the cast-alloy wheels and road tyres either – the bike is still a hoot on the tar even with spoked wheels and adventure tyres.

While it might surprise some, the KTM was not far behind the Duc on the road, even despite employing a 21-inch front wheel. For an apparent dirt-focused machine, the Super Adventure R still goes hard on the tarmac. The 1301cc V-twin engine is an absolute monster and offers perhaps the most exhilarating ride of the bunch. You can’t help but smile when you open the throttle and feel the motor work its magic.

And despite its height and lack of semi-active suspension, it handles very well too. It is agile, and isn’t bothered by bumps, potholes, and other debris. The WP suspension is high-end and fully adjustable, and it could be argued that it doesn’t need electronic support.

The other three bikes are still great performers. The BMW’s big boxer engine creates a unique handling dynamic, but it is an acquired taste. Meanwhile, the Triumph and Harley both feel a little too big and heavy, but still turn well enough to satisfy most.

The Triumph three-cylinder engine is a nice unit and very refined, but it doesn’t quite offer the same level of excitement as the Ducati and KTM. The BMW boxer-twin is still decent enough, but it does feel a touch outdated compared to the others. As for H-D’s V-twin, there are no complaints – it is a solid unit and can be quite thrilling when you unlock the whole breadth of power available.

There are no prizes for guessing who wins here. The 1290 Super Adventure R was designed with off-road use in mind, and it delivers in spades. Everything from the power delivery and electronics to the ride position and suspension performance helps this bike perform exceptionally well off-road.

No, it doesn’t match its smaller and lighter cousin – the KTM 890 Adventure R – but in the realm of 1000cc-plus adventure bikes, it is unmatched. The WP suspension is excellent in rough terrain, and the solid level adjustability means you can tailor it to your own needs. The bike’s weight is kept low to the ground where possible and this helps with handling on technical tracks.

Throw in excellent ride modes (and yes, the optional Rally mode is well worth it), brilliant off-road ABS and traction control, and a robust and well-protected overall package, and it’s hard to argue against it as the most versatile bike of the group.

Triumph does come close to KTM territory with the new Tiger 1200 Rally Explorer platform, but it lacks the same level of suspension prowess and isn’t quite as nimble as the Super Adventure. Still, it is an impressive step forward for Triumph and shows that the British firm has some off-road tricks up its sleeve (as we’ll see with the upcoming motocross range). And it is no surprise that the Triumph and the KTM are the only bikes with 21-inch front wheels.

BMW’s R 1250 GSA is the old faithful of the group. It does everything it needs to and it is still a blast to ride around in the dirt. It perhaps falls behind the KTM and Triumph when the terrain gets really rough (due to the 19-inch front), but the majority of riders will not venture into that territory anyway.

The Ducati Multistrada V4 S is definitely a surprise package – when fitted with adventure tyres and spoked wheels, it is a capable off-roader. But, while it arguably matches the BMW, it does fall behind the KTM and Triumph in a few key areas. Firstly, there is no 21-inch front wheel, which makes a huge difference in rougher terrain. It also has considerably less suspension travel and less protection as standard. A new V4 Rally version has just arrived with increased travel and protection, but it sticks with the 19-inch front wheel. We are hoping to test that variant in the coming months.

Finally, the Harley-Davidson Pan America. Five years ago, the thought of a Harley adventure bike seemed crazy. And yet, here we are. There is no denying that the Pan Am is a serious competitor for the other five bikes. It ticks a lot of boxes and, after riding it for three days on the Cape York Peninsula last year, I can confirm that it is a truly capable adventure bike.

Of course, a 21-inch front wheel and more suspension travel would help, but it still performs valiantly off-road. It doesn’t come close to the KTM or Triumph in tougher terrain, but as a traditional dual-sport adventure bike, it is hard to knock. And the best part is that this is H-D’s first go at it. Imagine what will come next!

Picking a winner out of these five is a challenge, because each bike has its own unique strengths and weaknesses. There are a million different ways we could have judged the comparison and each way would have generated a different result.

For example, do we prioritise technology and comfort over performance? Is off-road ability more important than on-road ability? Do we focus on specifications? Or do we give points for pure fun factor and excitement?

In the end, it came down to the age-old debate of touring practicality vs outright ability. On one hand, the Triumph Tiger 1200 Rally Explorer offered a well-equipped adventure touring package for the best price, but on the other hand, the KTM 1290 Super Adventure R provided the best all-round performance and versatility. So who wins?

Well, we decided the pure exhilaration and ability of the KTM made up for any technology shortcomings. It resulted in the biggest smiles, and most of our test riders tended to gravitate towards it when it came time to swap bikes.

While it doesn’t quite match the Triumph on paper in terms of tech and pricing, in reality, it is a supremely capable, exciting, and no-fuss adventure motorcycle that will take you places where other bikes dare not go. And for that reason, it is a very deserving winner.

ENGINE
Type: Liquid-cooled, four-stroke DOHC, eight-valve 75-degree V-twin
Capacity: 1301cc
Bore x stroke: 108mm x 71mm
Engine management: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 160hp (117.7kW) at 9000rpm
Claimed maximum torque: 138Nm at 6500rpm

TRANSMISSION
Type: Six speed
Final drive: Chain
Clutch: Slipper

CHASSIS AND RUNNING GEAR
Frame: Chromium-Molybdenum steel trellis frame, powder coated
Front suspension: WP Xplor 48mm upside-down forks, fully adjustable, 220mm travel
Rear suspension: WP Xplor PDS monoshock, fully adjustable, 220mm travel
Front brakes: 320mm discs with Brembo four-piston radial calipers, ABS
Rear brake: 267mm disc with Brembo twin-piston caliper, ABS

DIMENSIONS AND CAPACITIES
Claimed dry weight: 221kg
Seat height: 880mm
Ground clearance: 242mm
Fuel capacity: 23L

OTHER STUFF
Price: $36,790 ride away as tested with optional Tech Pack
Warranty: 24 months, unlimited kilometres

ENGINE 
Type: Liquid-cooled, four-stroke, four-valves-per-cylinder, 90-degree, Granturismo V4 
Capacity: 1158cc 
Bore x stroke: 83mm x 53.5mm 
Compression ratio: 14.0:1 
Fuel system: Electronic fuel injection 

PERFORMANCE 
Claimed maximum power: 170hp (125kW) at 10,500rpm 
Claimed maximum torque: 125Nm at 8750rpm 

TRANSMISSION 
Type: Six-speed 
Clutch: Wet, multi-plate, slipper 
Final drive: Chain 

CHASSIS AND RUNNING GEAR 
Frame type: Aluminium monocoque 
Front suspension: 50mm inverted fork, Ducati Skyhook electronic adjustment, 170mm travel 
Rear suspension: Monoshock, Ducati Skyhook electronic adjustment, 180mm travel 
Front brake: Twin 320mm discs with radial-mount four-piston Brembo calipers, ABS equipped 
Rear brake: 265mm disc with twin-piston Brembo caliper, ABS equipped 
Wheels: Spoked – 19-inch front, 17-inch rear 
Tyres: Pirelli Scorpion Rally STR; front 120/70ZR19, rear 170/60ZR17 

DIMENSIONS AND CAPACITIES 
Claimed wet weight: 240kg 
Seat height: 840-860mm 
Wheelbase: 1567mm 
Rake: 24.5 degrees 
Trail: 102.5mm 
Fuel capacity: 22L

SAFETY AND TECHNOLOGY 
Cornering ABS, Ducati Traction Control, Ducati Wheelie Control, LED Daytime Running Lights, Ducati Brake Light, Ducati Cornering Light, Riding Modes, Power Modes, Hill Hold, Ducati Quickshift, Adaptive Cruise Control, Blind Spot Monitoring 

OTHER STUFF 
Price: $38,100 ride away as tested with optional Travel + Radar pack
Colours: Ducati Red or Aviator Grey (add $400) 
Warranty: 24 months, unlimited kilometres 

ENGINE
Type: Air/liquid-cooled, DOHC, eight-valve flat-twin
Capacity: 1254cc
Bore x stroke: 102.5mm x 76mm
Compression ratio: 12.5:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 134hp (98.6kW) at 7750rpm
Claimed maximum torque: 143Nm at 6250rpm

TRANSMISSION
Type: Six-speed
Clutch: Wet, multi-plate
Final drive: Shaft

CHASSIS AND RUNNING GEAR
Frame: Two-section frame, load-bearing engine
Front suspension: BMW Telelever, 210mm travel (GSA)
Rear suspension: BMW Paralever, 220mm travel (GSA)
Front brakes: Dual 305mm discs with radial-mount four-piston calipers
Rear brake: Single 276mm disc with twin-piston caliper

DIMENSIONS AND CAPACITIES
Claimed wet weight: 268kg (GSA)
Seat height: 890/910mm (GSA)
Wheelbase: 1504mm (GSA)
Fuel capacity: 30L (GSA)

OTHER STUFF
Prices: $34,880 as tested plus on road costs
Colours: Light White / Racing Blue Metallic / Racing Red
Warranty: Three-year/unlimited kilometres

ENGINE
Type: Liquid-cooled, DOHC, Revolution-Max 1250 V-twin
Capacity: 1252cc
Bore x stroke: 105mm x 72mm
Compression ratio: 13.0:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 150hp (110.3kW) at 8750rpm
Claimed maximum torque: 127Nm at 6750rpm

TRANSMISSION
Type: Six-speed
Clutch: Wet, multi-plate
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame type: Stressed-member, high strength low alloy steel trellis frame; stamped, cast, and forged junctions; MIG welded; aluminum forged mid-structure
Front suspension: Linkage-mounted monoshock with automatic electronic preload control and semi-active compression & rebound damping, 191mm travel
Rear suspension: Linkage-mounted Showa monoshock with automatic electronic preload control and semi-active compression & rebound damping, 191mm travel
Front brake: Dual 320mm discs with four-piston caliper, ABS equipped
Rear brake: Single 280mm disc with single-piston caliper, ABS equipped
Wheels: Cast aluminum – 19-inch front, 17-inch rear (laced wheels optional)
Tyres: Michelin Scorcher Adventure

DIMENSIONS AND CAPACITIES
Claimed wet weight: 258kg
Seat height: 830-875mm (optional low and tall seats available)
Wheelbase: 1580mm
Rake: 25 degrees
Trail: 108mm
Fuel capacity: 21.2L

OTHER STUFF
Price: from $35,990 ride away as tested
Colours: Vivid Black (standard), Deadwood Green (optional), Gauntlet Grey Metallic (optional), Baja Orange/Stone Washed White Pearl (optional)
Warranty: 24 months, unlimited kilometres

ENGINE
Type: Liquid-cooled, 12-valve, DOHC, in-line 3-cylinder
Capacity: 1160cc
Bore x stroke: 90.0mm x 60.7mm
Compression ratio: 13.2:1
Fuel system: Multipoint sequential electronic fuel injection with electronic throttle control 

PERFORMANCE
Claimed maximum power: 148hp (108.9kW) at 9000rpm
Claimed maximum torque: 130Nm at 7000rpm

TRANSMISSION
Type: Six-speed
Clutch: Wet multi-plate, slip assist
Final drive: Shaft drive

CHASSIS AND RUNNING GEAR
Frame: Tubular steel frame, with forged aluminium outriggers, fabricated, bolt-on aluminium rear subframe
Front suspension: Showa 49mm, semi-active damping USD forks, 220mm travel 
Rear suspension: Showa semi-active damping monoshock, with automatic electronic preload adjustment, 220mm wheel travel
Front brakes: Brembo M4.30 Stylema monoblock radial calipers, OC-ABS, twin 320mm floating disks, Magura HC1 span adjustable radial master cylinder with separate reservoir. 
Rear brake: Brembo single piston caliper, OC-ABS, single 282mm disk, rear master cylinder with remote reservoir 
Tyres: 90/90-21 front, 150/70R18 rear, Metzeler Anakee Wild

DIMENSIONS AND CAPACITIES
Claimed dry weight: 249kg
Seat height: 875/895mm
Wheelbase: 1560mm
Fuel capacity: 30L (Explorer)

OTHER STUFF
Price: $34,390 ride away as tested
Colours: Snowdonia White, Sapphire Black, and Matte Khaki
Warranty: 24 months/unlimited kilometres