Small-Displacement ADV Shootout
Adventure bikes dominate today's market. They’re hugely popular, even among riders who may not recall the bikes’ origin in the early Paris-Dakar Rally.
The core traits that helped those machines survive grueling marathon stages—such as powerful engines, a rugged chassis, high-end comfort, and bulletproof reliability—still define the category today. But modern ADV bikes can also offer sporty handling on the road while evoking that sense of boundless adventure.
Some of them excel off-road, others prioritize pavement, but most deliver strong performance across varying terrains. The original 1970s desert sleds were mostly lightweight singles, whereas today's lineup spans from single- to four-cylinder powerplants, with displacements topping 1300cc and performance at 170 hp.
Large, rugged adventure bikes have attracted many customers with little off-road experience. Frankly, they may never really have intended to venture into challenging terrain with such heavy motorcycles.
For many of these riders, smaller models are now becoming the first choice. Their significantly lower weight allows for greater freedom off-road without constant concern about expensive repairs if the machine should tip over. In most cases, their 48-hp output is sufficient for on- and off-road exploration, while at the same time offering better fuel efficiency and easier maintenance.
These four test bikes showcase distinct personalities. The Honda NX500 leans toward daily commuting, the KTM 390 Adventure R flaunts rally-bred DNA, the Suzuki DR-Z400 thrives on sporty thrashing, and the CFMoto Ibex 450 blends them all most effectively.
Powertrains
Suzuki updated the single-cylinder DR-Z400 mill, introduced in 2000, to meet current emissions rules, keeping its five-speed gearbox. The 398cc thumper now makes 38 hp in its 335-pound package.
KTM's 390 Adventure R pushes harder at 45 hp but tips the scales at 388 pounds dry.
The other two contenders run twin engines. CFMoto's 449cc in-line two in the Ibex 450 features a 270-degree crank for smooth delivery and characterful growl, pumping out 42 hp with a dry weight of 386 lbs. Honda sticks to tradition in the NX 500 with 180-degree timing for even firing and refined running, yielding 48 hp from its 400-pound platform.
CFMoto Ibex 450
The CFMoto Ibex 450 was launched in 2024 to mark the Chinese brand's 35th anniversary. It delivers a relatively lightweight and rugged alternative to big-displacement adventure bikes.
The Ibex pairs quality components from trusted suppliers with a fun-focused layout that shines both on- and off-road. The twin-cylinder engine—shared with the sporty NK and SR-CF450 siblings—has been retuned for the adventure application, with tweaks to valve timing, airbox, and exhaust that boost midrange torque.
At 42 horsepower and 32 lb-ft of torque, the CFMoto is not the most powerful machine in the comparison test, but it nevertheless felt quite stout in the mid-range. Our dyno test confirmed a strong output below 7,000 rpm—although it tends to fade a bit at redline.
Suspension is supplied by Kayaba, with 7.9 inches of travel front and rear. The 41mm upside-down fork is adjustable for preload and compression, while the rear shock also allows for rebound damping adjustment.
The bike rolls on 21/18-inch spoked wheels, and the brake system is provided by J.Juan with the option to switch off the ABS. A 4.6-gallon fuel tank promises a solid range.
In the saddle, the CFMoto impressed me with well-thought-out ergonomics. The comfortable, narrow seat lets shorter riders touch down confidently, and the seat height can be adjusted between 32.3 and 31.5 inches via the lower shock absorber mount.
The bike has a traditional tubular steel main frame and a bolted-on subframe, with the down tubes wrapping around the engine.
At just 386 pounds (without fuel), the Ibex felt nimble and predictable on the move. It’s one of the lightest in its segment with a twin-cylinder engine. The Kayaba suspension offered great sensitivity and progression, keeping the bike planted whether I was railing twisty roads or charging dirt tracks.
A small, hand-adjustable windscreen provides decent protection, and the crisp TFT display is a breeze to read. Sporty road braking lacked some initial bite (which helps off-road), but highway stability was very good, thanks to the long wheelbase and balanced geometry. As a nice touch, the Ibex has dedicated handlebar switches to disable rear ABS and traction control.
The CFMoto Ibex 450 makes affordable adventure riding a no-brainer, blending a peppy engine, sorted chassis, and a wallet-friendly price.
2026 CFMoto Ibex 450
Distributor: CFMoto
MSRP: $6,499
Engine: 2-cylinder, liquid-cooled, DOHC, 270° crank
Displacement: 449cc
Power: 44hp @8,500rpm; 32.5lb-ft @6,250rpm
Transmission: 6-speed, wet, multi-plate, CF-SC slipper clutch, chain final drive
Weight (Dry): 386lbs
Seat Height: 31.5-33.3in
Fuel Capacity: 4.6gal
Color: Zephyr Blue, Tundra Gray
KTM 390 Adventure R
The KTM 390 Adventure debuted in 2020 and quickly stood out as one of the most technically advanced choices in the small-displacement ADV bike class. However, with its Duke-based chassis, the ergonomics and suspension setup were never quite dialed in for adventure use.
KTM has now addressed these issues with the new generation 390 off-road family, which features a completely new design and includes Supermoto, Enduro, and Adventure models. The latter is available as Adventure X with 19/17-inch cast wheels for more road-focused rides, or with 21/18-inch spoked wheels as the R model for riders who spend more time off-road. I took the latter for a spin.
Power still comes from a 390cc single, but the engine benefits from a redesigned cylinder head and revised transmission, intake, and electronic fuel injection, along with a new underfloor exhaust.
The R version represents a big step forward in suspension performance, using fully adjustable WP Apex components with about 9 inches of travel at both ends. The cockpit features a new 5-inch TFT display with smartphone connectivity and a full suite of modern rider aids, including lean angle-sensitive traction control and an off-road ABS mode.
Ergonomics are finally right: the tall seat, the footpeg placement, and the handlebar position made it easy to switch between seated and standing positions. The bike felt natural and easy to control when riding on the pegs.
However, on longer highway stretches, the firm, narrow seat became a bit uncomfortable. The TFT can be hard to read at a glance because the numbers are small. Surprisingly, there’s also no proper fuel gauge, just a low-fuel warning light.
On pavement, the KTM’s sporty DNA came through clearly, with a very agile, responsive chassis that encouraged a brisk pace. KTM has drawn from its rally racers a trellis frame without lower rails, plus a bolted-on subframe made of steel tubes.
The engine delivered solid performance for its size but prefers higher revs and rewards active use of the gearbox. A major bonus in this class is that KTM includes its Quickshifter+ as standard equipment, allowing clutchless shifting for quicker, smoother gear changes.
The suspension worked well in most conditions and really shines off-road, where it offered impressive stability and confidence at speed. The trade-off is that the setup is a bit on the firm side for street use, so comfort suffered on rough pavement.
Brakes were well matched to off-road riding, with a good feel and the possibility to switch off the ABS, though a bit more initial stopping power would have been welcome on the street.
Overall, the new KTM 390 Adventure R leans even more toward a sporty off-road character than its predecessor. It is a great choice for riders who want a relatively light and adult adventure bike with very few compromises once the pavement ends.
2026 KTM 390 Adventure R
Distributor: KTM North America
MSRP: $7,699
Engine: 1-cylinder, 4-stroke, liquid-cooled
Displacement: 398.7ccPower: 45hp @8,000rpm; 29lb-ft @7,000rpm
Transmission: 6-speed, wet, multi-plate, chain final drive
Rake/Trail: 27.1°/4.3in
Weight (Dry): 364lbs
Seat Height: 34.25in
Fuel Capacity: 3.78gal
Color: white/orange, orange
Honda NX500
The Honda NX500 succeeded the CB500X in 2024. Honda revived the NX name—last seen on the legendary Dominator—to honor its adventure heritage under the New X-Over banner.
The bike keeps the same core platform as the CB500X but sheds 6.6 lbs through tweaks like lighter cast wheels. For the chassis, it sports a tubular steel frame with a bolt-on subframe and exposed engine.
The Showa suspension tuning has been refined for better feel, while the parallel-twin engine has received minor adjustments to meet new emission legislations. New for 2026 is the Honda Selectable Torque Control (HSTC) traction control system, switchable via a handlebar button.
This 471cc engine runs butter-smooth with linear power that's inviting for all skill levels. It delivered even torque across the rev range and stellar efficiency—real-world tests show over 58 mpg for a range exceeding 250 miles on its 4.7-gallon tank.
The 5-inch TFT display is sharp, glare-free, customizable, and integrates the RoadSync connectivity system.
Hop on, and you're instantly at ease. Honda's hallmark—a well-balanced package of power, chassis characteristics, and comfort—shines through.
The NX500 boasts the segment's strongest front brakes with its dual 296mm Nissin discs. With a 32.5-inch seat height, the narrow shape of the cushion lets most riders find a confident and firm footing.
Ergonomics promoted a relaxed posture with solid wind protection that was perfect for crossover duty. Even motorcycle license newbies will feel right at home.
On the road, the NX500 felt significantly lighter despite its 400-pound weight. The bike showed outstanding handling in city traffic and secure performance on winding roads, building a high level of confidence.
The Showa suspension components provided a lot of stability and precision on tarmac, but were less suitable for off-road riding. Considering the 19-inch front wheel, the alloy rims, and the low ground clearance, the NX’s off-road capability is limited to simple unpaved paths. In this case, the traction control can be turned off, although unfortunately the rear ABS cannot be deactivated.
The Honda NX500 excels as a versatile daily bike. It’s frugal and friendly for commutes, sporty on backroads, and with just enough oomph for easy gravel road jaunts.
2026 Honda NX500
Distributor: American Honda Motor Co.
MSRP: $6,899
Engine: parallel-twin, 4-stroke, 2-cylinder, liquid-cooled
Displacement: 471ccPower: 47.6hp @8,600rpm; 31.7lb-ft @6,500rpm
Transmission: 6-speed, wet, chain final drive
Rake/Trail: 27°/4.3in
Weight (Dry): 400lbs
Seat Height: 32.8in
Fuel Capacity: 4.7gal
Color: Pearl White
Suzuki DR-Z4S
The Suzuki DR-Z4S revives the hugely successful dual sport DR-Z400 with a ground-up redesign. The Japanese brand went beyond cosmetic updates while preserving the legendary lightness and bulletproof reliability that made the original a hit.
The 398cc single-cylinder engine now features titanium intake valves, dual spark plugs, and electronic ride-by-wire fuel injection. This enables the Suzuki Intelligent Ride System (SIRS) to offer three riding modes, gravel-specific G traction control, and fully switchable ABS.
A new KYB setup delivers 11 inches of front travel and 10.9 inches in the rear, which would suit an Enduro competition bike more than an adventure bike. The design stays true to the DR-Z's classic lines but gets a modern edge with full LED lighting.
The DR-Z4S also employs a classic chassis setup: central tube, lower rails, and an aluminum rear subframe. The 36.2-inch seat height looks intimidating, but ample negative travel and a slim tank make it manageable for average riders.
On pavement, the bike was nimble with a vibration-free, ultra-smooth engine and eager response. But low-rpm lugging in top gear felt jerky (a rubber rear hub damper would help), and you'll miss a sixth gear on the highway.
In the dirt, the DR-Z4S is in its element. Ride mode A unleashed precise power for pinpoint drifts. Low-speed tech sections exposed long first and second gears and middling midrange punch. The slick Suzuki gearbox and clutch performed excellently.
As I mentioned, the soft KYB fork would suit easy enduro riding more than racing. You can skip rode modes B and C, as the output was really disappointing.
On single tracks and twisty dirt roads, the Suzi will smoke rivals thanks to the low weight and razor-sharp handling, which make it a better-balanced bike than bigger-displacement thumpers. Nevertheless, a little more punch would be great to shoot the bike out of berms and ruts.
The DR-Z4S’ off-road focus means pavement compromises. It’s less stable than twin-cylinder adventurers, the firm seat’s sharp edges result in fatigue on long rides, there’s no wind protection, and the range is limited by the 2.4-gallon fuel tank.
At a premium price, the DR-Z4S justifies itself as a lightweight "sporty all-rounder" or the almost perfect dual sport bike if dirt fun prevails over highway comfort.
2026 Suzuki DR-Z4S
Distributor: Suzuki Motor USA
MSRP: $9,299Engine: 1-cylinder, 4-stroke, liquid-cooled, DOHC
Displacement: 398ccPower: 38hp @8,000rpm; 27.3lb-ft @6,500rpm
Transmission: 5-speed, wet, multi-plate, chain final drive
Rake/Trail: 27.5°/4.25in
Weight (Dry): 333lbs
Seat Height: 36.2in
Fuel Capacity: 2.3gal
Color: Champion Yellow, Solid Special White, Solid Iron Gray
Wrap-up
The 2026 Suzuki DR-Z4S stands out as the sportiest in the segment. Almost race-ready, it's the ultimate classic dual sport bike for legally riding to off-road playgrounds.
Its high ground clearance conquers obstacles, thriving on flowing singletracks and twisty gravel. It's no highway tourer, though, as seat comfort and wind protection fall short, and the pillion perch won't last long trips. Also, the price tag is more than hefty!
The 2026 KTM 390 Adventure R packs solid off-road chops, too, but trails the lighter Suzuki in tight woods. The Austrian bike offers superior long-haul comfort on gravel or pavement with higher peak power, but its narrow powerband demands frequent shifting. It’s not really a bargain, either.
The 2026 Honda NX500’s cast alloy wheels scream "crossover tourer" over dirt warrior. This machine craves pavement. Despite the weight, it handles precisely with great comfort.
On gravel sprints, let the others kick up dust first. The NX500 will summit the mountain pass, just slower. I’d say it’s reasonably priced.
Last but not least, the 2026 CFMoto Ibex 450 performs equally on and off the road, with a bias on touring. It strikes a good balance for commuters, long-distance riders, or two-up duty. The twin purrs smoothly on asphalt but lacks the low-end grunt of singles in dirt. It’s probably the best deal for the money to get a bit of everything.