Top 12 Open-class ADV Bikes 2025

Hit the open road, or head off of it—these machines do it all in comfort.

Open-class adventure bikes can take you to amazing places in unbelievable comfort.BMW

The open-class adventure-bike segment is one of the most popular classes in motorcycling, and for good reason. The adventure bike has become the do-it-all machine: capable on mixed surfaces, excelling at touring, and holding its own on a twisty backroad. The bikes on this list exceed 1000cc and are designed for equal parts on-road, off-road, and long-distance travel. There are lighter, more off-road-worthy options available from many manufacturers, but these bikes are for the globetrotters, who care as much about long-distance comfort as off-highway manners. If you want a motorcycle that can transport you from Anchorage to Cabo in comfort, all of these would be worthy options.

Every bike here either comes with luggage, or can be fitted with optional accessory bags, has a full suite of rider aids, and has provisions for fine-tuning rider comfort. We’ve also selected motorcycles that can be fitted with a wide range of dual-purpose or aggressive knobby tires for off-highway exploration.

BMW’s 2025 R 1300 GS.BMW

2025 BMW R 1300 GS | Starting at $19,945

If there is a bike that can be credited with the creation of the modern adventure bike, it’s the BMW GS. Ever since that original R 80 G/S got things rolling, BMW has been a leader in refining the concept, not only in terms of what an adventure bike should be, but pushing the boundaries of what it can be. This latest iteration of the bike has taken a huge leap forward when compared to the gradual evolution of the last 20 years. Not only is the 1300cc boxer engine that powers the R 1300 GS a huge step forward, but the chassis and electronics package have forged ahead as well. The new engine is not only larger in displacement, but it is more compact as the transmission is now mounted under the engine instead of behind it. Power jumps to a claimed 145 hp at 7750 rpm, while torque is rated at 110.0 lb.-ft. at 6500 rpm.

The GS has a completely new chassis compared to the previous generation. The steel-sheet main frame uses the engine as part of the structure, while a trellis subframe is constructed of aluminum. BMW’s third-generation Evo Telelever suspension is used up front, while the Evo paralever shaft drive/swingarm is used at the rear. Buyers can tick the options box for Dynamic Suspension Adjustment (DSA) electronic suspension and adaptive vehicle height control. A full suite of rider aids includes four ride modes, Dynamic Traction Control (DTC), BMW Motorrad Full Integral ABS Pro, Hill Start Control (HSC), Dynamic Cruise Control (DCC), Engine Drag Torque Control (MSR), and a ton of rider convenience features.

Where does the standard GS fit in? It’s arguably the most well-rounded ADV out there when you balance power, handling, touring amenities, weight, and features. And that shouldn’t be a surprise as BMW has been refining and fine-tuning this platform for decades.

Locked and loaded on the R 1300 GS Adventure in Spain.BMW

2025 BMW R 1300 GS Adventure | Starting at $22,745

Like the standard R 1300 GS above, the GSA is all-new from the ground up and was released a year after that model. There are quite a few differences between the GS and GS Adventure. Whereas the GS is a more capable motorcycle for off-highway riding, the Adventure model was designed to crush long distances on a variety of terrain. Key to that goal is a 7.9-gallon fuel tank (compared to 5), longer-travel suspension at 8.3 inches front and 8.7 rear (compared to 7.5 inches and 7.9 inches), while the Adventure model was the first in BMW’s range to offer the new optional Automated Shift Assistant, which brings automated clutch operation and the ability to ride in a fully automatic drive mode.

Standard rider-aid features include four riding modes (Rain, Road, Eco, and Enduro); Dynamic Traction Control (DTC); Hill Start Control (HSC); Engine Drag Torque Control (MSR); Dynamic Brake Control (DBC); and BMW Motorrad Full Integral ABS. A long list of convenience features are included: Dynamic Cruise Control (DCC) with brake function; Tire Pressure Monitoring (TPM); keyless ride; heated grips; Intelligent Emergency Call; and smartphone charging compartment with integrated USB socket and 12V on-board power socket.

Electronic Dynamic Suspension Adjustment (DSA) is standard on the models that BMW imports to the US. If you opt for the Premium Package, items added are an electric windshield; Ride Modes Pro; Riding Assistant with Active Cruise Control (ACC); Front Collision Warning (FCW) and Lane Change Warning; and Headlight Pro.

2024 KTM 1290 Super Adventure R.KTM/Philip Platzer

2024 KTM 1290 Super Adventure R & 1290 Super Adventure S | $20,999

Anyone shopping for an open-class adventure model has surely taken a long look at KTM’s 1290 Super Adventure R. This bike takes adventure travel to a whole new level with its outstanding off-road capabilities that combine with excellent long-distance comfort and a ton of amenities. KTM’s legendary LC8 engine continues to evolve, and the V-twin delivers an amazing spread of power and torque in its current 1301cc state—and we know that an even larger version of the engine is expected soon. But this version has continually impressed us with sportbike-like acceleration from its 134-hp and 88 lb.-ft. (at the rear wheel on the CW dyno) output. The last time we ran a 1290 Adventure in the quarter-mile it clicked off an amazing 11.22-second rip at 125.68 mph.

You would think that the bike would be total overkill for off-road riding, but it’s also one of the lightest open-class models on the market at a claimed 503 pounds (without fuel). Long-travel suspension measures 8.7 inches at each end with a stout fully adjustable 48mm WP fork up front and monoshock at the rear. Wheel and tire sizes measure 21 inches and 18 inches front and rear, respectively, allowing a wide range of aggressive rubber. A full suite of rider aids is accessed by a huge 7-inch TFT display and easy to use handlebar control pod. A ton of convenience features ensure that riders will have everything they need for those long days in the saddle.

For those who want a little bit more asphalt-friendly characteristics but don’t want to give up all of the off-road capabilities, the 1290 Adventure S might be the solution. The 1290′s amazing engine remains unchanged, but there are some key differences with the chassis that differentiate the S from the R. The suspension is WP’s electronically controlled Semi-Active Technology (SAT) system, with 7.9 inches of travel at each end compared to the R’s 8.7. The R’s wire-spoke wheels are replaced with cast aluminum units in 19 inches front and 17 inches rear and fitted with less aggressive, but still dirt-friendly rubber. Touring amenities include the taller adjustable windscreen (with 2.1 inches of range), a lower seat height (33.4 to 34.2 inches), and radar-enabled Adaptive Cruise Control.

2025 Triumph Tiger 1200 Rally Explorer.Triumph

2025 Triumph Tiger 1200 Rally Explorer | $24,895 / 2025 Triumph Tiger 1200 Rally Pro | $22,995

If you want something a bit more unique in the world of adventure touring, Triumph’s top-of-the-range Tiger 1200 Rally Explorer and Rally Pro are both powered by the 1160cc T-Plane inline-three engine. The last time we had a Tiger 1200 on the Cycle World dyno it produced an impressive 127.4 hp and 83.4 lb.-ft. of peak torque, just trailing the big KTM by a little bit. The triple is such a versatile engine for adventure riding, it provides fantastic low- to midrange torque when you want to chug along through rocks in the tight confines of off-highway riding. But then on the flipside, when you’re on road and want sporting performance it delivers there too.

One of the single biggest differences between the Rally Explorer and the Rally Pro is the capacity of the former’s fuel tank with 7.9 gallons compared to the Pro’s 5.3. Of course with that extra fuel comes extra weight when fully topped off, the Explorer weighing in at a claimed 578 compared to the Pro’s 549. You can look at the Rally Explorer as a direct competitor to BMW’s R 1300 GS Adventure and the Pro more in line with the standard R 1300 GS. In terms of the chassis, both models come with Showa semi-active suspension with a 49mm fork with 8.7 inches of travel up front, and a monoshock with automatic electronic preload adjustment (and Active Preload Reduction which lowers the bike by 0.8 in. at a standstill) and an identical 8.7 inches of travel at the rear. Braking is handled by Brembo’s M4.30 radial-mount calipers and 320mm discs up front and a single piston caliper and 282mm disc out back.

Both models come with a ton of included accessories such as hand guards, aluminum sump guard, engine protection bars, and fuel-tank protection bars. Triumph also has a special promotion that includes free side cases on 2025 model year Tiger 1200s. Looking at included convenience features, the Rally Explorer basically has every single option available included as standard, while the Rally Pro forgoes the tire pressure monitors and heated seats, which are available as options.

Ducati’s Multistrada V4 Rally isn’t just a cream puff.Gregor Halenda & Scott Rounds

2025 Ducati Multistrada V4 Rally | $30,595

While Ducati offers a more off-road-oriented middleweight ADV in the DesertX, the Multistrada V4 is its flagship open-class adventure model. The most capable of the offerings is the V4 Rally, which comes with 19-inch front and 17-inch rear wheel/tire sizes, allowing aggressive knobbies or more sporting rubber depending on your destination. But there is no question that the V-4 Granturismo engine is perhaps the most fire-breathing beast in the ADV world. Our last dyno run with a Mulitistrada V4 delivered 144 hp at the rear wheel with 78 lb.-ft. of peak torque. But the peaks don’t necessarily tell the entire story, as the shape of those curves are what really matters, with the power curve rising to redline without a hiccup and the torque curve amazingly flat from 2000 to 11,000 rpm.

And while we’re not sure how many owners are going to bash their $30,000 Ducati through rocks and rivers, the bike is fully capable of it, as we found out a few summers ago when we did exactly that in the Colorado Rockies. Ducati’s Skyhook suspension makes jumping from asphalt to gravel to river crossings nonevents, while the excellent chassis is totally capable on almost any type of road you’ll find. But the Multistrada is a Ducati, and when you want to ride it like a sportbike it’s totally up to the task, with excellent on-road handling and an amazing Brembo braking package.

Like the excellent suspension, the Multi V4 comes with a comprehensive suite of rider aids that allow the bike to be a jack-of-all-trades. Pick the mode that matches the surface you’re on and go, the Multi has your back. Want to ride across the country? No worries, the V4 Rally is equipped with touring amenities that will make long days in the saddle a no brainer.

2025 Harley-Davidson Pan America 1250 Special.Harley-Davidson

2025 H-D Pan America 1250 Special | $19,999

An American adventure bike? Yes, Harley-Davidson went there. Not only was the original 2021 Pan America a surprise that few were expecting, but the motorcycle delivered on its promised target as a legit open-class adventurer. At the bike’s core is the Revolution Max 1250, a liquid-cooled 60-degree V-twin that displaces an actual 1252cc. It’s fed by Electronic Sequential Port Fuel Injection and makes a claimed 150 hp and 95 lb.-ft. of torque (on the CW dyno it produced 127.6 hp at 9040 rpm and 78.3 lb.-ft. of peak torque at 4480 rpm at the rear wheel). Like just about every machine on this list, the Pan America has a complete suite of advanced rider aids, with lean-sensitive ABS and traction control, wheelie control, and a ton of other features to help the bike adapt to just about any surface or situation you choose to ride on. There are nine ride modes to choose from with preset options and customizable ones. A large 6.8-inch TFT display provides a clear view of information and menus.

The Pan America’s chassis, like a lot of the bikes in this class, comes standard with semi-active suspension. In the case of the Harley, Showa units are used front and rear, while the Pan Am was also one of the very first ADV bikes on the market to use adaptive ride height that lowers the rear end almost 2 inches when you come to a stop to afford the rider better footing. Top-shelf braking components from Brembo ensure that the Pan Am will stop on road and off with excellent power and control. Cast aluminum wheels in 19-inch front and 17-inch rear to allow a large choice of rubber from road oriented, to knobbies for off highway exploring.

An adjustable windscreen, two-position seat (31.1 inches low position and 32 inches high position), and the adaptive ride height ensure that the rider is comfortable on road or off, or when at a stop. From our experience with the Pan America 1250, the bike is a totally legitimate option if you’re looking for an open-class adventure model. It has all of the expected creature comforts, technology, and is powered by an engine that will meet expectations on the highway or off.

Four versions of Honda’s Africa Twin platform are available in 2025.Honda

2025 Honda Africa Twin (DCT) & 2025 Africa Twin Adventure Sports ES (DCT) | $14,799 to $18,399

There are four different versions of the Africa Twin with the standard model and then a DCT (dual-clutch transmission) version, and then the Africa Twin Adventure Sports ES version, and a DCT version of that tier. Think of the $17,599 Adventure Sports ES as Honda’s equivalent to the BMW GS Adventure. It has a larger 6.6-gallon fuel tank, semi-active Showa electronic suspension, a 19-inch front wheel, and taller adjustable touring windscreen. As mentioned, the Adventure Sports ES is also available with DCT for $18,399. If you are looking for one of the best values in the open-class adventure market, you have to consider the base $14,799 Africa Twin. It features a 21-inch front rim paired with an 18-inch rear, has a smaller 5-gallon fuel tank, which helps it undercut the Sports ES by 25 pounds when fully fueled (510 pounds for the base model). The standard model can also be equipped with the DCT transmission for $15,599.

All four versions of the bike are powered by a liquid-cooled 1083cc parallel twin with a single overhead Unicam design. Compared to some of the true powerhouses on this list, the Africa Twin’s engine may seem a bit lackluster in output, making around 90 hp and 69 lb.-ft. of peak torque at the rear wheel the last time we had one on the CW dyno. But on the flipside it still provides smooth usable power that is manageable off road, and fully capable of solid acceleration on the highway—you just may need to make a couple of quick downshifts for a pass.

The Africa Twin and Africa Twin DCT both have fully adjustable Showa suspension at each end. The fork is a 45mm unit with 9 inches of travel, while the rear offers 8.7 inches and has a remote preload adjuster. As mentioned, the Sports ES (electronic suspension) models feature semi-active Showa units with slightly less travel at 8.3-inch front and 7.9-inch rear. All models feature six riding modes, a large TFT display, Apple CarPlay/Android Auto compatibility, selectable ABS, and cruise control as standard.

2024 Suzuki V-Strom 1050DE Adventure.Suzuki

2024 Suzuki V-Strom 1050DE Adventure | $17,799

The largest-displacement and most dirt-worthy version of Suzuki’s open-class V-Strom models is the 1050DE Adventure. When compared to the European competition, the V-Strom offers a ton of bang for the buck. It may not be the least expensive bike on this list, but it offers a ton of tech and additional features that belie its price point. When compared to the cast-wheel V-Strom 1050, the DE features a longer 62.8-inch wheelbase, an inch more ground clearance (at 7.5 inches), a taller 34.6-inch seat height, wire-spoked wheels in 21-inch front and 17-inch rear. Power comes from a liquid-cooled DOHC 1037cc 90-degree V-twin engine. It is fed by electronic fuel injection with ride-by-wire control, allowing three ride modes within the Suzuki Intelligent Ride System. The bike is equipped with a six-axis IMU allowing advanced ABS and traction control, the latter of which offers five options including a Gravel mode and off. Other standard electronic features include cruise control, hill hold control, and a bidirectional quickshifter.

The chassis is anchored by a twin-spar aluminum frame with KYB suspension at each end. At the front is a 43mm fork that is fully adjustable with preload, compression, and rebound adjustability. The rear monoshock controls an aluminum swingarm, and has provisions for rebound and preload with a remote adjuster. Four-piston radial-mount calipers and 310mm discs are used up front on the braking system that is equipped with the advanced ABS Motion Track Brake System.

Front and center in the cockpit is an updated 5-inch full-color TFT display that provides multiple view options and navigation of all the rider aids and bike information. The 1050DE Adventure model comes standard with sidecases, a skid plate, engine protection bars, hand guards, and an adjustable windscreen.

2025 Moto Guzzi Stelvio Duecento Tributo.Moto Guzzi/Piaggio

2025 Moto Guzzi Stelvio Duecento Tributo | $18,490

The Moto Guzzi Stelvio was first introduced at the EICMA show all the way back in 2007 as a 2008 model. The company clearly needed an “adventure” model in its lineup, as the class was really hitting its stride. Compared to the other bikes on this list, the Stelvio is the least expensive Euro model, and one of the most affordable in general. With that, you get a very attractive bike with a fully modern and yet unique engine and a ton of included features.

The old air/oil-cooled transverse-mounted twin served this platform well for almost a decade, but modern emissions (and other factors) meant it was time to modernize. Fortunately for fans of the Stelvio, Moto Guzzi created the all new V100 engine for the Mandello sport-tourer. This engine was the first all-new engine for the company in ages, fully modern in every way, and a perfect fit for an adventure-tourer like the Stelvio Duecento Tributo. The 90-degree 1042cc compact-block V-twin has DOHC four-valve heads and is liquid-cooled with closed-loop EFI. Claimed power is 115 hp at 8800 rpm and 77.4 lb.-ft. of torque at 6750 rpm. Power is sent to a shaft final drive via a six-speed transmission and slipper clutch. Rider aids include five ride modes, with preset parameters for throttle response, traction control, engine-braking, and ABS settings, all accessed through a 5-inch full-color TFT display.

The Stelvio’s chassis is anchored by a steel-trellis frame with Sachs suspension at either end: a 46mm inverted fork with 6.7 inches of travel and preload and rebound adjustment, and a monoshock with identical travel and provisions for preload through a remote adjuster and rebound damping. Wire-spoke wheels measure 19-inch front and 17-inch rear, while Brembo radial-mount four-piston calipers and 320mm discs handle braking up front, and a twin-piston caliper and 280mm disc is used at the rear. Lean-sensitive ABS features three modes and can be tuned off for dirt riding.

Creature comforts include an electronically adjustable windscreen, standard cruise control, and hand guards. Optional accessories include heated grips, heated seats, and an up/down quickshifter.

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