yamaha travel bike

Adventure Touring

With a spirit of adventure embedded within its DNA, every Yamaha Adventure bike is rugged, tough and reliable. Each Ténéré model in the Adventure segment will open up the possibilities of endless travel, and enable its rider to discover a feeling of utter freedom. The only limit is within a rider's imagination. The Next Horizon is Yours!

Adventure Touring Lineup

2023 Super Ténéré ES

Rugged, durable and built for superior long distance adventure touring and exploring beyond the pavement.

MSRP $16,299*

2023 Ténéré 700

A lightweight, no compromise adventure bike with outstanding reliability opens up a new world of possibilities.

MSRP $10,499*

2023 Off-Road Accessories Catalog

Check out all of the Off-Road accessories that Yamaha has to offer.

Moto Lifestyle Apparel

Prepare to Journey Further with our genuine Yamaha apparel

Make The Most Of Your Time On Earth

Explore new places, set new challenges and make memories that will last a lifetime.

The Ténéré Story

Next Horizon: where it all began.

Rider Training

Our training organization partners offer real-world instruction from learning to ride to perfecting your skillset.

YAMALUBE High-Performance

New Hi performance Synthetic for all on and off-road units to enhance engine performance and protection.

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2,000-Mile Yamaha Ténéré 700 Review: Fewer Gadgets Equal More Fun

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We put some long miles on a base model 2022 Yamaha Ténéré 700 — aka ‘T7’ — and came away impressed with this bare-bones middleweight adventure bike.

Three months and 2,000 miles proved one thing:  The T7 might be my favorite adventure motorcycle, ever.

“Just throttle through it!” is the endearing catchphrase of my moto mentor, Josh. It doesn’t matter the situation, from fording a small river, fishtailing a muddy road, or bogging over sand dunes, his advice is the same — and it’s saved me more than a few times.

Growing up on beater dual sports, you have no choice but to master throttle control, clutch, and feel for a bike, especially in any sort of technical terrain. Most modern bikes, however, have an array of sensors that provide automated alternatives, like traction control, ABS, rider modes, and even clutchless shifting . This might sound great at first, but I’m here to tell you, you’re better off without them.

In the last 3 months, I’ve ridden more than 2,000 miles across California and Oregon on the Ténéré 700. I’ve used it to camp in the high desert, explore the alpine in late fall, and traverse singletrack along the coast. Dozens of hours were spent on a mix of surfaces, from the tarmac to dirt, sand, gravel, and loose rock chunder.

Here’s the kicker: The T7 has none of the modern electronics upgrades, and yet, I’ve never had so much fun!

In short:  The T7 is an adventure motorcycle for dual-sport riders. It has a smooth-shifting, torquey, six-speed engine, ample suspension, little in the way of modern gadgetry, and an impressive power-to-weight ratio, allowing it to keep up on the tarmac and truly excel on dirt.

Yamaha Ténéré 700 Review

The mid-displacement ADV market exploded over the last decade, with many major manufacturers rolling out off-road capable bikes in the 600-900cc range. The T7 was part of this trend, launching in the U.S. in 2019. The Ténéré stands out from the crowd thanks to what it doesn’t have.

Yamaha removed everything deemed unnecessary, saving weight, decluttering the cockpit, and of course, cutting costs, which they passed on to the consumer. Without question, the Ténéré 700 is one of the best-value motorcycles you can buy today.

Designed with a less-is-more ethos, it’s basically the love child of a dual-sport and an ADV bike: simple, reliable, and built to be ridden hard for years to come.

The 8-inch suspension soaks up potholes and rocks. The 21-inch front wheel improves handling on rough roads and allows for knobbier, dirt-oriented tires.

At 452 pounds, the T7 is easier to maneuver at slow speeds, easier to pick up when you inevitably lay it over, and easier to push while on foot.

As mentioned, the bike doesn’t have any complex electronics. Not even cruise control or a color screen. And it’s built with common parts found around the world, making it simple to repair when you do break down.

The seat position and cockpit are designed for standing up. The low center of gravity, long suspension travel, and large front wheel help keep the rubber side down.

• Engine: Fuel-injected 689cc liquid-cooled parallel twin
• Power: 74 horsepower, 50 lb-ft of torque
• Transmission:  Six-speed/chain
• Wet weight: 452 lbs.
• Seat height: 34.4″ (875 mm)
• Suspension:  Front: Kayaba USD Fork with 8.3″ travel / Rear: Kayaba Shock with 7.9″ travel
• Ground clearance: 9.4″
• Wheels:  21″ front, 18″ rear
• Tires:  Front: 90/90R21 Pirelli Scorpion Rally STR / Rear: 150/70R18 Pirelli Scorpion Rally STR
• Rider aids: ABS

Yamaha T7: What I Liked the Most

Going back to the basics brings out the nostalgia of riding as a kid. The Yamaha Ténéré 700 comes with manual transmission only, and no lean angle sensors or rider modes. That all adds up to a bike you have to pilot with riding skill; it’s all about the feel and throttle modulation.

You can fully turn off ABS — one of the very few rider aids on this bike — which I highly recommend on dirt.

The LCD screen can’t be customized, but it does the job just fine. The windscreen can’t be adjusted either, but I found it large enough on long highway stretches. And the modern LED headlights are plenty bright for night rides.

The best part of the bike is the engine. Inside the T7 is a parallel-twin, liquid-cooled, 689cc CP-2 engine with 72 horsepower. It’s the exact same that was in Yamaha’s FZ-07, which is well-regarded for reliability. The engine runs on standard 86 octane and has a 4.2-gallon tank, getting up to 58 mpg.

With a six-speed gearbox, it has linear, smooth shifting all the way through. The T7 can crawl in first as well as pass cars at highway speeds without issue.

Ténéré 700: Room for Improvement

Of course, no bike is perfect, and the Ténéré 700 has some obvious downsides. I’ve had issues with some of the small, less consequential parts — a broken handguard, a bent exhaust mounting bracket, and an easy headlight fix.

Depending on your weight and how you ride, the rear swingarm can feel stiff at times and on long highway stretches, I sometimes miss cruise control.

For road riders moving into the adventure realm , the cons are more likely the lack of customization, electronics, and premium features. The display isn’t color, and there is no traction control, no Bluetooth phone connectivity, no integrated GPS, no rider modes, and no lean sensors. If you’re looking for any of these, a Super Ténéré might be a better option for you.

My biggest gripe for Yamaha is the lack of a center stand on the base model, which would be quite helpful for trail repairs. Also, if you’re riding the T7 mostly for commuting, note that the stock version doesn’t have side cases, so you’ll have to add those yourself.

Who Is the T7 For?

The Yamaha Ténéré 700 is designed for those who want to ride far and hard. It’s designed for getting away from the city and off the tarmac for a healthy portion of the journey.

There are plenty of bikes with more horsepower and Tesla -like cockpits for highway road trips. The T7 is for those who want to learn, or return, to an old-school way of riding — throttle control and feel for the bike without a bunch of electronics in the way. If you like simplicity and prefer to skip layers of menus, setting up rider modes, and trusting electronic sensors, the T7 is for you.

The 2023 Yamaha T7 starts at $10,499.

For all the details on the Ténéré 700, and to find your local dealer to throw a leg over one yourself, check out Yamaha’s website .

2023 Suzuki V-Strom 1050DE: The Trusty Budget Adventure Bike Is Finally Off-Road Official

The 2023 Suzuki V-Strom 1050DE might just be the new bike of choice for off-roaders looking for value, reliability, and capability. Read more…

Andy Cochrane is the son of two park rangers and built a lot of forts as a kid. As a #trucklife dirtbag for 5 years, he fell in love with gas station coffee. As a freelance writer, his work has appeared in major online outlets around the globe, but his best scribbles are unpublished notes to his beloved dog, Bea. For over 8 years now he has been writing about trail running, gravel biking, ski touring, and riding motos. Prior to being a content creator, he worked in software in the Bay Area, including a long stint at Autodesk. Now Cochrane is based in Bend, Oregon, and can most often be found on long trail runs or ski tours in the Three Sisters Wilderness.

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Yamaha Tenere 700 Review: The Good and the Bad

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The Yamaha Tenere 700 borrows its name from the Tuareg languages of Northern Africa: “Tenere” meaning either “desert” or “solitude” depending on the context in the region. 

It’s a fitting moniker both for the 150,000 square-mile Ténéré region of the Sahara desert, an inhospitable sea of sand that reaches temperatures over 120 degrees in the summer months, and for the lineage of Yamaha motorcycles that have conquered this arid stretch countless times in rallies and adventures over the past four decades. 

We’ve had the new Tenere 700 in our fleet for nearly a year now, and believe that it is deserving of both the “desert” and “solitude” meanings of the word.

“Desert” for obvious reasons: The T7’s off-road chops are as at home in the desert stretches of our “Baja On Down” tour as they are in any of the nine national forests we cover on our “Best Week In Oregon” adventure ride. 

“Solitude” is equally appropriate here, as the new Yamaha Tenere 700 truly stands alone in the adventure motorcycle segment for its incredible value, industry-leading reliability, and lovable “back to basics” design.

Below we’ll review the legendary history of the Tenere name, dig into the specs on the latest 2024 model, and give an honest review of our pros and cons for Yamaha’s new middleweight adventure bike. 

The History Of The Yamaha Tenere

The new Tenere 700 is an important bike, and it was a long time coming. 

So long, in fact, that to understand the significance of the latest T7, we have to go all the way back to the first-ever running of the Paris-Dakar Rally in 1979.

That was the year Yamaha’s big four-stroke offroaders cut their teeth along the now-infamous 6,200-mile race through the African desert. It was a brutal contest. 182 vehicles started the rally that first year, but only 74 ultimately made it to the finish. 

Of those who finished, two men stood at the top of the podium: Cyril Neveu and Gilles Comte. 

Both rode Yamaha XT500’s, and had outrun every other vehicle in the desert from Honda XL250 motorcycles to Range Rovers. 

Yamaha's XT500 sourced from Wikipedia 

The XT500’s dominance further entrenched Yamaha’s reputation for bomb-proof reliability and off-road performance, and set the stage for the development of the Ténéré desert racer in the decades that followed. 

The Ténéré name itself didn’t emerge for another three years as Yamaha updated, upgraded, and optimized the XT500 platform. It wasn’t until 1982 that the XT600 Ténéré was finally released to the public as a massive 600cc single-cylinder offroader with dual-carburetors and an authentically “Dakar” 7.5-gallon fuel tank. 

Where other manufacturers aimed for an even compromise between touring and off road performance, Yamaha focused on the Ténéré’s enduro roots. They traded the BMW R80G/S’s low seat and touring comforts for a full motocross-style suspension and factory skid plate. The engine was large enough to pull highway speeds and luggage with ease, but really shined when the pavement ended. 

Customers loved the new Tenere, but its single-cylinder design struggled on its home turf at the Paris-Dakar Rally. Its offroad handling was superb, but multi-cylinder bikes pulled away in the high-speed open-desert, shaving precious minutes off their race results. 

Ultimately Yamaha was forced back to the drawing board to apply their off-road prowess to a new multi-cylinder platform. They achieved that aim in 1988, and unveiled the all-new “Super Ténéré” at the Paris Motorcycle Show later that year.  

Yamaha’s original Super Ténéré was the epitome of the middleweight adventure segment, produced nearly three decades before its time. Its all-new parallel-twin engine was compact but powerful, striking a balance that would resurface almost thirty years later in bikes like the Honda Africa Twin, KTM 890 Adventure, and yes, Yamaha’s own Tenere 700. 

We have our fair share of fun with the Tenere 700 at our HQ here in Bend, Oregon.

Yamaha was back in the race with their new twin-cylinder Tenere. They went on to win 7 of the 8 Dakar Rallies that followed from 1991 to 1998.

The Ténéré’s Dakar roots are plain to see in the latest T7 if you know where to look. Let’s dive into the latest specs for a little perspective. 

2024 Yamaha Tenere 700 Specs

Simple, straightforward, and purpose-built. The 2024 Yamaha Tenere 700 prefers wrist control to traction control, sports tube-type tires, and has one rider mode: full analog. 

The spec sheet that follows paints an honest picture of the latest Yamaha. However, as you’ll read below, we’ve found the bike to be much greater than the sum of its parts .

Tenere 700 Engine:

• Engine Displacement: 689cc
• Type: Parallel-Twin
• Cooling: Liquid-cooled
• Bore x Stroke: 80.0mm x 68.6mm
• Compression Ratio: 11.5:1
• Valve Train: DOHC; 4 Valves Per Cylinder
• Fueling: Fuel Injection
• Max Power: 72hp @ 8,000 rpm
• Max Torque: 50 foot-pounds @ 6,600 rpm
• Transmission: 6-Speed
• Clutch: Multiplate Wet Clutch
• Final Drive: Sealed O-ring Chain

Chassis, Suspension, And Brakes:

• Front Suspension/Travel: KYB 43mm inverted fork, 8.3-in travel, fully-adjustable
• Rear Suspension/Travel: KYB single shock, 7.9-in travel, remote adjustable preload, adjustable rebound
• Front Brake: Brembo twin-piston floating calipers, 282mm dual front disks, selectable ABS
• Rear Brake: Brembo single-piston caliper, 245mm disc, selectable ABS
• Front Wheel: 21-inch, spoked, tube-type
• Rear Wheel: 18-inch, spoked, tube-type
• Front Tire: Pirelli Scorpion Rally STR 90/90R21
• Rear Tire: Pirelli Scorpion Rally STR 150/70R18

Dimensions:

• Rake (Caster Angle): 27 Degrees  
• Trail: 4.1 in
• Ground Clearance: 9.4 in
• Seat Height: 34.4 in
• L x W x H: 93.3 in x 35.6 in x 57.3 in
• Fuel Capacity: 4.2 gal
• Fuel Economy: Approx. 50mpg
• Wet Weight: 452 lbs

Instruments and Electronics:

• Headlights: LED
• Tail light: LED
• Instruments: Backlit LCD display, digital tachometer, fuel level gauge, clock, odometer/trip meters, gear indicator
• Rider Aids: Selectable On/Off ABS

Yamaha Tenere 700: The Good and Bad

There’s a lot to love about the 2024 Yamaha Tenere 700. Overall, it very well may still be the best bike for the money in the middle-weight adventure segment. Prefer your bikes simple, powerful, reliable, and low-maintenance? Novice and experienced riders alike need look no further. 

Yamaha Tenere 700: The Good

• Brilliant CP2 engine = Linear, smooth power delivery
• Anti-squat design is ideal for off road adventure riding
• Upgraded full-color TFT dash adds modernity without overdoing it
• Gearing is great for technical offroading in 1st and 2nd
• Athletic ergonomics provide comfort when standing, “big rally bike” feel
• Ideal 21”/18” wheel sizes for offroad use (tons of tire options)
• ABS can be completely disabled
• Fully adjustable suspension is great from the factory
• Legendary Yamaha reliability, 25,000mi service intervals

As we stated above: Lots to love here. The Yamaha Tenere 700 is everything that it isn’t. 

It isn’t a fire-breathing 105 horsepower monster like the KTM 890... But there’s nothing you can’t power through with the CP2’s stout 73 ponies.

It isn’t relying on supercomputer-level rider aids either, and honestly, that’s one of the Yamaha’s most enduring qualities. 

It’s a stripped-down adventure bike made for the off-road lover in all of us.

It forces you to learn wrist control and off-road skills to maintain traction and composure rather than learning to rely on a series of lean angle sensors, lightspeed traction control, and the luxury of multiple rider modes to become proficient off pavement. But don’t let that deter you, the torquey motor, nimble chassis, and thoughtful ergonomics all work together to inspire confidence off-road.

The power delivery on this engine is about as linear as they come. Uniform torque starts below 2,000-rpm and remains constant until the tach crosses the 7,000-rpm mark. It’s ideal for just about any offroad situation. 

Lug it around in first or second gear and the torque is right there with you. Want to let it rip on wide-open sections? The Tenere’s six gears will take you as fast as your nerves can handle.  

The fully adjustable suspension is nice and plush over everything but the biggest hits, and small adjustments to the clickers make a big difference. The KYB components front and rear are simple but effective, and work well with the off-road-oriented 21”/18” wheel sizes we all know and love once you get them dialed in. 

Speaking of simple components, while we can't help but miss the single-button LCD of previous models, the T7's upgraded full-color TFT dash feels long overdue. it's brighter, easier to read, and adds a touch of class, but still only really serves to switch the ABS on and off. 

Speaking of which the other main update in the 2024 Tenere 700 is that Yamaha has unlocked a third ABS option, which switches the sensor off at the rear wheel but leaves the front end functioning. 

The Yamaha Tenere 700 is a breath of fresh air in that regard after coming off other middleweight bikes with full electronic suites: No spending hours mastering the layers upon layers of rider modes, controls, and menus. 

Just get on the bike and go ride for as long as you want. With an emphasis on long.

Without sophisticated electronics to monitor and update, the Yamaha only needs to be brought in for service every 25,000 miles (you read that right), which means you’ll be spending more time out racking up the adventures on the Tenere and less time at the dealer or worrying about whether or not your electronic gizmos are doing their job. 

With that being said, the Tenere is no slouch in the technology department either, Yamaha just chose to bake their tech into the chassis rather than their electronics. 

The high-pivot anti-squat technology isn’t the flashiest feature on the market, but it’s just the thing for bigger bikes like these to ensure the front wheel stays planted under acceleration on-road and off. 

As an added bonus, anti-squat also allows the Tenere to get away with a slight weight bias to the rear wheel without impacting on-road performance. This is ideal for technical offroading because it adds traction to the driven wheel, which is a godsend for steep hills with less-than-ideal grip. 

The anti-squat isn’t perfect however, and the Tenere itself isn’t either for that matter. As much as we’ve enjoyed testing the Yamaha over the past several months, we do have a few bones to pick with it as well. 

Yamaha Tenere 700: The Bad

• Fit and finish match budget price tag (levers, handguards, etc)
• Anti-squat design can make rear suspension feel harsh over bumps
• No front preload adjustment
• Center stand not included on base-model
• Tube tires could be seen as a negative
• Engine as a stressed member is a concern, although added frame rails are a plus

No, the Yamaha Tenere 700 isn’t the perfect adventure bike. Not quite. 

While a large part of the Yamaha’s charm is its stripped-down, “back-to-basics” approach to build and technology, the fit and finish are a little too basic for our tastes. 

The hand controls, for instance, aren’t exactly top-notch. 

The levers themselves don’t feature the break-away detents that we want for off-road use, which is unfortunate because the hard guards that protect them are simple plastic units that won’t do much protecting when you inevitably drop the bike. 

Speaking of dropping the bike, we would also nit-pick the fact that there’s no center stand included on the base model Tenere 700, which is a major asset for trailside repairs of all kinds. 

Combine that with the fact that the wheels and tires on the Tenere require innertubes front and rear, and you’ll wish you had that stand when the inevitable pinch-flat happens and you’ve got to pull a wheel on the side of the road.

We’re also a little weary of the “engine as a stressed member” layout of the Yamaha Tenere 700. We did manage to crack one of the T7's forward support beams last year, although to Yamaha's credit they made these parts easily replaceable for just that reason. 

Pull your skid plate, swap out a few nuts and bolts, and the new beams fall right into place. It's a rare occurrence and a cheap fix, but something to keep in mind just the same.  

Looking to Buy The New Tenere 700?

Here are a few accessories to consider to get your new bike ADV ready. 

• Altrider Skid Plate - Altrider is our "go-to" for our fleet in Oregon. However, if you're concerned about the weight we've used APX Racing 8mm thick plastic skid plate with good results. 
• Altrider Crash Bars - Protect your investment. Simple as that and a requirement on all our Ténéré 700's in our fleet. 
• Barkbusters -  I mean this one is kind of self-explanatory if you're looking to be a trailblazer.
• Giant Loop Great Basin -  Great weekender soft bag. We include these in all of our tour packages and customers give it two thumbs up. 
• Phone Mount - We prefer either the Quad Lock or Ram Quick-Grip Set up.
• Akrapovic Offroad Exhaust - One of the best most high-quality slip on's that money can buy. 
• Protaper Adventure Handlebars - Stock handlebars are a bit bend-prone after dropping. Could be a worthy upgrade to get you riding steady after a few drops. 
• Ténéré 700 Side Stand Plate - Better stability to keep from sinking into the dirt while offroad.
• Headlight Guard - These headlights are as expensive as they look. 
• Yamaha Center Stand - From working on flats to replacing fork seals, center stands prove their worth the first time there is an issue. 
• Kaoko Throttle Lock - For those long highway miles between dirt sections. Your wrists will thank you. 
• Pivot Pegz - Full details as to why Eric's a big fan in this blog post here .
• Radiator Guard - If your friends like to spray you with rocks here and there, you will need this. Not talking from personal experience or anything ;) 

Final Thoughts on the Yamaha Tenere 700

The Yamaha Tenere is what it isn’t. Essentially its advantages are all the things that it lacks. 

No, it doesn’t have the endlessly customizable rider modes of the KTM 790/890 Adventure bikes, the touring amenities of the Tiger 900, or the extra 50 pounds of weight that BMW adds to their 850 GS free of charge. 

...And that’s kind of the point. 

Yamaha has chosen to let the “fastest, most technologically advanced, computer-controlled, blah, blah, blah ” crowd have their crown. The Tenere 700 isn’t interested. It’s not even playing the same game. 

Instead, Yamaha has built you the big, powerful, reliable dirt bike you always wanted, added fuel injection, and threw in long-distance comfort and excellent handling on the pavement as an added bonus. 

Say what you will about the new Yamaha Tenere 700, but you can’t call it anything shy of an excellent middleweight adventure bike for $10,799. 

Despite its simplicity, the Yamaha Tenere has remained a favorite in the highly competitive middleweight adventure segment. We weren't sure how it would fair back in 2021 against all the new tech and triple-digit horsepower figures, but Big Blue has once again proven that good design and engineering are just as popular as ever. 

The T7 has crept up slightly in price since its initial $9,999 debut, but inflation is a bitch and the Tenere's upgraded dash and LED lighting are worth a couple hundred extra bucks.

We'll also point out that even with the latest MSRP hike, you'll still save enough money over the European competition for a full Ohlins suspension setup, with a few thousand left over for plane tickets, gear, tacos, and tequila. 

More of a visual learner? Check out our YouTube Channel

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KAWASAKI KLR650 ADVENTURE VS. YAMAHA TENERE 700: A FAIR COMPARISON

• by Manjurul

To most new and seasoned bikers, adventure bikes, also called dual-sport bikes, are among the popular types. Among the bikes, I find the Kawasaki KLR650 adventure and Yamaha Tenere to be some of the most popular choices.

So, how do the Kawasaki KLR650 adventure and Yamaha Tenere 700 compare? One of the notable features between the two bikes is their different prices, with almost a $3000 difference. The more expensive Yamaha has a 689cc engine. This one is capable of producing 72.4 horsepower, which almost doubles that of the Kawasaki. However, the KLR650 handles way better on long distances.

The above information is just an overview, and there is much I like to use to compare the two bikes. Read on for a full and fair comparison as I help you decide the one you should get.

Kawasaki KLR650 Adventure vs Yamaha Tenere 700 Specs

Before diving into how each bike outdoes the other, I always prefer going through the specs to determine where each bike stands. The following table contains the Kawasaki KLR650 and Yamaha Tenere 700 specifications.

Kawasaki KLR650 vs. Yamaha Tenere 700: Side-By-Side Comparison

Now that you have an idea of how the two bikes fare, it is time for an in-depth comparison. First off, you may notice from the table that the Yamaha Tenere 700 is the best bike. For a fair comparison, I prefer the comparison to be on price value. In other terms, is the extra cost worth it?

While both engines can achieve high speeds of up to 80mph, the Yamaha engine has a few better advantages. I find its parallel-twin engine to be better than the single-cylinder on the Kawasaki.

The twin engines are capable of more horsepower and torque than the single-cylinder. With a torque of 49 lb. ft at 6500 rpm, the Yamaha Tenure’s engine can make up to 72 horsepower. The Kawasaki KLR650 adventure torque is 39.1 lb.-ft at 4,500rpm, making 40 horsepower.   

Both engines are liquid-cooled, which I prefer as it’s ideal for keeping the engine from overheating. The Yamaha superior engine seems to justify its price with quality performance. 

2. Handling and Comfort

Handling is also an important features when comparing these two bikes. One thing that affects handling is the bike weight, and with both bikes weighing over 450 lbs, they’re almost the same. However, the Kawasaki is 30 pounds heavier, which makes it slightly less agile.

The Kawasaki is known for its comfortable seats and a taller windshield that contributes to riders’ comfort. The larger fuel tank also qualifies it for long-distance travel with fewer refilling stops.

The Yamaha seat is less comfortable than Kawasaki’s, but the rider can shift their weight quicker. The rider is also exposed to fewer accessories covering them, which allows agile riding.

However, the price is not justifiable in handling and comfort as it lacks the most quality features needed. The KLR650 handling and comfort are better and worth its affordable price.

3. Chassis and Suspensions

The Kawasaki 41mm fork suspension can handle difficult terrains with ease, while the adjustable Uni-Trak rear suspension improves off-road handling. You can stiffen the rear suspensions to match your riding type.

Tenere 700 has a 43mm inverted fork suspension that is fully adjustable. The rear single shock suspension cannot only be adjusted, but can use a remote adjuster.

One thought I notice is that the front tires on the two bikes are almost the same, with the rear tires differing by a few millimeters. The Yamaha Tenere uses Pirelli Scorpion Rally STR tires with good grip on and off-road. The Kawasaki tires are Dunlop K750s which are knobby and better for loose surfaces.

After comparing the chassis quality of the two bikes, I can say the Tenere 700 is the better choice. The bike can ride faster and more agile on narrow trails and bumpier terrain with fully adjustable suspensions. With the high cost, the bike’s suspensions and other features are worth the price.

Other Features:

Some more features I prefer to use to compare and determine an ideal bike include;

You have the option to get an Ant-lock braking system fitted Kawasaki bike, but they’re not adjustable. On the other hand, the ABS on Yamaha can be disabled with a click of a button.

The brakes on the Kawasaki are however fitted for off-roading as they’re wider. The front wheel gets a 300mm disc dual caliper and a 240mm disc, single caliper on the back. The Yamaha brakes are narrower but the 282mm front and 245mm rear disc can do most of the braking work needed.

If you fancy louder exhausts, the Tenere is your bike. The exhaust is easy to modify as it features a two-piece exhaust design . However, that doesn’t mean Kawasaki mufflers are not ideal, but for a sportier feel and sound get the Yamaha.

• Touring Capabilities

The Kawasaki, with a comfortable seat, larger gas tank, more bag space, and larger windshield, wins the touring capabilities. The average mileage of the 2022 Kawasaki is 48 mpg, which is better than the 50 mpg of the 2022 Yamaha. I find the smaller non-adjustable windshield and gas tank on the Yamaha not ideal for touring.

4. Common Issues

The two bikes have several common issues that frequent several of their models. The Kawasaki is known for its vibration at high speed, which can loosen some of its parts. I have also heard the shift lever breaking too easily at low mileage on this bike.

The problem is fixable by adding heavier flywheels and handlebars to maintain vibrations. The Kawasaki manufacturers have also changed the quality of the shift levers in the newer models to give them more lifespan.

The Yamaha, on the other side, is known to have a failing transmission and rattling noises when riding. Also, the bike’s transmission may fail, resulting in expensive repairs.

While the manufacturers have already fixed most of the problems, some still require fixing by the owner shortly after purchase. Since both bikes have problems, I don’t feel like comparing the issues is a good choice.

The following section covers the frequently asked questions when comparing the two bikes.

Q. Is Yamaha Tenere 700 Better Than Kawasaki KLR650?

Yamaha Tenere is undoubtedly the better bike when comparing it with the Kawasaki KLR650. Its high price also seems to be justified by its quality.

Q. Is The KLR650 Better Than 700 on Long Distances?

The Kawasaki KLR650 is more comfortable than the Tenere 700, which makes it ideal for long distances. Its gas tank is also bigger, which means fewer stops for refueling.

Q. Which Between The Yamaha Tenere 700 and KLR Is Ideal For Off-road?

The better suspension and agility on the Yamaha 700 suit off-road driving. The bike is faster with more horsepower for both trails riding in off-road terrain.

Final Verdict: Which One Wins the Battle?

The two popular adventure bikes, Kawasaki KLR650 adventure and Yamaha Tenere 700, have several differences. The Yamaha engine is high in torque and horsepower seems to justify its extra price. However, I don’t find its handling great, and Kawasaki seems to have an edge on that.

And now to the final question, which one do you buy? The answer depends on your budget and style of riding. If you prefer agile off-road driving and you’re quality-oriented, the Yamaha Tenere is your bike. However, for the best adventure long-distance travel at affordable prices, go for Kawasaki KLR650.

Manjurul Hoque

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Trail Lineup

2023 TT-R230

Easy to ride and easy to maintain, the super‑capable TT‑R230 delivers proven performance.

2023 TT-R125LE

A versatile off‑road bike that's perfect for discovering the fun and freedom of trail riding.

2023 TT-R110E

The bike that produces big fun for both young and older riders and everyone in between. The versatile TT-R110E is a bike for the whole family.

2023 TT-R50E

The push‑button electric start, three‑speed automatic transmission and adjustable speed restrictor make this the ideal bike to teach the thrill of riding.

A fully automatic transmission and adjustable throttle control expands thrills along with skills. The world‑renowned PW50 ensures fun‑filled first ride experiences.

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Our Favorite High-Performance Trail Bikes This Year

Six Pinkbike writers and editors tested 15 trail bikes last year. These five picks impressed us the most.

Heading out the door? Read this article on the Outside app available now on iOS devices for members! >","name":"in-content-cta","type":"link"}}'>Download the app .

Testers and PinkBike editors spent the last year hitting singletrack from Bellingham to Squamish to evaluate 2024’s newest crop of trail bikes. Fifteen bikes, ranging from hard-charging, downhill-oriented crushers to cross-country-style rippers, were in the mix, but when all the dust settled, these six impressed the most in overall performance.

At a Glance

• Editors’ Choice — Best Overall: Scor 2030 GX ($6,499)
• Editors’ Choice — Best Value: YT Jeffsy ($4,399)
• Best High-Pivot Trail Bike: Forbidden Druid ($7,199)
• Best All-Around: Cannondale Habit Carbon LT 1 ($5,550)
• Best for Getting Air: Commencal Tempo LTD ($4,900)
• Best Easy Ride: GT Sensor ($4,313)

How to Choose a Trail Bike

How we test, meet the lead testers.

All gear in this guide was tested by multiple reviewers. If you buy through our links, we may earn an affiliate commission. This supports our mission to get more people active and outside. Learn more .

Editors’ Choice — Best Overall

Scor 2030 gx.

$6,499 at Scor

Build: 2030 GX Weight: 29.9 lb (size M/L)

Pros and Cons ⊕ It’s a better descender than most 120-millimeter travel bikes ⊕ Very quiet, no cable rattle or excessive chainslap ⊗ Your enduro bike might start collecting dust

It only takes one three-letter word to summarize why the Scor 2030 is our 2024 Editor’s Choice winner: FUN. With its stubby back end and relatively slack head angle, the 2030 is incredibly entertaining, especially on technical, rolling terrain. Pumping, manualing, and jumping are the 2030’s strong suits, but it also squeezes every last drop of performance out of its 120 millimeters of rear travel. That trait allows it to shine brighter than most bikes in this travel bracket when faced with chunky, technical sections of trail.

The 2030 is more focused on the descents than some other bikes in this category (like the Yeti SB120 ), but Scor’s designers didn’t forget that it needs to go uphill, too. It’s an energetic pedaler, free of any wallowing or mushiness while still delivering enough traction to keep that low-profile Rekon tire from spinning wildly. The perfect balance between efficiency and grip can be tricky to achieve, but the 2030 does it very well. It has the quickness you’d hope to get from a 120-millimeter bike without any accompanying harshness.

The geometry plays a large part in how comfortable the bike feels in the steeps, but the suspension deserves a mention, too: the Deluxe Ultimate shock is very well controlled, with a smooth ramp up at the bottom of the stroke. It’s a trait we noticed with the Scor 4060 a couple of years ago—there’s no harshness towards the end of the travel, which makes it easier to plop off a drop or push through a pointy rock garden without worrying about running out of travel.

Yes, there are limits—we’re still talking about a 120-millimeter trail bike here—and I’m not about to say it can go wheel-to-wheel with a full-on enduro bike. However, the fact that it can handle those more technical trails while also remaining entertaining on mellower ones is worth noting. The suspension opens up nicely at higher speeds, and it can deal with quick impacts very well.

The frame itself ticks all the boxes when it comes to the features we’d expect to see on a modern trail bike—there’s in-frame storage, angle-adjusting headset cups, well-sealed bearings, and effective chainslap protection that keeps the 2030 satisfyingly silent. The 2030 is one of those bikes that makes you want to keep on riding, sneaking in as many miles as possible before it’s time to return to reality.

Editors’ Choice — Best Value

$4,399 at YT

Build: Core 4 Weight: 33.3 lbs (size S) Sizing: S-XXL

Pros and Cons ⊕ Easy and intuitive to ride ⊕ Good balance between stable and energetic riding ⊗ The suspension has its limits in rough, fast terrain

As a now-longstanding staple of the YT lineup, the main theme of the Jeffsy is alive and well: a 29er trail bike meant to get along with just about anything you might encounter. The all-mountain geometry of the updated model keeps the ride both stable and energetic—the ideal balance in a trail bike. But the third model also features a host of updates we’re seeing on many modern bikes, the most notable being the in-frame storage. The storage hatch stands alone above the bottle instead of doubling as the plate that carries the water bottle—eliminating the eventual loosening or rattling that might accompany the dual-duty designs.

I had an excellent first ride on the Jeffsy, and the positive feeling hasn’t waned much since that day. From quick laps on my local favorites to longer, very technical rides, the bike has felt predictable, fun, and simply easy to ride. YT seems to have nailed the tricky balance of a bike that is easy to cruise on while still holding its own when pushed hard or thrown into more serious terrain.

Climbing feels supportive and efficient—the bike remains energetic over technical terrain in and out of the saddle. Descending is intuitive and well-balanced, with excellent cornering performance and great pop on jumps and jibs. With the 145 millimeters of rear travel, I only bottomed out a few times on some serious hits. The bike has an active feel through chattery terrain, especially when you let off the brakes and push through the bike.

An immediate takeaway was just how quiet the Jeffsy is, with no rattles, creaks, or other annoyances developing over the past couple weeks of riding. Another rosy first impression is the dialed build kit—there’s nothing I’d change out of the gate on my Core 4 test bike. The brakes, drivetrain, suspension, wheelset, and cockpit are all pretty close to what I’d choose for a bike of this ilk, so I’m more than happy to stick with the stock options.

Direct-to-consumer brands like YT can still offer value that most shop model brands can’t compete with, as with the new Jeffsy. Topping out at $6,499, the Jeffsy lineup has 5 builds that cater to a wide array of budgets, depending on price, experience level, and component preference.

Overall this strikes me as a great bike for people looking for easy and intuitive handling, an unfussy layout, and a solid ride feel regardless of how hard you’re pushing the bike. But don’t let that dissuade you if you’re keen to ride hard, as Jeffsy is more than willing to get rowdy.

Read the full review

Best High-Pivot Trail Bike

Forbidden druid.

$7,199 at Forbidden

Build: GX FX Weight: 32.4 lbs (size M)

Pros and Cons ⊕ Descends like a longer travel bike ⊕ Extremely quiet ride ⊗ The extra idler wheel can require more servicing ⊗ A unique spin on geometry means the XL frame’s chainstay grows extremely long through the travel

If you’ve ever ridden an idler-equipped high-pivot bike—meaning the bike’s main pivot is placed above the top of the chainring and the rear wheel axle—you know the calming effect that the rearward axle path brings to the nature of the ride. Forbidden has taken that to a trail bike, something seldom utilized on a 130-millimeter-travel bike. The original Druid won over fans of shorter travel bikes with its ability to handle descents as if it had magical powers—now, it’s transcendent. Even with a longer-travel model in the lineup, Forbidden’s enduro racer, Rhys Verner, claimed the top spot this season aboard the Druid V2.

We took the Druid out on singletrack uphills and downhills with chunky rock outcrops, and the bike felt superbly balanced. Thanks to the high pivot design and the Super Deluxe rear shock, the Druid handled technical bumps with ease and had no trouble carrying speed. The Druid thrives in singletrack because you can stay seated upright and comfy, and you don’t lose much speed when pedaling across roots.

However, the admirable suspension qualities of high-pivot bikes don’t come easily—they typically require more upkeep to maintain maximum drivetrain efficiency. Due to the precise placements of the pivots on the Druid V2, you cannot adjust the geometry. To pick between a 64 or 64.5-degree head tube angle, you’ll need to choose the specific frame member that houses either a 27.5 or 29-inch rear wheel. Although the brake line’s routing passes through the seatstay, it’s not a swap you’ll be making in the parking lot. On that note of chainstays, Forbidden scales their front to rear center lengths proportionally per size, so the same ratio is kept on all frame sizes. Even taller riders may have trouble wielding the 466-millimeter chainstay found on the XL frame size.

Overall, the Druid is one of the more capable short-travel bikes for riders who prefer snappy handling. It might take a while for some riders to acclimatize to its lengthy rear triangle, but the unbelievably smooth descent is worth it.

Read the Full Review

Best All-Around

Cannondale habit carbon lt 1.

$4,163 at REI $4,163 at Cannondale

Build: Sram GX Eagle Weight: 31.4 lbs (size L)

Pros and Cons ⊕ Balanced and composed in tricky situations ⊗ Not super efficient on the uphill

When we covered the release of the Habit , it struck me just how sensible and conventional it was. There was no quirkiness to it, at least on the surface, and everything about it seemed to be pragmatic and well-judged. The Habit LT’s geometry, frame features, and simple layout all scream modern, sensible trail bike. The frame has some nice subtle features, with a rubber cover to stop your chainstay from gobbling up rocks, non-guided routing that is very easy to work with thanks to a removable panel on the downtube, ISCG threads, and a tried-and-true threaded bottom bracket.

Though it is a typical four-bar bike, the Habit has a comparatively low anti-squat value. This may be bad news for all-out efficiency on smooth roads, but it’s good news if you need your suspension to adapt to terrain on rougher climbs. The Habit is comfortable on undulating terrain thanks to that higher stack, and the suspension tracks and grips well. I sometimes used the climb switch for hard-pack fire roads or tarmac stretches, but for anything remotely rough, I set it to open and let it flow. It might not be the most suited to out-of-the-saddle pedaling hard, but the bike does strike a great balance between tracking and efficiency. The Habit LT is weighted on the front, balanced on most trails, and able to handle very steep trails because of this well-proportioned and pragmatic geometry. I’m not a believer in massive reaches, especially when combined with short rear ends—the grip the Habit achieves on any type of trail is a testament to this. Extra-regular is no bad thing.

Overall, this is a very well-executed bike that simply works very well. Balance, composure, maneuverability, and comfort can oftentimes seem like ideologies that are opposed to one another in bikes, and you can merely have two or three out of the four at best. The Habit LT makes a very strong argument that, as riders, we might just be able to have it all.

Best for Getting Air

Commencal tempo ltd.

$4,900 at Commencal

Build: Tempo LTD Weight: 30.9 lbs (size S)

Pros and Cons ⊕ Quick and lively ⊕ Never met a jump or corner it didn’t like ⊗ Thru-headset cable routing can make maintenance more difficult

No matter which direction the trail points, the Tempo is fast. It has a satisfying snappiness that rewards hard pedaling efforts, especially on rolling terrain where the bike can be pumped and pushed to maintain that momentum. It’s also a very energetic climber, which will be a welcome trait to anyone coming off of a longer travel machine with more subdued pedaling manners. Compared to longer, slacker bikes where you need to swing wide to navigate awkward switchbacks, the Tempo is happiest taking the inside line, following a tight, precise arc on its way upwards. I’d be tempted to call it a trail bike for riders who prioritize the climbs—except that it’s a blast on the downhills too.

The Tempo is the type of bike that can breathe new life into mellower trails while also holding its own on the rowdier stuff. Modern mountain bike categories can be nebulous at times, but this is a trail bike in the truest sense of the term, well-suited to spinning out the miles while also goofing off and hitting every lip and landing possible. Do I wish it didn’t have thru-headset cable routing and better-sealed frame bearings? You bet, but I wouldn’t consider either of those deal-breakers. The overall ride characteristics of the Tempo are overwhelmingly positive, enough so that I’d be willing to deal with a little extra shop time.

Best Easy Ride

Gt sensor carbon.

$4,313 at GT

Build: Carbon Pro LE Weight: 32.7 lbs (M) Sizing: S-XL

Pros and Cons ⊕ Feels like an old friend—easy to ride ⊕ Quiet ⊗ No in-frame storage ⊗ No flip-chips or ways to adjust the geometry

In 2023, it was nearly five years since the Sensor received a significant update, so it was high time GT revised its 29-inch trail bike. The Sensor’s frame still has that distinctive GT look, but the amount of rear travel has been bumped up to 140 millimeters, a change that’s accompanied by revised geometry.

There are five models in the Sensor lineup—three with carbon frames (except for the chainstays) with 140 millimeters of travel, and two with aluminum frames with 130 millimeters of travel. Prices range from $2,300 for the alloy Sensor Comp and go up to $5,750 for the Sensor Carbon Pro LE.

The Sensor’s geometry falls into what I’d call extra-normal-modern. The 65-degree head angle is moderately slack, but not extreme, and the 480-millimeter reach for a size large paired with a 77-degree seat angle is a familiar recipe. Compared to the previous version, the reach is approximately 10 millimeters longer per size, and the seat angle is a degree steeper.

After a series of almost suspiciously great rides, my conviction is growing stronger that the new Sensor is a good one. It climbs well, with enough support to leave the shock’s climb lever alone, and there’s plenty of traction even when set up with 25 percent sag. On the descents, the suspension does a great job of muting hits of all sizes. The tune on the RockShox Super Deluxe feels ideally suited to the Sensor’s kinematics—it’s fluttery off the top to take care of the small bump chatter, and then settles nicely into its stroke when dealing with repeated larger impacts.

The geometry may be fairly middle of the road, but it’s a recipe that works well, and the result is a bike that feels like a familiar, friendly companion almost immediately.

Read the full review here

The trail bike category is the most saturated in mountain biking, so it’s understandable if you’re feeling a bit overwhelmed. Fortunately, there are a few easy questions you can ask yourself to narrow the field.

What Kind of Riding Will You Mostly Be Doing?

As much as you may want to answer this one with flowy, singletrack heaven, it’s important to be realistic about what you’ll actually be riding. This can be determined by the time of year that you mostly get out there (which will determine what the conditions will be like), which trails are most accessible to you, and which region you bike in. Are you planning on taking big trips consistently, or will you mostly stay local?

Will You Be Riding Lift-Accessed Trails?

If most of the riding you’ll be doing is lift-accessed, you may want to look in the enduro category. If you’ll be doing a mix of both and are planning on hitting jumps, look for a bike that has enough travel but doesn’t compromise on the uphill either.

What’s Your Riding Style?

If you prefer to charge through steep, technical sections, you could be looking at a very different bike than if you’re a more playful rider who likes to find side hits. Again, be honest with yourself about this. How do you actually ride, and what’s aspirational?

What’s Your Budget Like?

Yes, mountain bikes are expensive. But you do have options. Consider buying used (the market has finally gotten more reasonable this past year), by checking out Pinkbike’s marketplace or looking on Craigslist. Or, check out our best value bikes page for cheaper new bikes. If you’re thinking about buying a used bike (which can be an excellent option), watch this video from PinkBike Originals.

Are You Able to Test it Out?

You must take a bike at least for a spin around the block before you pull the trigger. You might find that you’re uncomfortable on a bike with a certain geometry that you’re not used to—and although sometimes it does take some more time on the bike—you’ll know if you’re just not sitting right. Taking it for a spin will also help the shop determine which size is best for you.

• Number of Testers: 6
• Number of Products Tested: 15

PinkBike leads our mountain bike testing and just like in previous years, the team took out as many trail bikes as they could over the whole year. They tested trail bikes in Bellingham, Washington, and Squamish, BC, in a wide range of conditions that included everything from muddy, rainy days to ones with blue skies and perfect dirt. Testing was lead by Mike Kazimer, the managing tech editor for PinkBike , who is based in Bellingham, Washington and manages all mountain bike gear coverage.

Mike Kazimer : Managing tech editor for Pinkbike, alien skeptic.

Mike Levy : Tech editor for Pinkbike, believes in aliens (or lizard people at the very least).

Alicia Leggett : News editor for Pinkbike who sometimes moonlights as a tech editor.

Sarah Moore : Content manager for Pinkbike, former elite-level cross-country mountain bike racer.

• 2024 Gear Reviews
• 2024 Summer Gear Guide
• mountain bike

When you buy something using the retail links in our stories, we may earn a small commission. We do not accept money for editorial gear reviews. Read more about our policy.

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Best Dirt Bikes of 2024 Are the Most Fun You Can Have on Two Wheels

G ood times are guaranteed with any two-wheeled vehicle, be it the best  motorcycles  or UTVs , but no machine is quite as thrilling as the best dirt bikes. You’ll find no posted speed limits or police to enforce them. Wheelies are not only expected but encouraged, and the same rules apply to sliding around corners and turning every random boulder into an impromptu ramp.

Dirt bikes are truly the final frontier of two-wheeled freedom, but getting on the right bike makes all the difference. A newer rider will struggle to enjoy the high-strung engines and sky-high suspension of a dedicated motocross bike, while more experienced race junkies will have little use for recreational two-wheelers.

Below we’ll break down the best dirt bikes of the year in each of the major categories, whether you’re looking for a fire-breathing race bike or an affordable toy to enjoy with family. Our best overall pick is  KTM 300XC-W . It combines a new engine, new chassis, and new parts with better throttle response and suspension compared to last's years ripper.

Related: 2024 Polaris Xpedition UTV Brings Luxury to Off-Roading

Best Overall Dirt Bike: KTM 300XC-W

In the world of serious enduro riding, two-stroke engines remain supreme. If you’ve got any doubt about that, look no further than this year’s FIM Hard Enduro World Championship , which saw two-stroke machinery claim the contest’s top-five finishes. The bike you see here took top honors overall under KTM pro rider Manuel Lettenbichler, making it the clear choice for discerning enduro junkies everywhere.

KTM 300XC-W Dirt Bike  is an entirely new bike for 2024, benefitting from a completely new engine, chassis, and approximately 95 percent new parts overall. The single most significant update is a much crisper throttle response from KTM’s new and improved TBI (throttle body injection) system, which was notably missing from the 2023 models much to the disappointment of KTM’s ravenous fanbase.

The other major improvement found on the 2024 model is the switch to a closed-cartridge oil-and-spring fork, which KTM says solves the previous model’s inconsistent front-end feel. Out back the shock has been improved as well, but the 300 retains its enduro-focused linkage-free setup for simplicity and maximum ground clearance.

• Engine: 293cc liquid-cooled two-stroke
• Weight: 230 pounds (without fuel)
• Seat Height: 37.9 inches
• Suspension Travel: 11.8 inches

Best Trail Dirt Bike: Yamaha WR250F

Trail bikes can be a tough category to nail down. Some folks want a hardcore closed-course woods racer, while others want a general-use two-wheeler for performance-minded recreation. With that in mind, we’d recommend Yamaha WR250F as the best all-around option, as it wears both hats better than anything without sacrificing all-around capability.

Our favorite part about WR250F is both its engine and chassis are highly adjustable. The motor benefits from two separate fuel maps that can be swapped on the go from the handlebar controls, but owners can also easily custom-tune the output using Yamaha’s wireless Power Tuner app just like its flagship motocrossers. As for the suspension, Yamaha WR250F Dirt Bike comes equipped with high-quality KYB units, front and rear, which can be softened for casual trail use or cranked extra firm for woods racing or even track duty.

We also appreciate that Yamaha is considerably easier to own than your typical high-performance off-road bike, and most of the owners we know happily report going well over 80 hours in between top ends. Considering many manufacturers recommend a piston change as often as every 15 hours, Yamaha WR250F achieves a rare pairing of outstanding performance and above-average affordability.

• Engine: 250cc liquid-cooled 4-stroke
• Weight: 254 pounds (wet)
• Seat Height: 37.6 inches
• Suspension Travel: 12.2 inches

Best Budget Dirt Bike: Honda CRF250F

While high-performance, highly tuned dirt bikes have their place, power always comes at a premium both in terms of monetary cost and added upkeep. If you’re just looking for a traditional dirt bike to enjoy recreationally, Honda CRF250F delivers full-sized fun at half the cost, and also happens to be much more forgiving and user-friendly for your average rider.

Because CRF isn’t beholden to the high standards of competition, Honda is free to design it around the things most riders can actually use and enjoy. The air-cooled engine is a great example, combining low-down torque and bulletproof reliability with the added convenience of fuel injection and an electric starter.

For your money you’re also getting front and rear disk brakes, a proper 18- and 21-inch set of wheels, and well-tuned Showa suspension that’s better suited to recreation than the rock-solid setups found on race bikes. We also appreciate that Honda equips CRF250F with a more approachable 34.8-inch seat height, so while the bike is clearly a full-sized motorcycle for adults, it’s still about 3 inches shorter than your typical sky-high motocrosser.

• Engine: 250cc air-cooled four-stroke
• Weight: 265 pounds (wet)
• Seat Height: 34.8 inches
• Suspension Travel: 8.5 inches
• MSRP: $4,999

Best Dual-Sport Dirt Bike: Suzuki DR650

Reliable, versatile, simple, and capable: These are the hallmarks of a good dual-sport motorcycle, and Suzuki’s DR650  provides them in spades. Yes, there are much lighter, more powerful, and more technologically advanced options out there like Husqvarna 701, KTM 500 EXC-F, and Honda CRF450RL, but they all add unnecessary cost and complexity to a pure form of riding.

DR650 is simply bulletproof, easy to maintain, and endlessly adaptable. It’s got a few shortcomings, most notably its squishy suspension and uncomfortable seat, but with a few inexpensive upgrades from the folks at Procycle , this bike is easily transformed into a turn-key dual sport that’s ready to ride any distance over any terrain. It’s a travel bike, a trail bike, a commuter, and a damn good time on a twisty road—and one that will deliver problem-free service for many years of use and abuse.

• Engine: 644cc air-cooled four-stroke
• Weight: 366 pounds (wet)
• Suspension Travel: 10.2 inches

Related: We Tested Dozens of On Running Shoes. These Are the Best

Best Lightweight Dual-Sport Dirt Bike: Kawasaki KLX 300

While Suzuki’s big 650 has thoroughly proven its worth over the last three decades, more dirt-focused riders will likely prefer a lighter, more agile machine, especially if they’re interested in the more technical side of dual sport and adventure riding. Kawasaki’s new and improved KLX 300 is our favorite tool for the job because it retains the simplicity and easygoing character we love in a dual sport, but brings 30 years of technological advancements along for the ride as well.

We’ve been riding the KLX for the last few weeks, and overall we’re impressed with it as a versatile all-rounder. Its adjustable suspension works great straight off the showroom floor, and packs enough travel and damping for more aggressive riding and even the odd jump or two. We’re also big fans of its 292cc engine, which delivers solid low-down grunt for technical off-road work while still maintaining some excitement at the top end thanks to the wonders of liquid cooling.

Most importantly, KLX weighs in a full 60 pounds less than the old-school DR, which gives it a more sprightly feel on trails and twisty backroads alike. Despite its modern refinement and improved suspension, Kawasaki still manages to undercut DR by a few hundred dollars on price, leaving you with enough cash left over for mandatory upgrades like aftermarket bars and foot pegs.

• Engine: 292cc liquid-cooled four-stroke
• Weight: 302 pounds
• Seat Height: 35.2 inches
• Suspension Travel: 9.1 inches

Best Play Dirt Bike: Yamaha TW200

Tall, aggressive dirt bikes aren’t everyone’s cup of tea. Sometimes you just want a laid-back machine. Enter  Yamaha’s TW200 . Fat tires, drum brakes, and an engine that feels like it was pulled straight out of your riding mower, TW200 may lack performance on paper, but it more than makes up for it with oodles of charm and a go-anywhere attitude.

It may not get you anywhere fast, but TW’s torquey little motor is all but impossible to stall and its massive balloon tires simply plow over slick mud, steep hills, and deep sand alike. Yamaha has been building this bike essentially unchanged since it was first introduced in the 1980s, and over the decades the little TW has proven to be both as reliable as an anvil and as useful as a good pocket knife.

It also happens to be dirt cheap to buy, easy to maintain, and it’s even street-legal, so you can quite literally ride it anywhere and everywhere your heart desires year-round. Take it moto camping on the weekends. Take it to the gas station for beer runs. Take it to all your buddy's houses and teach them how to ride. The beloved TW200 deserves a space in every garage.

• Engine: 196cc air-cooled four-stroke
• Weight: 278 pounds (wet)
• Seat Height: 31.1 inches
• Suspension Travel: 5.9 inches

More Dirt Bikes We Love

A fuel-injected, 300cc, two-stroke motocrosser. Need we say more? Two strokes may have fallen out of favor in professional motocross racing, but if you aren’t looking to go pro, KTM 300 SX is arguably the most grin-inducing machine you can bring to the track.

On its face, 300 SX is essentially a bored-out 250 SX, which translates to both bigger and smoother power delivery across the rev range. The SX’s premium WP suspension competes with the best in the business and features the same completely tool-free adjustment as its four-stroke stablemates.

Of course it’s the aforementioned fuel injection system that really sets KTM apart from its competition. Gone are the days of tearing down carburetors and fiddling with jetting to find the sweet spot for power delivery. SX’s EFI, combined with an electronically controlled power valve, means 300SX automatically adapts to elevation to get the most out of your pre-mix wherever you choose to burn it.

• Weight: 219 pounds (without fuel)
• Seat Height: 37.7 inches

Yamaha’s flagship motocrosser got a ground-up overhaul in 2023. And while graphics are the only thing that’s changed for 2024 (the Bradshaw-era pink, purple, and white are particularly sweet though), it still manages to edge out its rivals in one of the most competitive segments in the dirt. There may be slightly lighter or slighter more powerful options out there (and we do mean slightly), but as an all-around ready-to-race package, the Yamaha YZ450F  is still the bike to beat.

The 450 stands out for its telepathic throttle response, incredibly plush KYB suspension, razor-sharp cornering, and rock-solid chassis. It also happens to be one of the most affordable options in the segment somehow, out-priced only by Honda’s CRF450R and a full $1,000 cheaper than its European stablemates.

As for the YZ’s tech package, everything is as modern as it gets including adjustable traction control, launch control for nailing that hole shot, and access to Yamaha’s outstanding Power Tuner App, which allows owners to wirelessly tune their engine mapping from their phone. The big 450 isn’t for the faint of heart, but if you’re looking for an absolute weapon to rail around the track, you just can’t go wrong with Yamaha YZ450F.

• Engine: 450cc liquid-cooled 4-stroke
• Weight: 240 pounds (wet)
• Seat Height: 38 inches

While the big 450s may get all the headlines, the arms race in performance between 250cc racers is just as cutthroat as their open-class siblings. This year’s 250 of choice goes to the folks at KTM for their outstanding 250 SX-F , which leads the pack in terms of tech, components, and all-around refinement.

The biggest update to this machine for 2024 is the major refinements to its suspension, as both the 48mm WP Xact air fork and shock have been revised for improved comfort, consistency, and performance. Both units also feature KTM’s outstanding tool-free adjusters, allowing riders to tweak settings on the fly with front and rear hand-operated clickers.

As is often the case with KTM machinery, one of the single greatest advantages of the SX-F is the quality of its componentry. For 2024, that package includes an outstanding Brembo brake package, a Brembo hydraulic clutch, and an electronic quick shifter, as well as a class-leading electronics package that includes traction control, selectable engine mapping, and launch control.

• Engine: 249cc liquid-cooled four-stroke
• Weight: 226 pounds (without fuel)
• Seat Height: 37.8 inches

We got to throw a leg over  Stark Varg at this year’s TKO Hard Enduro race, and to say it’s unlike anything else on the planet would be an understatement. Yes, it’s fully electric, and, yes, the top version makes an absolutely face-melting 80 horsepower, but that’s only the tip of the iceberg.

That’s because, while Varg is currently the fastest dirt bike on the planet, it can also be the most user-friendly thanks to its integrated adjustability. The power output (and how it’s delivered) can be dropped as low as just 10 horsepower using Varg’s full-color touchscreen dash (which is also a removable Android smartphone), as can its selectable traction control settings and regenerative braking. You can even choose between different “flywheel” settings to make Varg emulate the feel of a four- or two-stroke engine: The possibilities are nearly endless.

Another feature we’re extremely impressed by is the personalization offered by Stark on every Varg ordered from the factory. Each bike gets either a 60- or 80-hp motor, delivered with suspension that’s been custom-sprung for the owner’s weight, and buyers also get to choose between an 18- or 19-inch rear wheel, as well as whether they want to have a hand brake or a traditional foot brake like a gas-powered machine. 

• Engine: 360 volt water-cooled carbon-sleeve electric
• Weight: 242 pounds (wet)
• Seat Height: 37.3 inches

Related: We Tested the Best New Ski Pants and Bibs for 2024

What to Consider Before Buying a Dirt Bike

When picking the right dirt bike for you, consider the following factors:

Intended Use

Determine how you plan to use the dirt bike. Are you primarily interested in motocross racing, trail riding, or a mix of both on- and off-road riding?

Experience Level

Consider your riding experience and skill level. Motocross bikes are more suitable for experienced riders, while trail and dual-sport bikes are suitable for beginners and intermediate riders.

Size and Weight

Ensure the dirt bike's size and weight are suitable for your body type and riding preferences. Motocross bikes tend to be lighter and more compact, while trail and dual sport bikes offer a more relaxed riding position and larger frame.

Maintenance

Consider the maintenance requirements of the dirt bike, including regular servicing, parts availability, and ease of repairs. Dual sport bikes may require less maintenance compared to high-performance motocross bikes.

Set a budget for purchasing the dirt bike, including initial costs, insurance, gear, and maintenance expenses. Compare prices and features to find the best value for your money.

What Type of Dirt Bike Is Best for You?

Off-road motorcycles come in various types, each designed for specific purposes and riding conditions. Here's an overview of the three major styles to inform your decision.

• Designed for racing on closed dirt circuits with big and small jumps, jarring whoops, and tight corners
• Boast lightweight frames, high-performance engines, and beefed-up suspensions for advanced, aggressive riding
• Feature pared-down bodywork, knobby tires, and jacked-up ground clearance to soak up bumps, jumps, and rough terrain
• Prioritize agility, speed, and maneuverability for competitive MX racing 

Enduro/Trail

• Made to ride on a variety of off-road trails, from smooth dirt paths to challenging mountain trails
• Feature a balance between performance and comfort, with more relaxed ergonomics  
• Have softer suspension settings, electric starters, and smoother power delivery for extended rides over varied terrain
• Sometimes come equipped, or can be upgraded, with headlights and taillights to make them adept at night riding or become street legal in some areas
• Designed for both on- and off-road riding
• Street-legal and can handle a wide range of terrain, from paved roads to dirt trails
• Have features from street and dirt bikes, including moderate suspension travel, lighter-weight construction, and a balanced power delivery
• Equipped with essentials for legal road use like headlights, taillights, turn signals, mirrors, and speedometers

The right dirt bike for you depends on your individual preferences, riding style, and intended use. Take the time to research and test ride different models to find the perfect fit for your needs.

Why You Should Trust Me

When I’m not writing about motorcycles, I’m either riding them or wrenching on them, and have been for two decades now. When it comes to dirt bikes, I found my love for riding off-road in the deserts of Southern California, but nowadays I ride enduro and dual-sport bikes back home in the mountains around North Georgia. I’ve gone without a car a few times in my life, but I’ve always had at least one bike in the garage. There aren’t many lifelong addictions I can recommend in good conscience, but life as a two-wheeled speed junkie certainly has its perks. As a wise man once said, being shot out of a cannon will always be better than being squeezed out of a tube.

Fabio Quartararo: Satellite Yamaha team ‘must have factory bikes’

It’s still unclear if Yamaha will succeed in its search for a satellite MotoGP team in 2025.

But the manufacturer’s star rider Fabio Quartararo has underlined the importance of not only having more M1s on the MotoGP grid but giving them full factory-spec machinery.

The Frenchman graduated to the official team via Yamaha’s previous Petronas satellite outfit, which only had access to one factory-spec bike.

With VR46 appearing to favour a renewal with Ducati, Pramac has emerged as a surprise contender for the future satellite Yamaha role. But as yet, no deal has been announced.

“ We - Yamaha and also myself - are working a lot to have a satellite team. It's really important,” Quartararo reiterated.

“Even if you check how many laps we can do in the pre-season. The number compared to Ducati [with eight bikes] is completely different. You can test many more things and have the comments of many more riders.

“I don’t even say ‘satellite team’ [because] for me it must be an extension of a factory team. They must have factory bikes, factory support and I think also it is important for the riders.

“In the end, the people on the same bike are your first rival, but if you have more [than one ‘team-mate’] then it gives you even more motivation and you can learn more from the others.”

Presently, each Independent team is able to seek a deal with any manufacturer willing to supply them with bikes. In purely competitive terms, a year-old Ducati is a better bet than a factory-spec Japanese machine, hence the Desmosedici's popularity.

However, Aleix Espargaro, whose Aprilia factory gained its satellite team at Yamaha’s expense when the former RNF squad switched brands, feels there should be a limit on the number of bikes each manufacturer can provide.

“[A] maximum of bikes. 100%,” he said. “It's not difficult to see. They [Ducati] have a lot of advantages.

“It's amazing what Ducati did in this championship, but it's a lot easier when you have almost half of the grid.

“So for sure we have to control this, and in the near future. I think the best thing will be to have four bikes per factory, no more.”

But with only five manufacturers remaining in the premier class, after Suzuki’s exit, such a rule would mean grid numbers dropping from 22 to 20.

Ducati currently has eight bikes on the grid. KTM, Honda and Aprilia have four each, with two for Yamaha.

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Massimo Motor Warrior200 196CC Engine Super Size Mini Moto Trail Bike MX Street for Kids and Adults Wide Tires Motorcycle Powersport (Camouflage)

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The iconic and patented MB200 has arrived! The MB200 is the premier mini bike on the market today - quality and easy to operate. Rev up your adventure-filled weekends with speeds up to 24 mph! Powerful 196cc four-stroked, air-cooled engine surpasses virtually any other mini bike on the market! Dual front suspension cushions the ride while the large and wide off-road tires increase ground clearance and improve traction. Forget about all of your constant refueling worries because this bike has a large capacity fuel tank! The MB200 arrives to your doorstep pre-assembled - add some gas, attach the handle bars and you’ll be on your way! ​The MB200 comes with a 6 month PARTS ONLY coverage.

MASSIMO MB200 SUPERSIZED 196CC MINI BIKE

​Powerful, affordable and easy to operate: Proudly assembled in Garland, TX USA! Arrives to your doorstep pre-assembled - add some gas, attach the handle bars and you’ll be on your way. Trouble-free set up and built to last!

BIGGER & BETTER THAN ITS COUNTERPARTS

Strong 196cc four-stroked, air-cooled engine surpasses virtually any other mini bike on the market. This deluxe-sized mini bike effortlessly accommodates teens and adults up to 200 lbs! Forget about all of your constant refueling worries because this bike has a large capacity fuel tank!

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Dual front suspension cushions the ride while the large and wide off-road tires increase ground clearance and improve traction. Classic looks paired with an easy usability make this mini bike an American legend.

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Customers like the quality, ease of assembly, fun, and value of the motorcycle. They mention that it's a great little trail motorcycle, well worth the price, and that the free helmet was really nice. They also like the appearance, and sturdiness. However, some customers have reported issues with the power of the bike.

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Customers like the quality of the motorcycle. They say it's a great little trail motorcycle, sturdy, and top of the line. Some customers also say that the bike is easy to assemble and pulls them well.

"...First of all, the minibike is very nice . I put it together in short order and after fueling it up and putting in the oil it fired up on first pull...." Read more

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Customers like the sturdiness of the bicycle. They say it's well made, strong, and a quality bike. Some say they received the bike in great condition and that it'll be a lot of fun to ride.

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Customers find the bicycle easy to assemble. They mention it comes with good instructions and is easy to crank up. They also appreciate the reflectors all the way around the bike for safety.

"...It is easy to start , easy to maintain and was a fantastic value...." Read more

"Great bike. Good speed. Starts really easy " Read more

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"This is so much fun . No, it won't hang with your friend's motocross bike but this thing is fun to putt around on...." Read more

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" This is so cool ! Fun for the whole Family. It was bought for my 11 yr old GrandSon mainly. But for others too! This reminds me of a mini Harley...." Read more

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Customers like the value of the bicycle. They say it's well worth the price, and is shocked by the performance for the money. Some appreciate the free helmet.

"...It is easy to start, easy to maintain and was a fantastic value ...." Read more

" Excellent for your money and very interchangeable." Read more

"...Nice modern headlamp that puts out good light. The free helmet was really nice ! The Warrior frame is best for people under 6ft. tall...." Read more

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Customers are dissatisfied with the power of the bicycle. They mention that it won't run without the choke being on, it runs very roughly, and has no power. The drum brakes do not provide the best stopping power, and the entire throttle system had problems right out of the box.

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How to travel by bicycle in Russia: ideas and suggestions

• April 15, 2021
• Last updated: April 19, 2021
• Adventure , Destinations , Outdoor , Russia

Home » Travel Blog » How to travel by bicycle in Russia: ideas and suggestions

Day trips in Russia

Newcomers can test their “strength” on a one-day trip – the roads should not be complicated and the distances should not be too long. For first-time riders, study the route carefully, taking into account not only the length of the road, but also the conditions: there should be no long climbs and no high mountain passes. The flatter the road, the better. Do not ride close to crowded and busy large traffic lanes, even if conditions permit.  Also, make sure carry your Russian invitation letter with your visa . 

Route: Levutov – Pavlovsky town

Distance: 65 km

From Reutov (metro station “Novokosino”) outside Moscow, via Saltykovsk, Zheleznodorozhny, Fedurnovo, then turn to Biserovo, to Staraya Kupavna, then to Elektrostal via Ivashevo, and finally to Pavlovsky Posad via Subbotino, the intercity electric train This is a good route for newcomers to the town of Pavlovsky Posad (Vokhna or Pavlovsky Posad station).

This route is good for beginners: the terrain remains almost unchanged throughout the route. It’s mainly asphalt, but it’s quiet, with a rural landscape and few cars. Also, there are many intercity train stations along the way – if you get tired, you can take the train back to Moscow.

For the uninitiated, there are plenty of suitable roads around Moscow. The entire Moscow region is dotted with railway lines, so it is not necessary to make a circular route. You can take an intercity train to one station and back from another. There are many convenient route options around most Russian cities. You can make your own route, or take the advice of experienced travelers and use an already prepared route map.

Two-day trips in Russia

If you can travel 60-70 km per day, it’s no problem and you’ll be able to ride for two days. First of all, you need to solve your overnight problem: will you stay in a hotel, borrow a private house or pitch your own tent? Be sure to take the weather into account and take extra things that will keep you warm or heated.

When choosing your route, add some “hills” on the way, but not too steep.

Keep an eye on your bike. Ideally, it should be carefully checked and tested two days before departure; if you don’t know much about bike parts, you should have a full “car check” at a good mechanic’s shop to remove all faults in time.

Read more inspiring articles:

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Route: ride along Nizhny Novgorod and rest on the Volga

Distance: 140 km

This is a self-guided route with picturesque Volga forests, where you will have to pitch a tent on the road overnight. You don’t have to think about the schedule of electric trains or buses, even if you are delayed on the way, don’t worry.

From Nizhny Novgorod, you will pass through the town of Bor (you can cross the Volga by cable car). Next, head to Ivanovskoye. On the way, note the unique, interlocking bi-level railroad: it is no longer in use, but the original structure is still there. Then go in the direction of Yurasovo, where you will turn to Maloye Utkino, then to Beryozovka, to Vypolzovo, then to the Volga River, to Apraksino, passing through the hill fortress with its ancient earthen embankment. Hillfort, which retains its ancient earthen berm.

After that, follow Orlovo, Belkino, Yamnovo, Zavrazhnoye, Selishi. After passing through Zhukovka, you can go straight through the forest to the bank of the Volga River and find a place to pitch your tent.

The next day, go in the direction of Pumra, then through Vagankovo, Orekhovo, Markovo, turn left at Matveyevka, go to Vatoma, then through Put’kovo and back to the banks of the Volga, then to the town of Pol, and then to Nizhny Novgorod.

There are many suitable two-day rides in the Volga Valley, around the Voronezh region, around the cities along the Golden Ring and in the Crimean steppe.

Multi-day rides in Russia

Riding for several days in a row is a very serious matter and you need to be physically prepared. For the first time, choose a route that is not too difficult and not extreme, because riding a few days in a row is not at all the same as riding 100 km in a week. Please estimate that it is more comfortable to travel 70-80 km per day on the plains and with much less hills.

Check to see if there are any settlements along the way – it depends on whether you’ll be carrying a lot of food, or if you can buy all your food along the way. But whenever and wherever you go, make sure you have drinking water on you. Please do not forget to constantly replenish your supplies and have an emergency reserve – about 1.5 liters of water per person. 

Route: “Crimean coast: from Kerch to Alushta”

Distance: 270 km , 5-7 days

We have intentionally divided the trip on this route into several days, as it depends a lot on your fitness and desire to visit the sights – which will be seen on the way, and quite a lot of them. There will be some mountain passes – if you feel tired as you pass them, it is always possible to set up camp early and prepare for an overnight stay. Almost the entire road runs along the coastline. If you don’t want to pitch a tent, you can easily find a place to spend the night in the resort.

Get off the ferry to Kerch and head directly to the Feodossia steppe. Pass through the town of Ordzhonikidze and head to Koktebel. Be prepared for a long and tiring uphill climb. If you don’t want to tire yourself out that much, then sacrifice some of the scenic views and take a different route – along the Simferopol highway.

From Koktebeli there is a difficult mountain road leading to Sudak. The strongest will can cycle to the town of “Novyi Svit” in one day, while the rest of the people should go to the village of Morske and then to Alushta via Rybache and Malorichens’ke. From Alushta, you can take a bicycle and a trolleybus to Simferopol, from where you can return by plane or return to Kerch by bus or taxi.

Pack & travel:

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Guest Contributor

• Published: April 15, 2021

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Adaptive equipment is making national parks more inclusive

At Great Smoky Mountains National Park, adaptive mountain bikes and kayaks aid visitors with disabilities

New resources available at Great Smoky Mountains National Park help visitors with disabilities explore hiking trails, go mountain biking, paddle kayaks and camp overnight in the mountains of North Carolina and Tennessee.

After launching a program of free, adaptive activities last year, the country’s most-visited national park will expand the number and type of excursions this summer.

“The programs allow individuals with disabilities and their families and community to move beyond the pavement to explore and enjoy the Smokies,” said Emily Davis, a public affairs specialist with the national park.

For its inaugural year, the national park and its partners organized three hikes and one mountain bike outing for parkgoers who use adaptive gear. This year, the program will feature three hikes, two mountain bike rides, one kayak trip and one night of backcountry camping. The outings are scheduled for select dates in June, July, September and October.

Davis said the staff receives daily emails and phone calls from people inquiring about the special excursions and adaptive equipment, which the park loans out through a separate program. She said the messages come from locals and out-of-town guests planning to vacation in the popular park. Last year, more than 13 million people visited, according to National Park Service data .

Eric Gray, founder and executive director of Catalyst Sports , one of the program’s key partners, said the nonprofit will provide three hiking chairs (plus two from the park), seven adaptive kayaks and a dozen mountain bikes, in addition to snacks and drinks. Experienced staff members and volunteers will help with the fit and handling of the gear.

“We’re trying to remove as many barriers as possible,” Gray said. “All they need to do is show up.”

Types of adaptive equipment

Catalyst’s equipment is available to anyone with a physical disability and caters to a range of special needs. Some of the kayaks and bikes are built for two, ideal for people with visual impairments.

• The organization uses three-wheel off-road trikes for people who can move their legs but have poor balance, and handcycle mountain bikes for cyclists without leg mobility. The bikes come with e-assist for powering through tough or steep terrain.
• The hiking chairs have levers (easier to push than dirt-encrusted wheels) and a front wheel for steamrolling over large obstacles.
• The kayaks have outriggers to prevent tipping, and a custom seat supports people with limited abdominal functions. Hand adaptations are tailored for amputees and others with restricted capabilities.

Participants can also bring their own gear. Folks who don’t require special assistance are invited, too.

“ It’s not just about making something accessible. It’s about making it inclusive, so that the entire family and friends can be part of it,” said Mark Bogosian, the director of engagement at the Christopher & Dana Reeve Foundation . “By offering these kinds of programs, the Great Smoky Mountains National Park is really making sure that everybody in the community has the opportunity to participate and enjoy nature and be active.”

The inclusive outdoors

National parks are becoming increasingly more welcoming to outdoor enthusiasts with mobility issues. In addition to its adaptive-friendly excursions, the Great Smoky national park has three adult-size off-road wheelchairs (and one junior chair) available for use on accessible trails. NPS volunteers meet the guest at the trailhead for a safety overview and quick tutorial. The volunteer can accompany the hikers or wait at the trailhead. Davis said the park plans to expand its fleet as well as train more volunteers for this service.

Several other NPS sites also provide all-terrain wheelchairs (e.g., Sleeping Bear Dunes National Lakeshore and Rocky Mountain National Park ) or beach wheelchairs ( Golden Gate National Recreation Area , Great Sand Dunes National Park and Preserve , Gulf Islands National Seashore ). The rentals are complimentary. Because of the limited supply, reservations are strongly recommended.

The movement is also flourishing on the state and regional levels. All-Terrain Georgia supplies all-terrain wheelchairs to more than a dozen destinations in the Peach State, including Cloudland Canyon, Panola Mountain and Cumberland Island. Tennessee State Parks and the Minnesota Department of Natural Resources provide the trailblazing equipment in 13 parks each. A number of other state park departments are also onboard, including Kansas, Louisiana, Michigan, Oklahoma and Wyoming.

“I do see the domino effect,” said Carly Pearson, the ADA coordinator in Knox County, Tenn. “Other parks are catching on.”

Pearson, a former NPS wildland firefighter who suffered a spinal cord injury in 2002, said she assisted the Knoxville nonprofit Legacy Parks Foundation in creating one of the first adaptive mountain bike trails in East Tennessee. The Independence and Freedom Trail was completed in spring 2020. She said a number of local partners have since collaborated to develop more outdoor sites that can accommodate adaptive equipment.

People with mobility issues said one of the biggest obstacles to exploring the outdoors is acquiring or accessing the specialized gear. The equipment can be prohibitively expensive. Pearson said a fully kitted-out adaptive mountain bike can cost $22,000.

“Do I want to pay for my son’s college, or do I go and selfishly buy myself a recreational piece of equipment?” she said. “I’m going to take care of my kid, of course.”

Specialized guides

Though loaner programs help adventurers overcome that hurdle, availability isn’t always enough. Depending on the individual’s capabilities, the visitor might need help settling into the equipment and navigating the unfamiliar trail or body of water. That’s where the support team comes in.

For the Great Smoky Mountains program, Gray said guests will be accompanied by experts from his team, including an adaptive mountain bike director who lives in Asheville, N.C., a hiking director who will oversee the day treks and backcountry camping trip, and an adaptive kayaking specialist from Knoxville. Park rangers will cover the educational portion of the outings, sharing ecological and historical tidbits with the group.

For backcountry camping, Gray said guests will hike for about 1½ miles, cook over a fire and sleep in tents. They will rough it — to a point. Instead of digging a hole for a toilet, they will have access to a portable commode.

“We’re going to make it easier for them for their first experience in the backcountry,” he said.

Each national park shares information about its accessible trails and adaptive programs on its website and in its visitor center. For a broader scope, the Christopher & Dana Reeve Foundation created a search tool to help people locate accessible and adaptable programs, events and resources around the country. The organization also has a team of advisers who can help with trip planning and other recreational advice. The service is free.

“The information specialists are trained to help people locate areas for adaptive activities,” Bogosian said. “They help them think about the questions they need to ask as they plan their trips.”

‘Healing and restorative’ exercise

Matt Lee, a 43-year-old Asheville resident, suffered a spinal cord injury the summer after he graduated high school. He uses a wheelchair, which restricts his outdoor activities. Several years ago, he upgraded to a power-assisted device with off-road tires and a free wheel attachment. His range of exploration improved, but he still runs into stumbling blocks.

“You can get to a certain point,” he said, “but there might be a creek or a stream or some uprooted areas or lots of rocks that are just too challenging to navigate.”

In 2022, he attended an adaptive mountain bike clinic hosted by Catalyst Sports. He said it was the first time he had biked that hard and that deep into nature since his accident. He learned about the Great Smoky program during the clinic and signed up for two hikes last year. For the first trek, he borrowed a “passive” Joëlette all-terrain wheelchair from the North Carolina Spinal Cord Injury Association . He brought his own equipment for the second excursion on Deep Creek Trail.

“To venture off and experience being out in nature — it’s very healing and restorative,” he said. “Now that I’ve been able to get out there, I feel better. I’m happier. My overall well-being has improved.”

This year, he is considering the kayak outing and the backcountry trip, an adventure that is long overdue.

“I haven’t really done overnight camping in over 20 years,” he said. “So that would be a new experience for me since my injury.”

More travel news

How we travel now: More people are taking booze-free trips — and airlines and hotels are taking note. Some couples are ditching the traditional honeymoon for a “buddymoon” with their pals. Interested? Here are the best tools for making a group trip work.

Bad behavior: Entitled tourists are running amok, defacing the Colosseum , getting rowdy in Bali and messing with wild animals in national parks. Some destinations are fighting back with public awareness campaigns — or just by telling out-of-control visitors to stay away .

Safety concerns: A door blew off an Alaska Airlines Boeing 737 Max 9 jet, leaving passengers traumatized — but without serious injuries. The ordeal led to widespread flight cancellations after the jet was grounded, and some travelers have taken steps to avoid the plane in the future. The incident has also sparked a fresh discussion about whether it’s safe to fly with a baby on your lap .

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