We review the all-new 2023 Suzuki V-Strom 800DE, an off-road-ready middleweight adventure bike that slots in between the V-Strom 650 and V-Strom 1050. Until the 800 came along, V-Stroms have had V-Twin engines (hence the “V-” in the name, but Suzuki now says it stands for “Versatile).

The V-Strom 800DE is powered by a new 776cc parallel-Twin that makes a claimed 83 hp at 8,500 rpm and 57.5 lb-ft of torque at 6,800 rpm. The same engine is also found in the new 2023 Suzuki GSX-8S naked bike.

It also features a 21-inch front wheel, spoked wheels (tubes are required), 8.7 inches of front/rear suspension travel, and 8.75 inches of ground clearance. The Suzuki Intelligent Ride System includes the Suzuki Drive Mode Selector with three throttle maps, traction control with three on-road settings and a “G” (gravel) off-road setting, ABS with multiple modes (it can also be turned off at the rear), and a quickshifter.

We traveled to Sardinia, Italy, for two days of on-road and off-road testing. Watch the video to see the V-Strom 800DE in action and get our impressions. You can also read our First Ride Review.

2023 Suzuki V-Strom 800DE Specs 

• Base Price: $11,349 
• Website: SuzukiCycles.com 
• Warranty: 1 yr., unltd. miles 
• Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl. 
• Displacement: 776cc 
• Bore x Stroke: 84.0 x 70mm 
• Horsepower: 83 hp @ 8,500 rpm (factory claim) 
• Torque: 57.5 lb-ft @ 6,800 rpm (factory claim) 
• Transmission: 6-speed, cable-actuated slip/assist wet clutch 
• Final Drive: Chain 
• Wheelbase: 61.8 in. 
• Rake/Trail: 28.0 degrees/4.5 in. 
• Seat Height: 33.7 in. 
• Wet Weight: 507 lb 
• Fuel Capacity: 5.3 gal. 
• Fuel Consumption: 53.4 mpg (factory claim)

Walking up to the Husqvarna Norden 901 Expedition for the first time, the bold graphics caught my eye. In a departure from the subdued matte-black paint scheme on the standard Norden 901, the Expedition sports a blue and white colorway with yellow accents, a large white Husqvarna logo, and white handguards and side panels. Like the standard model, the graphics include topographical lines that bring to mind far-flung places where one might venture on the Expedition. 

Related: 2022 Husqvarna Norden 901 | First Ride Review

The visual prowess of the new machine got me excited. The inverted WP Xplor fork – an upgrade from the WP Apex unit on the standard Norden – has an eye-catching WP logo and red accents on the silver tubes. The wrap-around skid plate is big and rugged, protecting both the underside of the engine and the lower pods of the horseshoe-shaped fuel tank. 

The Expedition looks the business, and all I wanted to do was ride it. 

But is it the off-road beast I wanted the first Norden to be? The standard model was released just last year, and it planted a prominent flag for Husqvarna – a legendary off-road brand – onto the ADV landscape. The Expedition ups the platform’s game with higher-spec WP Xplor suspension, a taller windscreen, and side carriers with a pair of 18-liter waterproof saddlebags. Several optional features and accessories for the Norden are standard on the Expedition, including the Explorer ride mode, a beefier skid plate, heated grips and seat, a centerstand, and Bluetooth connectivity for infotainment and navigation. It’s priced at $15,799, a $1,300 premium over the Norden 901.

Enough speculating, let’s ride! 

Husqvarna Norden 901 Expedition in South Africa 

Husqvarna did an amazing job plotting a route up and down epic mountains, over rolling hillsides, and along rugged coastlines near Cape Town, South Africa. Our first day started with a short stint on the freeway to get comfortable on the machine, and then we wicked it up on a hardpacked gravel road through vineyards and recently harvested grain fields. It was super dusty, so we tried leaving enough space between riders to avoid the dust without losing sight of those ahead of us. With a quick glance down, I saw 136 kph (84 mph) on the TFT display, and I wondered, Are we in a hurry?  

GEAR UP

• Helmet: Arai XD-4 
• Jacket: Alpinestars Bogota Pro Drystar 
• Gloves: Alpinestars Bogota Drystar XF 
• Pants: Alpinestars Bogota Pro Drystar 
• Boots: Sidi Adventure 2 Gore-Tex 

Our route took us along the edge of a lake, and the scenery was breathtaking. Then we returned to the tarmac and blasted down a beautiful canyon road with towering cliffs, majestic mountains, and deep ravines. Back and forth we went, from gravel roads to highways at a brisk pace. The Norden’s 889cc parallel-Twin, which cranks out a claimed 105 hp and 73.8 lb-ft of torque, was pegged at 7,000 rpm in 6th gear without complaint, even though redline is 8,500 rpm. 

Day 2 brought more serious off-road terrain, with technical two-track, wet sand, and gnarly, rutted-out hillclimbs. At one point, facing exposed rocks and step-ups as the trail steepened toward a peak, I thought to myself, There’s no way this bike is making it to the top. It looked like something only an enduro bike should tackle but not this bike, not with its road-biased tires with 36 psi in them. But the Norden proved to be quite the mountain goat, and we successfully summitted the hill. 

Then it was on to an enduro-type loop section with sand, loose red rock, hardpacked dirt, and a wet, grassy stretch. We did several loops, each slightly faster and messier than the last, pushing the Norden 901 Expedition harder with each pass. Then we charged up a steep and crumbling single-lane paved road. What a climb, and what a view from the top! It was an amazing couple of days to test an adventure bike – the perfect mix of a challenging route and out-there countryside. 

Related: Motorcycle Camping on a Honda CB500X and Husqvarna Norden 901

Report Card 

The Husqvarna Norden 901 is built on the same platform as the KTM 890 Adventure and 890 Adventure R, a bike I’ve previously sampled. They share an engine and much of the same technology, such as ride modes, cornering ABS and traction control, Motor Slip Regulation, and a quickshifter. As on the KTMs, ABS is linked to the ride modes, so selecting the Street or Rain ride mode activates the Road ABS mode, and selecting the Offroad or Explorer ride mode activates the Offroad ABS mode. 

But the Explorer ride mode is fully customizable. Riders can select among four different throttle-response maps (Rally, Offroad, Street, or Rain), select either ABS mode, and toggle between 10 levels of traction control for the rear wheel on the fly, ranging from Level 0 (off) to Level 9 (most intrusive). I found that Level 3 allowed for nice power slides without letting things get too out of hand. 

The biggest change on the Expedition relative to the standard Norden 901 is the suspension. Compared to the WP Apex setup on the base model, the Expedition’s WP Xplor fork has larger diameter tubes (48mm vs. 43mm) and more travel (9.4 inches vs. 8.7 inches), and the Xplor PDS (Progressive Damping System) shock also has more travel (9.4 inches vs. 8.5 inches). The KTM 890 Adventure R also has Xplor suspension, but the Expedition has softer damping for a more comfortable ride. After two hard-charging days of riding, I can tell you that the bike’s handling is phenomenal. 

On pavement, the added stiffness of the 48mm fork kept the front end firmly planted no matter how hard I pushed into turns, even with the additional travel. The damping allowed the Expedition to float down the road, but it never felt spongy or bouncy. Off-road was a different story. At high speeds on long, fast gravel roads, I felt equally confident until I hit a loose rock or pothole and the handlebar did a quick 1-2-3 twitch – just enough to remind me to tone it down. On gnarly trails, I felt the softness of the stroke and used all the travel, but it never held me back and I experienced less jarring on my body than what I’ve experienced on the 890 Adventure R. 

Before the more technical riding on Day 2, I asked the Husqvarna techs to firm up the damping front and rear (there’s a settings chart under the rider seat). Adjusting the fork is simple since there are compression and rebound clickers atop the fork tubes; adjusting the shock requires tools that are found in the toolkit under the side panel. The changes made a big difference. On the road, I could feel small imperfections in the tarmac, and I could dive into corners with even more confidence and speed. Off-road was even better. I felt more in tune with the bike, allowing me to push the limits. There was no more twitch at high speeds, and the bike tracked straighter through sandy sections. On rough, rocky trails, the tires didn’t deflect as much, though it would have been even better if we could have aired them down. 

The Pirelli Scorpion Rally STRs on the Expedition, which have roughly a 70/30 on/off-road bias, performed well on pavement and on fast-paced gravel roads. We flogged them hard, and they provided confident, consistent grip. In sand and on some of the more technical off-road sections, however, I would have preferred a more aggressive knobby. Tires are always a compromise, and the Pirellis are versatile tires with big knob blocks that should hold up well during long multiday tours. 

Related: Riding the Ozarks on a Husqvarna 701 Enduro and a Kawasaki KLR650

Jack of All Trades 

Adventure bikes have a tough job. They need to be rugged and capable of tackling a wide variety of off-road terrain, they need to be robust enough to withstand abuse and carry heavy loads, and they need to provide enough power, comfort, and sophistication to satisfy riders who want to carve canyons or cross continents. 

The Norden’s tubular chromoly-steel trellis frame is light and strong and uses the engine as a stressed member for added rigidity. The rest of the chassis consists of a steel trellis subframe and a cast-aluminum open-lattice swingarm. The steering stem, triple clamps, handlebar, and footpegs are also made of aluminum, saving weight without sacrificing durability. 

The parallel-Twin engine is certainly up to the task. It’s a lively powerplant, yet dual balancer shafts keep vibration to a manageable level. It makes plenty of power and torque, its throttle-by-wire enables the selectable ride modes and other rider aids, and its 6-speed transmission is equipped with a slip/assist clutch and the best quickshifter I’ve had the pleasure of using.  

Whether seated or standing, I found the ergonomics to be spot-on for my 5-foot-11 frame. The low-slung fuel tank keeps weight down low for better balance and handling, and it keeps the upper part of the tank narrow between the knees. The tank, bodywork, and windscreen kept the wind and water off me for the most part. The windscreen isn’t adjustable, but it has a cut-out in the center that smooths the airflow. There was no buffeting, and I could look side to side without the peak of my helmet getting ripped by the passing air. When seated, I felt some airflow at neck level, but I didn’t mind, especially in the warm temperatures we were riding in.  

With good wind protection, cruise control, and heated grips and seat, the Expedition is a good choice for those who want to burn miles. The luggage that comes standard, however, wasn’t quite up to the task. Halfway through Day One, the crossmember that connects the two side carriers came off and went flying end over end down the road behind me. That got repaired, but after two days of thrashing, the loaded bags hung down because the stitching on the upper backing was stretching and coming undone. The side bags look good and provide useful storage, but they don’t seem robust enough for serious off-road abuse. 

For digital addicts, the Expedition has a connectivity unit that allows a smartphone to be paired via Bluetooth using the Ride Husqvarna Motorcycles app, which enables phone and music functions as well as Turn-by-Turn+ navigation and route planning. Pairing a Bluetooth helmet headset with the app allows riders to listen to music and take calls, with functions controlled via the left switch cube and displayed on the TFT dash. Maps can be downloaded for use offline, and up to 128 waypoints can be added to routes. I didn’t test the app, but I found the TFT display easy to read and the menus intuitive. 

See all of Rider‘s Husqvarna coverage here.

Bottom Line 

Overall, my criticisms of the Norden 901 Expedition are fairly minor. I’d like an adjustable windscreen, more robust luggage, and knobbier tires, but some of that just reflects my personal preferences. If you’re in the market for a middleweight do-it-all adventure bike, especially if you put emphasis on the “touring” part of Adventure Touring, then the Expedition is hard to beat. With its excellent on- and off-road handling, versatile engine, fantastic electronics package, and comfortable ergonomics, you’ll be smiling ear-to-ear on every adventure. 

2023 Husqvarna Norden 901 Expedition Specs

• Base Price: $15,799 
• Website: Husqvarna-Motorcycles.com 
• Warranty: 2 yrs., 24,000 miles 
• Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl. 
• Displacement: 889cc 
• Bore x Stroke: 90.7 x 68.8mm 
• Horsepower: 105 hp @ 8,000 rpm (factory claim) 
• Torque: 73.8 lb-ft @ 6,500 rpm (factory claim) 
• Transmission: 6-speed, cable-actuated slip/assist wet clutch 
• Final Drive: X-ring chain 
• Wheelbase: 59.5 in. ± 0.6 in. 
• Rake/Trail: 25.8 degrees/4.2 in. 
• Seat Height: 33.6/34.4 in. 
• Wet Weight: 503 lb (claimed)  
• Fuel Capacity: 5.0 gal. 
• Fuel Consumption: 52.3 mpg (claimed) 

In keeping with Honda’s goal of providing motorcycling experiences to a large variety of riding styles and skill levels, Honda has announced two new dual-sport motorcycles that are beginner-friendly and affordable: the all-new 2023 Honda XR150L and the new low-seat 2023 Honda CRF300LS.

2023 Honda XR150L

The new XR150L is Honda’s lowest-priced full-sized dual-sport. It’s designed to be approachable for beginner riders while also being a good option for riding around the campground and exploring the countryside. It features an air-cooled 149.2cc single-cylinder engine and a 2.8-gallon fuel tank (a 0.9-gallon reserve) with for a claimed 346 miles of range. The 31mm fork and single rear shock deliver 7.1 inches of travel up front and 5.9 inches in the rear, and it rides on 19-inch front and 17-inch rear wheels.

The XR150L features an upright riding position and a tall handlebar for comfortable maneuverability. Ground clearance is 9.6 inches, seat height is 32.8 inches, and curb weight is said to be 282 lb. For brakes, the dual-piston hydraulic front caliper is paired with a 240mm rotor, and there’s a 110mm drum brake in the back.

Related: Honda Announces More 2023 Returning Models

The 2023 Honda XR150L has an MSRP of $2,971 and comes in White or Black color options.

2023 Honda CRF300LS, CRF300L, and CRF300L Rally

The Honda CRF300LS is a new version of Honda’s top-selling CRF300L, featuring a lower seat height of 32.7 inches. With this new lower seat height version, the CRF300L is now an option for more riders.

The CRF300L, which returns for 2023, is powered by a liquid-cooled 286cc single-cylinder engine. It has a fuel capacity of 2.1 gallons (with a 0.5-gallon reserve). Suspension includes a 43mm inverted Showa fork and a Pro-Link single rear shock. The standard and ABS versions of the CRF300L have 10.2 inches of travel rear and front, while the new low-seat CRF300LS has 9.3 inches in the front and 9.0 inches in the rear. Wheels are 21 inches in the front and 18 inches in the rear with black aluminum rims.

Related: 2021 Honda CRF300L and CRF300L Rally | First Ride Review

The CRF300LS’s lower seat height of 32.7 inches brings it 2 inches lower than the standard CRF300L’s seat height. Brakes are hydraulic single discs front and rear with 256mm and 220mm rotors, respectively. The CRF300LS comes standard with ABS, while the CRF300L comes in non-ABS and ABS versions.

Also returning for 2023 is the CRF300L Rally, featuring comfort-focused upgrades like handguards, a bigger fuel tank, and a windscreen, and it’s available both with ABS ($6,449) and without ($6,149).

For the new low-seat CRF300LS, MSRP is $5,699, the same price as the CRF300L with ABS and $300 more than the non-ABS version. The LS comes in a Swift Gray colorway, while the standard, ABS, and Rally versions come in Red.

2023 Honda Navi

Introduced in 2022 as part of Honda’s miniMOTO lineup, the twist-and-go Navi also returns for 2023. Powered by a 109cc single-cylinder engine, the Navi features a CVT transmission that requires no clutch or shifting. At $1,807, it’s the same low price as last year and comes in four colors: Red, Grasshopper Green, Nut Brown, and Ranger Green.

Related: 2022 Honda Navi | First Ride Review

Just one year after the release of the Norden 901, Husqvarna has added a new member to the Norden family: the Husqvarna Norden 901 Expedition. The Expedition takes all that’s great about the Norden 901 and makes it even more off-road-ready with up-spec suspension, a 36-liter-capacity set of side bags, a windscreen, and heated grips and seat. 

The Norden 901 Expedition is powered by the same eight-valve, DOHC, 889cc parallel-Twin that’s in the Norden 901 and KTM’s 890 Adventure/R. On both the Norden 901 and the Expedition model, that engine produces a claimed 105 hp and 74 lb-ft of torque. 

Related: 2022 Husqvarna Norden 901 | First Ride Review

Replacing the WP Apex suspension on the standard Norden 901 is higher-spec WP XLPOR suspension, with 9.4 inches of travel front and rear compared to the Norden 901’s 8.7 inches front and 8.5 inches rear. The WP XPLOR 48mm inverted fork is adjustable for compression and rebound, and the WP XPLOR shock is fully adjustable. The suspension gives the Expedition a ground clearance bump of 10.6 inches compared to the standard Norden 901’s 9.9 inches. 

Both Norden 901 models are equipped with 21-inch front and 18-inch rear tubeless spoked wheels and Pirelli Scorpion Rally STR tires for performance both on and off the road. Offroad ABS is standard, and the Easy Shift function allows riders to change gears up or down without the clutch with the help of the Power Assist Slipper Clutch to smooth out any clumsy shifting. 

The 5-gallon fuel tank provides riders with a maximum claimed 248 miles of range, and Husqvarna says the bike weighs 473 lb without fuel. The rotation-molded tank places most of the volume low and in front of the engine to lower the center of gravity and give the rider more freedom to move between riding positions. The Expedition also receives a heavy-duty skid plate made of 4mm, laser-cut aluminum. 

Related: Motorcycle Camping on a Honda CB500X and Husqvarna Norden 901

The Expedition is more off-road ready right off the showroom floor with the addition of several previously optional accessories. For example, the Expedition comes standard with a side bag carrier system made from tubular steel and a side bag set with two waterproof bags. Each bag has a storage capacity of 18 liters, a waterproof roll closure, and welded seams. Heated grips, a heated seat, and a new windshield will keep adventurers comfortable in adverse conditions. 

The 5-inch TFT dashboard allows the rider to adjust the display to show the trip meter, fuel range and consumption, and water temperature, while all ride modes and ABS settings are always visible. The Expedition also features Husqvarna’s Connectivity Unit to connect to a smart phone for Turn-by-Turn navigation, answering phone calls, and playing music. 

Although the Norden 901 Expedition is made to be ready to ride right away, Husqvarna also offers a wide range of accessories and extras, like an Akrapovič Slip-on silencer, Touratech cases to replace the standard luggage, Factory Racing footpegs, and a radiator protection grille. 

The 2023 Husqvarna Norden 901 Expedition is available for $15,799, a price increase of $1,300 over the 2023 Norden 901. Find more details on Husqvarna’s website. 

The new Suzuki V-Strom 800DE casts aside the model’s V-twin engine heritage, replacing it with an all-new 776cc parallel-Twin. The new bike’s styling, however, emphasizes Suzuki’s adventure bike lineage by drawing from its late ’80s Paris-Dakar-inspired DR 750S Big. Hats off to Suzuki for nailing the aesthetics, but does the bike’s performance match its adventurous good looks? 

Having spent two days riding the new V-Strom in both on- and off-road environments, it’s easy to shrug off the fact that the engine architecture strays from the model’s namesake because the new parallel-Twin is the business. It has a 270-degree crank, which gives it power characteristics similar to the 90-degree V-Twins in the V-Strom 650 and V-Strom 1050. Claimed output is 83 hp at 8,500 rpm and 57.5 lb-ft of torque at 6,800 rpm. (The same engine is also found in the new 2023 Suzuki GSX-8S.)

Related: 2023 Suzuki V-Strom 1050 and V-Strom 1050DE | First Look Review

When a twist of the throttle requests more power, the engine responds with a torquey forward rush, and the Suzuki Cross Balancer system does a great job of quelling any excessive engine vibration. Also helping keep engine vibes to a minimum is the fact that revving the engine to redline is unnecessary due to all the fun available in the midrange.  

Engine snappiness is selected via the left handlebar-mounted switchgear with a choice of three throttle-response modes: “A” is most aggressive, “B” is less so, and “C” is the mildest (best for rainy conditions). In almost all on-road circumstances, I preferred the middle-ground B mode with its slightly smoother throttle application. In the dirt, it was a 50/50 toss-up between A and B modes. And this is where Suzuki’s traction control offerings get interesting.  

There are three levels of on-road traction control intervention plus an off-road G (gravel) mode, or TC can be turned off. For an intermediate dirt rider such as myself, G mode made me feel more skilled than I am because it did the work of metering rear-wheel spin before things got out of control, providing a nice balance between hero-like drifting and forward thrust. With the most aggressive throttle setting (A) and TC in G mode, I could ride to my limit without fear of over-spinning the rear wheel. Or, to work on throttle control, I turned TC off, selected the milder B mode throttle setting, and practiced spinning the rear wheel without intervention.  

Another rider aid outfitted to the V-Strom 800DE is a bi-directional quickshifter – always a welcome feature in my book. I tested the system on two different test bikes to make sure what I was experiencing wasn’t an adjustment issue, and both bikes responded similarly. In essence, upshifting was akin to some sportbikes I’ve tested, wherein the faster you are accelerating and the higher the engine speed, the smoother the quickshifter functions. Not to say it was bad at lesser speeds, just not quite as smooth.

Downshifts, no matter what the situation, were a bit clunky. When standing up during off-road riding, the weight of my body hovering over the shift lever made the operation a bit easier. The quickshifter can also be turned off. 

Related: 2022 Motorcycle of the Year – Suzuki GSX-S1000GT+

The V-Strom’s claimed curb weight of 507 lb didn’t seem to correspond with how light the bike felt while riding it. The bike’s handling manners both on- and off-road were very nimble. Being the professional that I am, I threw myself into this test by falling over in a marbly, rutted downhill hairpin directly in front of the camera crew. Embarrassing, yes, but I learned that riding an adventure bike like the V-Strom 800DE in the outback is a little less scary knowing you can pick it up by yourself after a tip-over – something that can’t be said about many of the heavier open-class ADVs.   

Helping the V-Strom navigate off-road obstacles is its 21-inch front wheel, an impressive 8.7 inches of front and rear suspension travel, and 8.75 inches of ground clearance. Spoked wheels are of the tubed variety, while the Dunlop Trailmax Mixtour 90/10 tires favor on-road handling over aggressive off-road riding. The Showa inverted fork and link-type shock are fully adjustable, allowing riders to fine tune the suspension to personal preference, and there’s a remote preload adjuster for the rear. 

The seating position has a natural feel with plenty of legroom and a short reach to the bars. Seat foam density is spot-on with absolutely no complaints after two days of riding. At 33.7 inches, the seat height isn’t as daunting as some other adventure bikes, especially considering the V-Strom’s suspension travel and ground clearance. While seated, the height of the wide, tapered handlebar was just right, but since I’m taller than average (5-foot-11), I was a little hunched over when standing up on the pegs. I’d prefer the handlebar to be a bit more elevated, but I suspect it would be a good fit for riders of average height. 

GEAR UP:

• Helmet: Arai XD-4 
• Jacket: Alpinestars Monteira Drystar XF 
• Gloves: Alpinestars Halo Leather
• Pants: Alpinestars Monteira Drystar XF 
• Boots: Alpinestars Corozal Adventure Drystar 

Braking performance of the dual 2-piston Nissin front calipers pinching 310mm discs was more than adequate in the dirt, though the street-biased Mixtour tires offered limited off-road grip. On the pavement, especially at higher speeds, there were times when more stopping power was needed but not available. At the lever, I could almost feel the rubber brake lines expanding when maximum pressure was applied. Steel braided brake lines and more aggressive pads would probably help, but 4-piston front calipers be even better. ABS is standard and offers two levels of intervention, and it can be turned off at the rear wheel. 

The 5-inch color TFT instrument panel delivers information to the rider in an uncluttered, easy-to-read layout. From ABS, TC, and ride mode settings to speed, gear position, and fuel level, the information is intuitive and well-organized. The brightness of the display is adjustable, and the day/night mode background can be set to switch automatically or manually. On the left side of the display is a handy USB port for charging a phone or other electronic device. 

Above the instrument panel resides an adjustable windscreen. There are three heights to choose from in 0.6-inch increments, for a total of 1.8 inches of adjustment. However, a hex key is required to remove four bolts to reposition the windscreen – a cost-saving design that cuts a little too deep for my taste. Other attempts to control costs include flimsy plastic handguards and a minimalist plastic bash plate under the engine.  

Related: Suzuki Announces More Returning 2023 Models

The pace set by our lead rider on the morning of the first day was posted-speed-limit slow. Great for taking in the scenery of Sardinia, Italy, but as limiting as a conga-line demo ride when it comes to assessing the V-Strom 800DE’s capabilities. It was surprising that, when set free to ride at a spirited pace, I quickly found the limit of the bike’s cornering clearance when the footpeg feeler gouged its way through the pavement in the first corner of a photo pass. Rather than a criticism, however, this was a virtue. Right out of the gate, I felt comfortable pushing an unfamiliar motorcycle to its street-riding limits. And this was before making any adjustments to suspension settings. From there, I grew even more fond of the V-Strom 800DE during the next day and a half of testing. 

Considering the V-Strom’s $11,349 MSRP, the technologies with which it is outfitted, and its performance in the dirt and on the pavement, Suzuki clearly did its homework and developed a great overall package for a reasonable price. The middleweight adventure segment is highly competitive, with a range of offerings from Aprilia, BMW, Husqvarna, KTM, Triumph, and Yamaha. 

See all of Rider‘s Suzuki coverage here.

For those looking for a more well-endowed traveling companion, Suzuki also offers an Adventure version of the V-Strom 800DE for a $1,650 premium. The extra money gets you a pair of quick-release black-anodized 37-liter aluminum panniers, an accessory bar for mounting other accessories and protecting the side of the motorcycle (something I could have used), and an aluminum skid pan. Fuel capacity for either model remains the same 5.3 gallons. 

The 2023 Suzuki V-Strom 800DE strikes a happy medium between the more diminutive V-Strom 650XT ($9,599) and the V-Strom 1050DE ($15,999). You get more of what you want – engine and chassis performance – compared to the 650 and less of what you don’t want – weight and cost – compared to the 1050. That’s a win/win. 

2023 Suzuki V-Strom 800DE Specs 

• Base Price: $11,349 
• Website: SuzukiCycles.com 
• Warranty: 1 yr., unltd. miles 
• Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl. 
• Displacement: 776cc 
• Bore x Stroke: 84.0 x 70mm 
• Horsepower: 83 hp @ 8,500 rpm (factory claim) 
• Torque: 57.5 lb-ft @ 6,800 rpm (factory claim) 
• Transmission: 6-speed, cable-actuated slip/assist wet clutch 
• Final Drive: Chain 
• Wheelbase: 61.8 in. 
• Rake/Trail: 28.0 degrees/4.5 in. 
• Seat Height: 33.7 in. 
• Wet Weight: 507 lb 
• Fuel Capacity: 5.3 gal. 
• Fuel Consumption: 53.4 mpg (factory claim)

As the saying goes, it’s the journey and not the destination that makes the trip. But how does one describe a destination that is as good as it gets and an even better ride? With autumn upon us, it was the best time – and maybe our last chance – for riding the Ozarks before winter.

Scan QR code above or click here to view the route on REVER

Instead of our usual big bikes, we rode our thumpers – Bill on his Kawasaki KLR650 and me on my adventure-kitted Husqvarna 701 Enduro.

Related:

• 2022 Kawasaki KLR650 | Video Review
• 2020 Husqvarna 701 Enduro LR Announced in North America

Big Singles are a great way to travel, especially if you’re not in a hurry. That made them perfect for our trip because the route I chose demands backing off the throttle to see the sights and make the corners. 

Our counterclockwise route began in Clarksville, Arkansas, riding northbound briefly on Highway 21 and then turning east on Highway 292 to connect with Highway 123, a great road that climbs into the mountains through the Ozark-St. Francis National Forest. Highway 123 follows Little Piney Creek and then Hew Creek, and there are scenic waterfalls along the way.

At Sand Gap, Highway 123 connects with Highways 7 and 16. We continued east on Highway 16, which is a pleasure to ride, with the kind of tarmac that offers confidence-inspiring traction in its many curves, even with our dual-sport tires.

At Clinton, we rode south on U.S. Route 65 and then followed Highways 92 and 16 around the south side of Greers Ferry Lake, turning north on Highway 5 near Heber Springs.

Our first day’s destination was Mountain View, a small town of 2,900 people that’s surrounded by the Ozark Mountains and close to the gorgeous White River. It’s also known as the “Folk Music Capital of the World.” During the summer months, folk and country music groups gather in the city park, providing family entertainment well into the night, especially on Saturdays. In the spring and fall, when the nights are too cool for the musicians’ fingers to pluck their stringed instruments, they play in the afternoons. It’s a popular attraction, so make your hotel reservation well in advance. As you might expect, there’s not much pickin’ and grinnin’ in the winter.

From Mountain View, we rode north on Highway 5, and just before the junction with Highways 9 and 14, we turned left on Swinging Bridge Road, named after the cable-suspended wooden bridge over the crystal-clear South Sylamore Creek. Just west of the bridge, mountainous Highway 14 took us to the Blanchard Springs Recreation Area with its springs, caverns, and cliffside hiking trails. Mirror Lake, popular for its rainbow trout, is fed by the cold water from Blanchard Springs. Near the lake, one can hike a wooden walkway and down stone steps to where the spring comes out of the caverns. Pretty cool. Below the Mirror Lake dam, another trail takes you to the remains of a corn mill built in the early 1900s and the bottom of Mirror Lake Falls.

On the map, Highway 87 looked like it would be fun, so we rode it back to Mountain View. It was a good choice!

From Mountain View, we again rode north on Highway 5 along the lovely White River and through charming places like Calico Rock, Old Joe, and Norfork. A short hop west on Highway 201 took us to the sweeping curves of Highway 341 (Push Mountain Road) into the Leatherwood Wilderness area.

At Highway 14, we turned west again and crossed Big Creek and the Buffalo River. If you ride through here during hot weather, the Buffalo is a great place to cool off, with parking and access at Dillard’s Ferry.

Just south of Yellville (if you cross Crooked Creek, you’ve gone too far), we turned west on Highway 235 and rode south until it ended at U.S. Route 65. We continued west, turning onto Highway 123 again near Western Grove and riding south. We crossed the Buffalo River again just before we got to Piercetown.

Rather than ride a short 10 miles west on Highway 74 to Jasper, we continued south on Highway 123 through what’s known as the Arkansas Grand Canyon, taking the long way to Jasper via Highway 7. After only a few miles on Highway 123, my Husky’s low-fuel light lit up, but we were still some 45 miles from “good” gas in Jasper. I asked myself, Should I stop at the one gas station on 123 and put low octane in my thumper or chance it and go for the good stuff? I chose the latter – and ran out of gas just 7 miles south of Jasper. Next time I’ll know: A gallon of cheap gas is better than none at all! Bill’s KLR had just enough fuel left to get him to Jasper, and after a short roadside nap, we were off again.

Jasper is a lovely little town, and just north of it, after crossing the Buffalo again, is Highway 74, an often overlooked but fantastic motorcycling route. We rode it west to Highway 43 – famous for elk sightings – and then west on Highway 21 and south on 74 again.

Highway 74 connected us to the famous Pig Trail Scenic Byway (Highway 23). Feeling bolder than I should have, I tried to use the Husky’s superior power to pull away from Bill’s KLR, but he stretched the KLR’s throttle cable and hung with me. As fast as we dared go, some guy on a multi-cylinder crotch rocket blew by us and out of sight. One good thing about riding a thumper is that you feel like you’re going fast when you really aren’t.

Highway 23 dropped us down out of the Ozarks onto Interstate 40 and then back home to Oklahoma.

Riding big Singles for 650 miles in two days wasn’t bad at all. In fact, in the mountains of Arkansas, it was big fun.

We review the 2023 KTM 890 Adventure, which has new styling and was made more off-road capable with revised suspension, new tires, updated electronics, and more. Overall, it’s a more capable, versatile, comfortable adventure bike.

Check out our video review:

Related: 2023 KTM 890 Adventure | First Ride Review

Changes to the 2023 KTM 890 Adventure:

• Softer damping settings for the WP APEX suspension and new new finger-turn adjusters on the fork caps.
• Automatic selection of Offroad ABS in Offroad and (optional) Rally ride modes.
• New Demo mode, which allows a new owner to use and evaluate optional electronic upgrades for 1,500 km (932 miles) before paying for them. Options include Rally mode, Motor Slip Regulation, Quickshifter+, and cruise control, which can be purchased individually or all together as part of the Tech Pack ($549.99).
• Upgraded 5-inch TFT display with new graphics, a more intuitive menu system, and color-coded pictograms of the bike. An optional connectivity unit allows the bike to be paired to the KTMconnect app via Bluetooth, which enables Turn-by-Turn+ navigation as well as music and calling functions when connected to a helmet communicator.
• Revised bodywork with a more integrated front fairing that includes larger tank and side panels, as well as more load-bearing capacity for large GPS devices (there are USB and 12V outlets on the dash). The new windscreen is taller, has a steeper pitch, and includes a vertical lip at the top, as well as an opening in the center that reduces buffeting at high speed.
• A revised seat with an extra 0.4 inch of foam in the seat, which increases the height of the dual position seat by the same amount to 33.1/33.9 inches, but the seat has a narrower shape for similar stand-over height.
• New Pirelli Scorpion Rally STR tires, which have a roughly 70/30 on/off-road ratio compared to the 90/10 ADV tires on the previous model.

2023 KTM 890 Adventure Specs

• Base Price: $13,949
• Price as Tested: $14,499 (Tech Pack)
• Website: KTM.com
• Warranty: 2 yrs., 24,000 miles
• Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl.
• Displacement: 889cc Bore x Stroke: 90.7 x 68.8mm
• Horsepower: 105 @ 8,000 rpm (factory claim)
• Torque: 74 lb-ft @ 6,500 rpm (factory claim)
• Transmission: 6-speed, cable-actuated slip/assist wet clutch
• Final Drive: X-ring chain
• Wheelbase: 59.4 in.
• Rake/Trail: 25.9 degrees/4.2 in.
• Seat Height: 33.1/33.9 in.
• Wet Weight: 474 lb (claimed)
• Fuel Capacity: 5.3 gal
• Fuel Consumption: 52.3 mpg (claimed)

Gear Up:

• Helmet: Arai XD-4 
• Jacket: Fly Racing Off Grid 
• Gloves: Fly Racing Surveyor 
• Pants: Fly Racing Terra Trek 
• Boots: Fly Racing Milepost 

During the long, dark winter in Minnesota, when the ground is covered in snow and ice and our motorcycles are mothballed for months, dreaming about riding in a warm, dry place gives us hope. That’s when my friend Craig and I started planning an adventure ride out West. We sketched out a route that included a mix of backroads, parts of the Arizona and Utah Backcountry Discovery Routes, other off-road tracks, and interesting sights along the way.

Scan QR code above or click here to view the route on REVER

In May, we flew into Phoenix and headed to EagleRider in nearby Mesa, where we were greeted by a friendly guy named Bob. After a quick paperwork checkout procedure, we packed our gear on two rented Yamaha Ténéré 700s and headed north on Interstate 17.

With temperatures in the triple digits, the frigid days of winter seemed like a distant memory, so we busted north to gain some elevation.

Related: 2021 Yamaha Ténéré 700 | Long-Term Ride Review

Even in full riding gear, we started to cool off as we rode farther north. Our bikes were unfamiliar to us, and they were stuffed to the gunwales with camping gear and other essentials. We soon grew accustomed to their added weight as we passed over the “Carefree Highway,” a 30-mile stretch of road made famous by Canadian singer Gordon Lightfoot that runs between I-17 and U.S. Route 60.

I have a lot of street miles under my belt, but this was my first adventure bike trip, so I wasn’t entirely prepared for the primitive roads where the gravel feels like marbles under your wheels. However, it didn’t take long for the combination of my ancient dirtbike experience and a few unplanned rear-wheel kickouts to provide a quick education on keeping the Ténéré upright. Enthusiasm tempered with caution was the order of the day.

We took County Road 59/Bumble Bee Road off I-17 to check out the Cleator Bar and Yacht Club. The name of this welcoming 4×4 oasis run by Tina Barnhart is a bit tongue-in-cheek, as it is located hundreds of miles from open water. Barnhart is also in the vehicle delivery business to such faraway places as Africa and is active in the Global Rescue Project based in Scottsdale, Arizona, which works to end child slavery and reunite children with their families.

The Cleator Bar is a must-stop location, complete with boats in the “marina” out back and a stage for live music. Interestingly, the entire town of Cleator, comprising 40 acres, a bar, a general store, a few other structures, and mineral rights, was put on the market by descendants of James P. Cleator in 2020 for $1.25 million, and it was sold at the bargain price of $956,000.

Related: Backcountry Discovery Routes: First BDR-X Route and YouTube BDR Film Library

Our next stop was Crown King, located another 13 miles along CR 59 at an elevation of 5,771 feet. A high-clearance four-wheel-drive vehicle is recommended on the deteriorated roads. The Ténérés managed well, and we soon found ourselves taking a load off in the Crown King Saloon & Eatery, one of the oldest continuously operated saloons in the state. We enjoyed a cold drink and a hearty lunch, and the $5 bottle of scotch we bought there (on sale courtesy of Mother’s Day) served us well during the rest of the trip.

Like a lot of small towns in the Bradshaw Mountains of Arizona, Crown King used to be a thriving mining community. In 1904, a railroad was built to help mining operations, but due to a lack of water and high transportation costs to process the ore, it was abandoned in 1926. The old railroad bed is still used today as the main access road to Crown King. 

While there, we met Chuck Hall, who is a great ambassador for the area – and a talented guitar picker to boot. He told us he’d lived there for over 30 years and recommended we check out the Senator Highway, on which he’d lost many an exhaust pipe from his old Dodge Neon. A former stagecoach route, the rutted road snakes 37 miles from Crown King to Prescott with many blind switchbacks, eroded surfaces, several water crossings, and spectacular scenery.

Hall recommended we visit Palace Station, a stage stop built in 1878 midway between Crown King and Prescott. Back in the day, the station had a bar and was a social meeting center for the miners who worked in the area.

See all of Rider‘s touring stories here.

We targeted the town of Jerome for the night. This old copper mining town earned its nickname, “Wickedest Town in the West,” during its heyday in the early 20th century. After the mining bust, the town descended into desperation, greed, and crime. It was revived in the 1960s as a tourist destination, and many of its historic buildings are now filled with restaurants, shops, and hotels. Jerome is said to be a hotbed of paranormal activity, and we stayed at the Connor Hotel, which is reportedly haunted by the “Lady in Red.” We didn’t see any ghosts, so maybe she had the night off. 

Related: Backcountry Discovery Routes: Ep. 33 Rider Magazine Insider Podcast

With a long day of off-roading ahead, we left Jerome and headed north toward the Grand Canyon on a series of unpaved national forest roads. We wound our way around the contours of Woodchute Mountain, crossed the Verde River, and ascended to the Colorado Plateau at more than 6,000 feet. We could see the volcanic San Francisco Peaks rising above the plateau to the east.

We crossed Interstate 40 near Williams, and after a few miles on State Route 64, we turned onto a national forest road to take an unpaved “back door” route into Grand Canyon National Park. We hooked up with Route 64 again where it’s known as East Rim Drive and enjoyed scenic views from the Grand Canyon’s South Rim.

After leaving the park, we connected with U.S. Route 89 and refueled at Cameron, where the highway crosses the Little Colorado River. At Bitter Springs, U.S. 89 splits to the east toward Page, but we continued north on U.S. Route 89A, crossing the Colorado River at Marble Canyon via the Navajo Bridge and following 89A west into an area known as the Arizona Strip. We rode with the majestic Vermilion Cliffs to our right, crossed House Rock Valley, and then climbed out of the desert and into the evergreens of the Kaibab Plateau.  

We stopped at Jacob Lake, a small crossroads that sits at 7,925 feet, and it was noticeably cooler at the higher elevation. Known as the gateway to the North Rim of the Grand Canyon, Jacob Lake has a gas station and a hotel with a restaurant and gift shop. The town was named after Jacob Hamblin, an early Mormon pioneer who was shown the location in the mid-1800s by the Kaibab band of Southern Paiutes. And according to the hotel staff, the lake is more of a pond.

We continued west through Fredonia and crossed into Utah near Kanab, known locally as “Little Hollywood” because of its rich history in filmmaking – most notably Westerns, with more than 100 movies and television shows being filmed there.

Thus far we had stayed at motels, so we weren’t exactly roughing it. We decided we needed to get some use out of the camping gear we’d been lugging around. After riding through Zion National Park, where we were blown away by the majesty of the cliff faces and rock formations, we traversed the Dixie National Forest through Duck Creek Village to Hatch, where we found suitable dispersed camping.

It had been about 20 years since my last camping experience. I narrowly avoided putting an eye out with the tent poles, and after the camp was set and the fire built, it felt good to relax with that $5 bottle of scotch. It was a clear night, and the 7,000-foot elevation yielded cool temperatures. With the fire all but gone, it was time to turn in for the night. I live in Minnesota and am no stranger to the cold, but I clocked 19 degrees overnight in that campsite and don’t think I have ever been so happy to see the sun start to rise. Note to self: Next time bring a sleeping bag rated below 30 degrees.

Once packed up, we put Hatch in the rear view and were soon heading east on Utah’s stunning State Route 12, known as one of the most scenic highways in the nation. We visited Bryce Canyon National Park and its many rock spires and hoodoos and rode through the vastness of Grand Staircase-Escalante National Monument.

At Boulder, we left the pavement and took the Burr Trail, a well-known backcountry route that passes through Capitol Reef National Park on its way to the Bullfrog Basin in the Glen Canyon National Recreation Area. The trail was named for John Burr, a cattle rancher who developed the route to move his cattle between winter and summer ranges. The country was nearly impassable then and continues to be challenging to this day, with RVs and trailers “not recommended.” Southern Utah is one amazing vista after another, and this stretch featured outstanding scenery as well as many switchbacks on loose gravel that kept us on our toes.

Throughout the trip, we’d been battered by winds that were contributing to fire restrictions in Arizona and Utah. At this point, the wind was howling, with 50-mph gusts giving us a good sand blasting. After a quick stop in Bullfrog, we headed north on State Route 276 and then south on State Route 95 to Hite Crossing over the Colorado River.

We had violated our “never pass gas” top-off policy in Bullfrog, expecting to find a place to refuel in Fry Canyon. Given the time of year and possibly other reasons unknown, the gas pumps were closed in Fry, so we pushed on through some gorgeous country that might’ve been easier to appreciate if we weren’t worried about our dwindling fuel.

At one point, we pulled over to assess the situation. Craig had been smart enough to fill his reserve bottle, which he poured into his tank. My bike was still showing a couple bars of fuel left. I tip my cap to the Yamaha Ténéré 700. Even though my fuel gauge was blinking “empty” and both of us were expecting the pullover of shame, we made it all the way to Blanding. The Arch Canyon Inn was a welcome stop, but being informed that it’s a dry town put the “bland” in Blanding.

Leaving Blanding and getting on the Utah BDR was like visiting another planet. The Butler and Comb washes, the Moki Dugway, and Valley of the Gods were some of our favorite parts of this trip. With all the distinct rock formations, it was a challenge to stay focused on the trail and not get distracted by the scenery. In most cases, one blown turn can mean disaster, but the rewards are more than worth the risks. Again, caution saved the day.

The southern terminus of the Utah BDR is in the town of Mexican Hat, which I assumed was named after a mountain resembling a sombrero. Turns out, it is a distinctive disc-shaped rock about 60 feet in diameter that’s perched atop a smaller base at the top of a mesa. I’ll always remember it as the site of my first involuntary dismount from the Yamaha during a charge up a softer-than-expected mound of sand.

Related: (Mis)Adventures on the Utah Backcountry Discovery Route (BDR)

The area around Mexican Hat borders the northern section of the Navajo Nation into Monument Valley. This area is considered the sacred heart of Navajo country, and you can’t help but marvel at how iconic the straight-line stretch of road is as it leads into the horizon, framed with towering sandstone rock formations. Hiking in the park is highly restricted, with only one path that can be hiked without a guide. Monument Valley Trail Park had been previously closed after a movie crew was caught filming without a permit. It is now reopened at a reduced occupancy limit, but no motorcycles are permitted on the 17-mile loop due to deep sand dunes in the area.

Back in Arizona, we cruised paved highways to Flagstaff and then down into Sedona. Determined to camp at a lower (read: warmer) elevation, we found the Lo Lo Mai Springs Outdoor Resort. Lo lo mai is a Hopi Indian word that represents a greeting with many meanings, similar to the Hawaiian aloha. It also means “beautiful,” which the owners of Lo Lo Mai Springs say is where the resort’s name originated. The area borders spring-fed Oak Creek, which is a valuable and rare natural water source in this part of Arizona. The campground had some welcome amenities and was a lot warmer than the prior camping stop.

We spent our last day exploring some of the Arizona BDR tracks in the Coconino National Forest near Sedona and Flagstaff. With time running out, we finally hopped on State Route 87 and burned the final miles to Scottsdale, where the town was alive with nightlife.

Returning the bikes was bittersweet. Bob welcomed us back, relieved that the Ténérés had only a layer of dust and a bit less rubber on their tires after 1,591 on- and off-road miles. As we grabbed an Uber to the airport, I could not help but realize the vast additional riding world that adventure motorcycling opens up. Soon after getting home, I put one of my streetbikes up for sale, and an adventure bike could be in my future.

KTM has announced details of the 2023 KTM 390 Adventure, which will be available in dealerships in March. The 390 Adventure has been given a new look and increased off-road capability, for a bike that KTM says offers “sheer usability, superb power, and incredibly light handling.”

In our review of the 2020 model, our reviewer said the KTM 390 Adventure was “a lot of bike for the money, with an impressive list of standard features that make it a serious threat to value-oriented Japanese competitors like the Honda CB500X and Kawasaki Versys-X 300, as well as BMW’s G 310 GS.”

Related: 2020 KTM 390 Adventure Road Test Review

The 2023 KTM 390 Adventure still features a compact 4-stroke DOHC 373cc Single with four valves, a balancer shaft, a PASC slip/assist clutch, and electronic fuel injection. Two catalytic converters ensure the system breathes within emission targets, and the vapor design of the 3.8-gal fuel tank also contributes to its eco-friendliness.

Also returning for the 2023 model and contributing to the bike’s off-road persona is the Offroad ride mode (offering more rear-wheel slip) and linked Offroad ABS (disengaged on the rear, reduced on the front), as well as throttle-by-wire, Motorcycle Traction Control, and cornering ABS. Stopping power comes from Brembo BYBRE brakes (320mm front and 230mm rear discs with a 4-piston calipers on the front and single-piston in the rear), and the bike has adjustable WP APEX suspension.

See all of Rider‘s KTM coverage here.

The KTM 390 Adventure also still has 19-inch front and 17-inch rear wheels shod in Continental TKC70 tires, but for 2023 the wheels are spoked (but still tubeless) and have black anodized aluminum rims. The bike also comes with a two-tier seat that can be easily removed to reveal storage space or swapped out for other models in the KTM PowerParts collection, LED lights, and a windscreen with two positions. It has a claimed wet weight of 379 lb.

KTM says both the lightweight steel trellis chassis and the new 2023 colorway take design cues from the company’s work at “the sharp end of rally competition.”

MSRP is $7,399. For more information, visit the KTM website.

To stay current with the latest technology and ahead of the competition, KTM has been on a two-year development cycle with its middleweight Adventure platform. The KTM 790 Adventure and 790 Adventure R were launched for 2019, then they evolved into the KTM 890 Adventure and 890 Adventure R for 2021, and now we have updated versions for 2023. 

KTM unveiled the 2023 version of the more off-road oriented 890 Adventure R at its Adventure Rider Rally in Idaho last September, and the 2023 KTM 890 Adventure was announced two months later. The standard model and the R are mostly the same, differing only in terms of suspension, tires, seats, windscreens, and color/graphics.  

Related: 2021 KTM 890 Adventure R | Long-Term Ride Review

When the platform debuted for 2019, KTM said the 790 Adventure was designed to be the most off-road capable touring bike and the 790 Adventure R was designed to be the most touring-capable off-road bike. They were head and shoulders above anything else in the category, and they shared Rider Magazine’s 2019 Motorcycle of Year award. 

KTM has continued its two-pronged approach. To handle its more rugged mission, the 890 Adventure R is equipped with higher-spec WP XLPOR suspension, which mostly accounts for its higher price ($15,199 versus $13,949 for the standard model tested here). It also has Mitas Enduro Trail+ tires, a single-piece seat perched 34.6 inches off the ground, a short windscreen, and rally-inspired graphics. 

At the press launch for the 890 Adventure in Obidos, Portugal, KTM representatives said that many customers end up buying the R over the standard model because they perceive the higher-priced one as being the better of the two. But it really comes down to where and how someone rides. If they spend most of their time on the road with occasional forays in the dirt, if their off-road riding style is more exploratory than aggressive, and if they tour with a passenger, the standard model is a better overall fit. 

Related: 2023 KTM 890 Adventure R | First Look Review

In that vein, KTM made the 890 Adventure more off-road capable without sacrificing its street manners or road-going comfort. New damping settings for its WP APEX suspension are less sporty, geared more toward touring comfort with or without a passenger and compliance on rough off-road terrain. The fully adjustable 43mm inverted fork has an open-cartridge design with compression in the left leg, rebound in the right leg, and new finger-turn adjusters on the fork caps. The Progressive Damping System rear shock is adjustable for rebound and preload, with an adjuster knob for the latter under the left side of the seat. The 890 Adventure has 7.9 inches of suspension travel front and rear, 9.2 inches of ground clearance, and 21-inch front and 18-inch rear wheels. 

On the technology front, there’s a new ABS unit that works in conjunction with the 6-axis IMU, and as before, there are two ABS modes: Road (full intervention front and rear, lean-angle sensitive) and Offroad (less intervention at the front, no intervention at the rear, and no compensation for lean angle). Also unchanged are the three standard ride modes (Street, Rain, and Offroad) and an optional Rally mode, all of which adjust throttle response, power, and MTC (Motorcycle Traction Control). 

In the past, a rider had to select ABS mode and ride mode separately. On multiple occasions on previous models, I’ve switched over to an off-road mode, headed down a trail, and only then realized I was still in Road ABS mode. Now, when either Offroad or Rally mode are selected, Offroad ABS is automatically selected, while Road ABS is the default for Street and Rain modes. 

Gear Up:

• Helmet: Arai XD-4 
• Jacket: Fly Racing Off Grid 
• Gloves: Fly Racing Surveyor 
• Pants: Fly Racing Terra Trek 
• Boots: Fly Racing Milepost 

A new feature on several 2023 KTM models is Demo mode, which allows a new owner to use and evaluate optional electronic upgrades for 1,500 km (932 miles) before paying for them. After the distance limit has been reached and the bike is keyed off, the options are deactivated. The owner then has the option to return to the dealer to pay for them to be reactivated. On the 890 Adventure, those options include Rally mode, Motor Slip Regulation (MSR), Quickshifter+, and cruise control, which can be purchased individually or all together as part of the Tech Pack ($549.99).  

There’s also an upgraded 5-inch TFT display with new graphics, a more intuitive menu system, and color-coded pictograms of the bike – when ABS is turned off at the rear wheel, for example, it changes from green to red. With the optional Rally mode, there’s a high-contrast, minimalist Rally display that shows the slip-adjust setting, which can be changed on the fly via the up/down arrows on the switchgear. An optional connectivity unit allows the bike to be paired to the KTMconnect app via Bluetooth, which enables Turn-by-Turn+ navigation as well as music and calling functions when connected to a helmet communicator. A new call-out function lets riders create a favorites list of 10 phone numbers for quick access. 

See all of Rider‘s KTM coverage here.

To underscore the 890 Adventure’s newfound off-road worthiness, at the press launch, KTM organized a challenging route near the coast of Portugal. It was a winter day that started off cold, foggy, and damp. Our ride leader was Giacomo Zappoli, KTM’s Product Marketing Manager Offroad & Travel, a young, energetic Italian who has competed in hard enduros and rally raids. After just a few miles of wet pavement, we turned onto a rough gravel road riddled with roots, ruts, and puddles, and before I had even gotten my “dirt legs,” we were throttling our way through deep sand. Alrighty then, game on. 

Throughout the day, we switched frequently between paved and unpaved surfaces. The asphalt ranged from wet to dry, flat to curved, and rural to urban, along with some sketchy roundabouts. The off-road terrain included loamy single-track winding through trees, dodgy farm roads lined with ancient stone walls, packed-down gravel on a 6th-gear ridgeline dotted with wind turbines, and even a shortcut between paved sections that had us roosting our way through a small garbage dump. The variety provided the perfect opportunity to test every ride mode repeatedly in its intended environment, and the automatic selection of the appropriate ABS mode meant there was one less thing to worry about. 

The 890’s softer suspension settings felt spot-on for the variable terrain, and the new Pirelli Scorpion Rally STR tires, which have a roughly 70/30 on/off-road ratio compared to the 90/10 ADV tires on the previous model, were appreciated. Countless rocks pinged off the beefier aluminum engine protector, which also covers the front and sides of the lower fuel pods on the horseshoe-shaped fuel tank. The tank’s design, introduced on the 790, carries most of the fuel down near the rider’s feet, reducing the bike’s center of gravity for better handling. 

Though unchanged for 2023, KTM’s 889cc LC8c parallel-Twin remains a compact, well-balanced, lively engine. When we put a 2021 890 Adventure R on Jett Tuning’s dyno, it made 90 hp at 8,200 rpm and 62 lb-ft of torque at 6,200 rpm at the rear wheel. The ride modes allow the engine’s character to be tailored to conditions, and the Twin’s flexibility, responsiveness, and auditory rumble are well-suited to an adventure bike that will be pressed into different roles and provide enough excitement to keep things interesting. 

Inspired by the KTM 450 Rally – which clinched the top two positions in the 2023 Dakar in the hands of Kevin Benavides and Toby Price – the new bodywork on the 890 Adventure has a more integrated front fairing that includes larger tank and side panels. The connection between the fairing and the frame now uses two forged aluminum components, providing additional strength as well as more load-bearing capacity for large GPS devices (there are USB and 12V outlets on the dash). The new windscreen is taller, has a steeper pitch, and includes a vertical lip at the top, as well as an opening in the center that reduces buffeting at high speed. Wind protection and airflow were noticeably improved, and the taller screen didn’t interfere with terrain reading during tricky off-road sections. 

Comfort was further enhanced with an extra 0.4 inch of foam in the seat, which increases the height of the dual position seat by the same amount to 33.1/33.9 inches. To compensate for the added height, the seat has been made narrower in the front to make the effective stand-over height roughly the same. Since I have a 34-inch inseam and ample curb weight of my own, I appreciated the seat’s additional support but did not mind the extra height, even in the higher setting with rear preload cranked up a bit. Lower seats and a lowering kit are available as accessories. 

Our test ride on the 890 Adventure certainly lived up to the bike’s name. I made heavy use of the brakes as I adapted to the rapidly changing conditions – both the front lever and rear pedal were easy to modulate – and the ABS intervention did its job without fail. Late in the day, as the hide-and-seek sun had dried out the pavement and we did our best to keep up with Zappoli on a particularly serpentine stretch of road, I gassed it exiting a corner and felt the rear step out. Before I could even think “Oh, sh…!” the TC light flashed and the moment passed. 

Back at the hotel, my fellow North Americans and I went directly to the bar; we did not pass Go and we did not collect $200. We ordered tall glasses of beer, toasted each other, and recounted highlights of the day. We had been out in the elements, challenging ourselves, exploring a new area, and having fun. That’s what adventure is all about. 

2023 KTM 890 Adventure Specs

Base Price: $13,949 

Price as Tested: $14,499 (Tech Pack) 

Website: KTM.com 

Warranty: 2 yrs., 24,000 miles 

Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl. 

Displacement: 889cc 

Bore x Stroke: 90.7 x 68.8mm 

Horsepower: 105 @ 8,000 rpm (factory claim) 

Torque: 74 lb-ft @ 6,500 rpm (factory claim) 

Transmission: 6-speed, cable-actuated slip/assist wet clutch 

Final Drive: X-ring chain 

Wheelbase: 59.4 in. 

Rake/Trail: 25.9 degrees/4.2 in. 

Seat Height: 33.1/33.9 in. 

Wet Weight: 474 lb (claimed) 

Fuel Capacity: 5.3 gal 

Fuel Consumption: 52.3 mpg (claimed)