Everyone’s description of a perfect motorcycle is different. It depends on multiple factors like what sort of rider they are, what kind of terrain and riding conditions they have around them and what their idea of fun is. After having spent some superb seat time on the KTM 890 Adventure R and the 390 Adventure R (both of which you’ll get to read about in next month’s issue), I now have a good idea of what I want in my ‘perfect’ ADV.
Effectively, it would be a motorcycle that finds a middle ground between the two. From the 890, there are three aspects. First, those Dakar rally bike style low-slung fuel tanks are a game changer for a big ADV – there’s no fat fuel tank ahead of you, and top heaviness just isn’t a thing. The second aspect would be as premium and capable a suspension as possible, and the third is a twin-cylinder engine.
Single-cylinder motors get the job done well, but once you’ve experienced the sound, smoothness and character of a twin, it’s really hard to go back to ‘being single’. Yes, there’s a weight disadvantage, but this is an ADV, not a dirt bike, and road touring manners are nearly just as important. At the same time, the 890’s engine is perhaps a bit too much. Don’t get me wrong – unleashing 105hp via third and fourth gear off-road drifts is mega, but you have to be on your A-game, and it’s really easy to overdo it with this kind of power. Another valid point is that properly playing with ADVs of this power level leads to an expensive rear tyre replacement game.
The main element I’d love to see from the 390 ADV R is its size and weight. At 183kg, it’s 32 kilos lighter than the 890, and that makes a huge difference when you’re battling with tricky, slow speed and technical off-road terrain. So, with all that considered, here’s the recipe for my dream ADV.
The engine should be 450-500cc and produce 50-60hp, which will be a good step above existing 350-500cc engines. Export models will need to be capped at below 48hp for A2 licence requirements in European markets, but hopefully there will be an unrestricted version as well. Then we have underslung fuel tanks that hold about 16-18 litres. That should result in a usable fuel range without adding excess weight. On that topic, 170 kilos with fuel would be spectacular, but anything below 180 would still be great. BMW and TVS have proved that this is possible with the upcoming F 450 GS that weighs just 175 kilos.
Wheel sizes should be a proper 21-inch/18-inch setup, and unlike the 390 Adventure R, the bike must roll on tubeless tyres. Suspension travel can be reduced on a more street-oriented variant, but the off-road version must have 230-240mm travel, as on the 390 Adventure R. Yes, the seat height will be high, but Indian off-road enthusiasts have already shown Bajaj that they don’t want watered down 390 ADVs and Enduros.
Sadly, there are no signs that any of the Indian, Japanese or European manufacturers are making something like this. So far, the Chinese are the only ones who are producing offroad-focused ADVs of this type. In fact, the recently revealed FB Mondial Mud 452 is probably the only bike in existence that almost perfectly meets my recipe. Fingers crossed that there will be more like it!
