Off-road comparison of mid-class adventure bikes 2025

In the fiercely contested mid-class segment of adventure bikes, a lot has happened in 2025 - time to get the four most exciting candidates really dirty. On board are the thoroughly revamped Yamaha Tenere 700, the reworked Honda XL750 Transalp, the new, significantly more off-road-focused Aprilia Tuareg 660 Rally, as well as the reference machine, the Suzuki V-Strom 800DE, which has already proven itself off-road in previous years. The Suzuki serves not only as a constant in the comparison group but also as the benchmark against which the fresher competitors must measure themselves.

To make the test as versatile and practical as possible, the 1000PS team relies on multiple perspectives, as in the previous year: from the experienced hobby enduro rider to a flown-in professional. Particularly valuable are the impressions of Busty Wolter, who as a skilled racer classifies the riding behavior and technology from a sporting point of view. He is supported by Mex and McGregor, who as passionate hobby riders assess the everyday usability and handling of the machines from the target group's perspective.

Off-road riding in German-speaking countries is often associated with restrictions - but here, in Rohr im Gebirge southwest of Vienna, a true paradise for enduro riders opens up: the Red Stag Trail Enduropark. With over 50 kilometers of off-road track and around 33 kilometers of demanding hard-enduro sections, the terrain offers everything an enduro heart desires. The trails are color-marked - from green to blue - and thus suitable for beginners and advanced riders alike. Large adventure bikes are also explicitly welcome here. Time and again, riders venture onto the technically demanding sections with fully loaded big rigs to experience their machines at the limit. The venue is operated by Enduro Extreme, which hosts eight events per year - from May to the end of October. Anyone wanting to take part can find all the information at www.enduro-extreme.com. For the big 1000PS off-road comparison 2025, the Red Stag Trail is not only geographically ideal - it also provides the perfect conditions to pit adventure bikes against each other under realistic to demanding conditions.

For the 2025 off-road comparison test, 1000PS relies on a true classic: the Continental TKC 80. This tire has a remarkable anniversary to celebrate in 2025 - it has now been in use for 40 years, on expeditions and travels around the world. And although the rubber compound has been modernized repeatedly over the decades, the basic construction, including the iconic block tread pattern, has remained largely untouched. Proof of timeless good design that still holds up today. The TKC 80 offers exactly what counts off-road: solid grip, high traction on loose ground and, above all, impressive self-cleaning in muddy sections. Especially in the rougher sections of the Red Stag Trail, the tire is real fun. Our test crew quickly agreed: the TKC 80 remains a reliable partner when the going gets rough - not the latest hype trend, but robust, honest and effective. That's why it is used as a single-spec tire on all four motorcycles in this comparison - to work out the differences between the models as neutrally and fairly as possible.

Let's start with the extensively reworked heart of the Aprilia Tuareg 660 Rally. For the 2025 model year, Aprilia gives its parallel twin a larger throttle body diameter while simultaneously reducing the flywheel mass - the result is an even livelier throttle response. Mex is impressed by how demanding and at the same time fascinating the engine is in its sharpest riding mode. Starting at just 2000 rpm, the engine develops an unexpected punch that hardly suggests only 660 cubic centimeters are at work here. Especially for off-road connoisseurs, the drivetrain offers maximum punch from low revs. Those who prefer a more relaxed approach will find a more gentle throttle pickup in the third mode, without having to forgo strong acceleration. According to Mex, the spread of character between the riding modes is pleasingly large - ideal for adapting the engine to riding style and terrain.

In comparison, the Honda XL750 Transalp is more accessible and road-oriented. Its engine builds power harmoniously, shines in the lower rev range with a sensitive, refined throttle response, and only really gets going in the upper half of the rev range. Especially in second and third gear, the Transalp rewards a sportier riding style with a revvy character all the way to the limiter. It offers the most drive at higher revs, but is gentlest at low revs. According to Mex, the throttle response is overall somewhat more defensive than the competition, meaning it takes a bit longer for the power surge to reach the rear wheel. This makes the Honda ideal for beginners, longer off-road stages, and also on the road, where linear power delivery with low vibration levels is desired.

The Suzuki V-Strom 800DE impresses Mex with an equally versatile and confident engine. Already on the market for several years, the twin-cylinder has established itself as a real constant. It delivers strong torque from low down, excellent refinement and a direct connection from throttle hand to rear wheel. Especially in controlled slides or tight corners, the metering is, according to Mex, "really leiwand" (really great). Here too, three riding modes (A, B, C) provide adaptability - the middle B mode has proven to be the golden mean. Only in the upper rev range does the Suzuki run out of breath a bit earlier, but off-road that's hardly a disadvantage - here the punch from down low counts, and that's always on tap.

Finally, things get exciting with the Yamaha Tenere 700, which for 2025 gets no new engine but a reworked electronics package with ride-by-wire. The electronic throttle enables two riding modes - Explore and Sport - and additionally allows configuration of the power output. Mex describes the throttle response in the more defensive mode as initially somewhat sluggish, but later finds a more direct response in the sharper mode that comes much closer to his expectations. Despite the electronics, the CP2 engine remains what it has always been: predictable, controlled, linear. This makes it excellently suited for beginners, while also offering experienced riders clear feedback and comprehensible power delivery. The traction control rarely intervenes because the engine is so finely meterable. For Mex, the Yamaha twin in this configuration is even his personal favorite in the test.

In conclusion, an interesting spectrum emerges: the Aprilia for sportingly ambitious riders, the Transalp as the ideal middle ground between road and off-road, while Suzuki and Yamaha, with strong torque and differing characters between control and playfulness, compete for the favor of all-rounder riders.

With the Yamaha Tenere 700's switch to ride-by-wire in 2025, it's official: electronics have now completely taken hold across the mid-class of adventure bikes. Even those who don't consider themselves fans of digital assistance systems can no longer avoid riding modes, traction control and ABS configuration today. Here, the differences in functionality, ease of use and depth of customization turn out to be more pronounced than one might initially assume.

A central topic in off-road use is ABS - especially its ability to be deactivated. Here the Aprilia Tuareg 660 Rally scores points, as does the Tenere, with the ability to fully disable ABS. The Honda Transalp and Suzuki V-Strom 800DE, on the other hand, only allow deactivation at the rear wheel, which is enough for many but leaves too little room for more ambitious riders.

The spectrum also ranges from simple to highly differentiated when it comes to traction control. The Tenere is limited to a simple on/off logic, while Aprilia serves the high-end demand with multiple levels, direct adjustability on the home screen and full deactivation capability. The Suzuki offers a solid middle ground, reachable with just a few clicks. The Transalp, on the other hand, makes it unnecessarily difficult for riders: despite the modernized TFT display, the menu navigation remains anything but intuitive - an impression Busty Wolter shares as well. Even simply switching off the systems requires detours through custom settings and hidden submenus here.

Anyone wanting as little to do with menus as possible will find the clear favorite in the Suzuki V-Strom 800DE. All relevant systems such as ABS, traction control and throttle mapping can be adjusted directly on the home screen - fast, logical, uncomplicated. Yamaha has also significantly improved things with the new 5-way joystick, mode button and ABS button in the cockpit, although some users criticize the lack of direct access to riding modes. Aprilia, on the other hand, relies on maximum configurability: a dream for tech enthusiasts, perhaps a bit too much for minimalists.

An often underestimated aspect of off-road daily use is system reset after a restart. Here the wheat is clearly separated from the chaff: the Aprilia stores traction control and ABS state in off-road mode even after the ignition is switched off - solved optimally. The Suzuki resets the ABS but retains traction control in its last state. Yamaha also resets, but allows a long press on the ABS button for quick reactivation of the previous settings. On the Honda Transalp, however, manual menu work is required every single time - a real annoyance on a varied tour.

Let's start with the Yamaha Tenere 700, which has been praised for years for its well-balanced stock suspension. In 2025 it remains true to itself: the KYB suspension hits the balance between comfort and stability very well, soaking up bumps and unevenness nicely without introducing much unrest into the bike. Although it feels a bit soft in stock trim for sporty off-road pilots, it holds surprisingly much reserve in reserve. The damping responds cleanly, the travel can be noticeably adjusted, and those who want more can reach for the Rally variant. For hobby riders wanting to dip into the adventure theme, the stock Tenere is a reliable and uncomplicated partner.

Different is the Suzuki V-Strom 800DE, whose suspension stands out not just visually thanks to the golden fork. Technically too it impresses with thoughtful adjustability: compression and rebound react noticeably to changes and can be configured from very soft to sporty and firm. In stock trim, the suspension offers very sensitive response in the first few centimeters of travel - a clear plus for comfort and traction on loose terrain. While the base setup remains on the softer side, even under harder off-road use the system was never rattled. However, those who want to exploit the full potential should get hands-on and adjust the setup toward more compression damping. This turns the V-Strom into a well-rounded overall package - comfortable and controllable, but with potential for sporty demands.

A special case is the Honda XL750 Transalp, which received a completely reworked suspension setup for 2025 - and that was sorely needed. While the hardware remains unchanged and still offers no adjustment options, Honda has fundamentally reworked the internal configuration. The result is a firmer, noticeably more stable base behavior that no longer needs to hide behind the competition. The suspension remains accessible, comfortable and particularly suited for beginners, but now offers significantly more reserves than before. Anyone venturing on first adventures along the ACT or TET routes will find a competent companion in the Transalp - as long as sporting demands don't take over.

At the other end of the spectrum stands the Aprilia Tuareg 660 Rally - uncompromisingly tuned for performance. The Rally variant comes with harder, linear springs and a generous 240 mm of travel. This combination requires a certain baseline speed to exploit its full potential. Those riding too slowly initially experience the suspension as surprisingly stiff - but as speed increases, the system begins to work, becomes active and unfolds its full strength. The enormous stability and massive reserves make the Tuareg a real rock in fast off-road use. For riders with high off-road experience, a real treat - for beginners or playful enduro fans, however, possibly a touch too sportingly aggressive.

Racer and off-road professional Busty Wolter, with his many years of experience in sporting use, brings a very special perspective to the topic of suspension - and his assessments only partially match those of the hobby riders. For him, the Aprilia Tuareg 660 Rally clearly stands out as the favorite. Its sportily tuned suspension offers, in his view, the best performance in the test field. He would like a bit more bottoming reserve for very fast sections with lots of waves, but overall the setup works most coherently for him - stable, direct, confidence-inspiring.

His assessment of the Honda Transalp turns out surprisingly positive. The suspension feels comfortable when setting off, but remains resilient enough for harder riding. The same applies to the Suzuki V-Strom 800DE: a bit firmer than the Honda, but still comfort-oriented and quite convincing off-road when ridden sportingly.

The Yamaha Tenere 700, on the other hand, gives Busty pause - for him it forms the tail end in the suspension comparison. The front wheel in particular gives him trouble: both when accelerating over waves and when trail braking, the front tends to flutter and dance. The cause is hard to pin down, but the effect noticeably bothers him and diminishes trust in the suspension. Especially from the perspective of an experienced off-road rider, the verdict on the Tenere here turns out clearly more critical than with the hobby testers.

With its sporty geometry, the Aprilia Tuareg 660 Rally clearly targets tall and ambitious off-road riders. At 190 cm tall, our tester immediately felt at home - the knee angle is open, the wide handlebar easy to reach and the freedom of movement thanks to the flat, continuous seat excellent. The high seat position, however, could be a challenge for shorter people. Given the otherwise ever-present sportiness of the Tuareg, the standing position is surprisingly "touristic." The handlebar is mounted very high due to risers, meaning even at 1.90 m you don't have to bend down too far. This also leads to the only ergonomic criticism, which shows up on longer, steep uphill climbs: due to the high handlebar mounting, there's a lack of room to move forward and you tend to hang slightly too far back, which requires more physical effort and makes it hard not to cling to the bars.

The Suzuki V-Strom 800DE surprises positively with a successful mix of comfort and control. The seat is pleasantly contoured, and the bike offers plenty of freedom of movement both sitting and standing. Particularly well executed is the slim waist in the tank and seat area - this allows stable knee grip and control in off-road use. The handlebar also sits fairly high, though less so than on the Aprilia, which fits the overall comfort-oriented approach. Nevertheless, the bike can be steered precisely and impresses in the test with confident, relaxing ergonomics.

On the Honda XL750 Transalp, comfort is clearly the focus - it is by far the most accessible and lowest in the field. Seat height and handlebar position invite relaxed cruising on forest roads. But in dynamic off-road use, this comfort-oriented design reaches its limits. The distance between footpegs and handlebar is comparatively short, forcing tall riders into a too-upright, passive posture. One trick helped in the test: the handlebar was rotated far forward to improve active body posture - including readjusting the levers. Those who can additionally help themselves with handlebar riser clamps could optimize things further here.

The Yamaha Tenere 700 also plays the role of the benchmark bike for ergonomics in 2025. It combines a pleasant seat height with a slim waist and excellent knee-grip ergonomics. The new, continuous seat provides maximum freedom of movement. Rotating the handlebar further improved handling while standing. Particularly convincing: the position allows building up a lot of stability with the torso - this relieves the arms and shoulders and saves energy. For longer off-road adventures, the Tenere layout thus seems particularly well suited.

Busty Wolter, who prefers riding standing up and in a sporty style, confirms the good ergonomics of most test bikes - with one clear exception: the Honda Transalp. While he generally felt comfortable on all four motorcycles, the combination of a wide tank base and far-forward footpegs on the Transalp bothers him when accelerating while standing. To get enough weight onto the front and not have to support himself solely with his arms, he had to, quite literally, "stand on the bike like John Wayne." This unusually bow-legged posture is, he says, uncomfortable and tiring in the long run.

With Yamaha, Aprilia and Suzuki, on the other hand, there were no restrictions from his point of view. The tanks are narrow enough in the relevant area to ensure free movement. This allows knee grip without problems, body weight can be brought forward efficiently, and control while standing is maintained even under high load.

When it comes to handling, things get complex - because how a motorcycle can be maneuvered depends not only on suspension and weight, but also heavily on ergonomics, rider height and riding style. In a direct comparison of the four adventure bikes, clear tendencies still emerge that help find the right bike for one's own demands.

For our tester, the Yamaha Tenere 700 and Suzuki V-Strom 800DE form the middle ground. The Tenere is the more playful bike - light, agile, with a certain top-heaviness that can, however, be well managed with precise footpeg work. Especially in tight sections it impresses with a brisk rhythm and high control, which is also positively supported by the new, wider footpegs. The handling feels dynamic and inviting - ideal for riders who want to actively dance with the bike even in difficult terrain.

The V-Strom 800DE, on the other hand, brings more weight to the scale and conveys a more substantial, planted riding feel. Its suspension is set up more comfortably, making the handling feel stable and confidence-inspiring, especially at brisk pace on more open terrain. In tightly winding terrain, however, the extra weight must be actively managed: especially when flipping from one side to the other or when trail braking downhill, you clearly feel the mass at the front - it takes physical effort. In return, the Suzuki rewards with calm, controlled riding behavior that is particularly pleasing on longer off-road stages.

The Honda Transalp lies at the most accessible end of the spectrum. It is the most easygoing in handling, which especially benefits less practiced or seated riders. Thanks to low seat height, good ground contact and intuitive balance, the Transalp can be confidently maneuvered even while seated. The combination of good-natured handling and improved suspension works excellently on light terrain - though it lacks a bit of freedom of movement for dynamic standing riding. Those wanting to ride more sportingly here need to work with modifications to handlebar position and levers, or turn to the competition.

At the other end stands the Aprilia Tuareg 660 Rally - the most uncompromising handling machine in the comparison. High, hard, direct - the bike demands respect from the start. The stiff suspension, sporty throttle response and stable geometry give it enormous directional stability and performance, but also demand commitment and consistency from the rider. Those with the necessary experience and riding technique can plow through the terrain spectacularly with the Aprilia. For less practiced riders, however, the demanding handling can quickly become overwhelming. Especially in deep gravel or at low speed, the Tuareg feels mercilessly honest - mistakes are not masked, but felt.

The bottom line: those seeking trust and accessibility will find it with the Transalp. Those who like agility and playfulness will be happy with the Tenere. Those wanting comfort combined with stability should reach for the V-Strom. And those seeking the riding maximum get a sports machine with demands - and rewards - in the Tuareg Rally.

In terms of braking performance, all four tested mid-class enduros deliver a high level - this applies both to the pressure point and to the meterability and balance between front and rear wheel. For hobby enduro riders, all systems offer trustworthy behavior that convinces both off-road and on paved roads. Nevertheless, some differences can be identified that may be relevant depending on riding style and skill.

The Aprilia Tuareg 660 Rally offers a special unique selling point: it's the only bike in the test equipped from the factory with steel-braided lines - a clear sign of its sporting ambitions. The Brembo braking system also proves more direct and bitier than the competition. Off-road, however, this characteristic requires a bit more finesse - especially with ABS deactivated. Those who grab too hard here quickly exceed the traction limit. An advantage for experienced riders, but more of a challenge for beginners.

The Yamaha Tenere 700 relies on a noticeably softer-responding brake system. This somewhat more reserved behavior can be particularly advantageous off-road, as brake pressure builds more gently. Especially at the front wheel, this gives more time to feel your way toward the limit of what's possible in a controlled manner.

With the Suzuki V-Strom 800DE, the test revealed a small point of criticism regarding the rear brake, which from the testers' point of view could be a bit more finely meterable. Overall, however, the braking system remains stable and reliable. The Honda Transalp also delivers solid braking performance without any outliers - well balanced and pleasant to operate, though without sporting accents.

One small drawback remains with the Aprilia: due to the engine's reduced flywheel mass, hard rear-wheel braking can cause the engine to stall - and unlike the Japanese bikes, it doesn't automatically restart when you release the brake. This can lead to the rear wheel locking up and potentially throw the rider out of the corner if the clutch isn't pulled in quickly enough. The recommendation therefore is: use the clutch deliberately when braking to avoid unexpected engine stalls.

With off-road adventure bikes, it's no longer just about riding dynamics - what matters just as much is how travel-ready and maintenance-friendly the machines really are in hard outdoor use. Anyone setting off into remote regions with a tent, luggage and tools needs a motorcycle that's not only fun but also thoughtfully constructed. The test reveals some partly surprising differences here.

Stock equipment & protection

The Yamaha Tenere 700 and Aprilia Tuareg 660 Rally pleasingly come from the factory with engine protection and hand guards - on the Tuareg even in robust aluminum. This underscores their claim as off-road-oriented machines. Very different is the Honda Transalp, which even in test configuration was delivered without a bash plate - a real risk factor, since the exposed oil pan sits low and flat. Hand guards are also completely absent. Anyone seriously wanting to go off-road must retrofit here. On the Suzuki V-Strom 800DE, underbody protection is present - but only in the form of a thin plastic piece that serves more of a cosmetic than a protective function. Here too: upgrading needed for real use. At least: as the only one in the field, the V-Strom offers a bolted-on subframe - a real advantage in the event of a fall with luggage. The Aprilia, despite its high price, continues to rely on a welded frame - which can get expensive in an accident.

Air filter & maintenance friendliness

Air filter accessibility is essential on trips - especially when riding through dust and sand. Here Yamaha and Aprilia shine: on both, you quickly reach the filter with just a few screws. On the Suzuki, access is already noticeably more complicated - including removing the battery. And on the Honda Transalp? A true maintenance disaster: to reach the filter, the tank must be removed, the side fairing dismantled, and even the TFT display taken off. Simply impractical for travel - and this despite Honda's claim that this design lets in less dust.

Tubeless rims & tire concept

On the topic of rims too, it becomes clear: not all manufacturers think practically. Those who want tubeless tires will find them with Aprilia - they're even available as an accessory, and some standard models come with them from the factory. The Japanese manufacturers offer no tubeless variants in original accessories - anyone wanting to switch must turn to third-party suppliers or keep riding with tubes.

Onboard tools - and what's missing

An often underestimated point is the onboard tool kit. Honda delivers surprisingly well here - the included set is extensive and sensible. The Tenere lands in the middle of the pack, though the press bike in our test had nothing on board at all. Aprilia's test bike came without any tools whatsoever - whether that's the standard state can't currently be confirmed. Suzuki is the most spartan: two tools under the seat - nothing more. Anyone seriously wanting to travel needs to urgently upgrade here.

The Aprilia Tuareg 660 Rally offers advanced off-roaders the strongest engine with convincing pull across the entire rev range. Aprilia also comes out ahead on shifting, while he attributes some weaknesses in shift behavior to the Yamaha Tenere 700 at points. In handling, however, this very Yamaha convinces him most: it feels light and agile, almost like a sport enduro - ideal for technically demanding terrain and precise riding. The Suzuki V-Strom 800DE impresses as an all-rounder with a coherent overall package, and even the Honda Transalp surprises positively with its easy steerability. Overall his verdict is close: the Yamaha is for him the bike with the best handling feel, the Aprilia the sportiest, the Transalp puts the greatest focus on the road, while the Suzuki convinces through its roundness and doesn't allow itself real weaknesses in any area.

For the ambitious hobby rider, "which one for whom?" is the central question - and the differences in target audience appeal could hardly be greater despite similar concepts. The Yamaha Tenere 700 remains the standard adventure bike par excellence, ideal for light to medium terrain and physically fit riders with some experience. Those with less off-road routine who prefer a somewhat lower seat height are recommended the Honda Transalp - especially with the new suspension setup, which finally lets it unfold its potential. The secret favorite, however, is the Suzuki V-Strom 800DE: despite its mass, it conveys a confidence and a substantial riding feel that especially delights on gravel roads and farm tracks. For riders not looking for singletracks, it offers the most well-rounded overall package. The Aprilia Tuareg 660 Rally, on the other hand, is mainly interesting for sportingly oriented, fit enduro riders. It demands an active riding style and rewards skilled riders - but may offer too much for those who prefer to cruise leisurely through the landscape. For the latter, the standard Tuareg would be an alternative.

During the 2025 off-road test days, the two adventure combos from Leatt impressed with functionality, protection and wearing comfort. The MultiTour 5.5 is the weatherproof all-rounder with 3-layer construction, a 20,000 mm waterproof inner jacket and well-thought-out ventilation - ideal for 10 to 20 °C and changeable conditions. The FlowTour 5.5 scores with large mesh panels, a sporty cut and also a waterproof outer jacket - perfect for active riders at 25 °C+. Both offer high-quality level-2 protectors, clever details like hydration system prep and variable width adjustments. Those seeking uncompromising touring functionality reach for the MultiTour. Those who value lightness, air and flexibility are right with the FlowTour.