Riding an adventure bike off-road has a pretty steep learning curve, especially if you are going at it solo. Gravel roads are plenty sufficient to get the feel for traction, but you may want more: elevation, scenery, challenge. When you start to introduce elevation and trickier terrain, the likelihood of a tip-over increases.

Adventure bikes are made to take a spill and keep going, but if you’re alone, picking up a 300-to-600-pound motorcycle is exhausting and may even leave you stranded. You may be more encouraged to try adventurous things while attending a rally, especially if you group up. Riding in a group can significantly compress your learning curve. Following other riders and seeing how they navigate tricky terrain (whether executed well or not) can teach you a lot. Beyond that, a little encouragement (or hazing) from the right group can be very motivating. And, when you do have a tip-over, picking up a bike with a buddy is much easier and will leave you with more energy for the ride.

As in the rest of life, learning never stops on a motorcycle. An adventure rally provides a better environment to push your limits and test your resourcefulness. For instance, by camping at an event venue, you can drop your luggage and excess gear, possibly preventing unnecessary damage to both. You can also improve your riding skills more efficiently, as most rallies have on-site training. For those that don’t, the value of peer guidance can’t be overestimated.

Also, because of the volume of bikes and riders in a given area, the likelihood of coming across a mechanical opportunity is greater at a rally. Someone is likely to have a flat tire or other trail-side repair to help with. In my experience, mechanical mishaps or breakdowns that might be traumatizing on a time-constrained multi-day trip or in a solo situation are lower stress in a rally setting and provide an ideal time to practice roadside repairs. They can even become bonding experiences.

Speaking of bonding experiences, rallies are a great place to meet fellow riders and maybe create a lifelong connection. People travel from all over for these meetups. One phrase I hear a lot in motorcycling is the idea of like-minded people getting together, but my experience at rallies has been quite different. My own idea of who is an ADV rider and what ADV riding is has continued to expand with each rally I attend, which is not only good for my understanding but also good for those seeking to belong as a ADV motorcyclist. The people you meet at a rally won’t all be just like you, but you’re going to find you have a shared interest in bikes, which makes the conversations flow more easily. And finding those connections to people from different backgrounds is a really good thing in an increasingly divisive world.

Save time, take advantage of local knowledge

Traveling outside of your usual riding area requires either extensive research to decide where to ride or finding someone who has local experience. That can be costly in time and money if the resources even exist. ADV rallies are generally located in places that appeal to a wide audience and include pre-scouted, well-thought-out routes that typically show off the best views and terrain or provide a unique challenge. Sometimes, they even allow access to private land that you may not otherwise be able to experience. Riding a pre-scouted route at a rally takes a lot of guesswork and stress out of trying to decide where to ride. And if you’re ambitious enough to do multiple routes, you may get to experience a wide variety of terrain in an area, which is both physically and mentally stimulating.

That post-rally effect

Advancing your skills, meeting new people, and riding new terrain can be transformative. I have actually experienced moments of clarity regarding difficult personal challenges not necessarily related to riding. Bear with me; I think a rally can provide so much information for your brain to process that it actually expands your bandwidth. I know this is totally anecdotal and unscientific, but I have had some pretty lucid dreams while attending adventure rallies. Rally challenge: If you arrive at a lull in a conversation with a rally-goer, ask about their dreams while attending one. I bet you will have some interesting conversations.

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Motorcycle industry uses surcharges, other approaches, as first wave of tariffs begins

In April, President Trump introduced a range of reciprocal tariffs on U.S. trade partners. What followed was a series of rate escalations, postponements, and negotiations with individual trading partners. All of which led to shifting policies and widespread confusion in the market. Companies began studying ways to handle the increased cost.

For you as the consumer, however, political narratives about tariffs or details of which participant in the supply chain is absorbing which percentage of the added cost are not what matters. The main detail that matters to the consumer is the number on the price tag of the new motorcycle or gear you want to buy. With motorcycle manufacturers and retailers rolling out the first wave of import surcharges on new motorcycles and gear, we’re starting to see those numbers.

On select models and trims

Earlier this year, KTM unveiled its new 390 SMC R, 390 Enduro R, and 390 Adventure range. Although the models arrived with impressive specs and advanced rider aids, it was their budget-friendly price tags that generated the most buzz. Ranging from $5,499 to $6,999, the 390s looked poised to upend the small-capacity category. Those prices were announced before the main round of tariffs, however.

KTM’s website currently lists an “Import Duty Surcharge” on all 2025 390 models, including the long-running 390 Duke. The additional fee amounts to about 10% of the bike’s MSRP. Take the 390 Adventure R, for example, which retails for $6,999 and now comes with a $700 import duty surcharge.

Of course, KTM manufactures its 390 range in India. President Trump initially proposed a 26% tax on goods imported from India before pausing the tariffs for 90 days. That period will end on July 9, but products shipped from India, including KTM 390 deliveries, are subject to a 10% baseline tax in the interim. So it makes sense to see a 10% surcharge. Of course KTM isn’t the only manufacturer grappling with tariffs.

In early June, Kawasaki added a “Supply Chain Surcharge” to every model in its 2025 lineup. It didn’t last long, though. On Tuesday, Kawi removed the line item from all model webpages. Now, the brand only reports an import surcharge on its returning KLX models and recently announced 2026 KLX230 Sherpa S and KLX230 DF. That doesn’t mean all 2025 Kawasakis are exempt from the supply chain fee, however.

Reps for KTM and Kawasaki both stressed that the vehicle’s model year, country of origin, and order date will determine whether tariff-related fees apply. If the manufacturer didn’t pay additional taxes to import the bike, neither will the customer. For that reason, tariff surcharges will apply on a case-by-case basis.

When asked whether tariff fees will still apply to 2025 models, Kawasaki Media Relations Supervisor Brad Puetz explained that the “website is a first resource but the customer will need to see the actual unit on the floor at their dealership to know if the surcharge applies on that VIN.”

That aligns with my recent experience at a local dealership, Del Amo Motorsports of Redondo Beach, California. While all the bikes on the showroom floor (including a 390 SMC R and 390 Adventure R) were imported before the tariffs, a salesperson stated that the “next batch” of Kawasakis and Ducatis would include an import fee. However, Ducati North America CEO Jason Chinnock refuted the claim, saying “There are no tariff surcharges planned from Ducati.” Talk about confusing.

The tariff situation only continues to evolve as manufacturers and retailers roll out the first wave of price increases. On the other hand, a well informed customer is a prepared customer. Whether tariff surcharges show up as an additional line item or get folded into the retail price, more markups are in store. Yes, tariffs are still confusing, but knowing what to look for helps brings some clarity to the situation.

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KTM and its related brands, GASGAS and Husqvarna, will survive. Its ownership will be in India, not Austria.

That was always the most likely scenario for a positive resolution of the financial problems that parent company Pierer Mobility got into. Bajaj Auto, the huge manufacturer of two- and three-wheel vehicles in India, already owned just under 50% of the Austrian manufacturer and has now arranged to provide an additional €600 million ($684 million), beyond the €200 million it has already injected, to allow the KTM conglomerate to pay off creditors. Pending regulatory approval, “Bajaj will shift gears from hitherto being a dormant minority investor to a majority owner in the global KTM company, whilst it continues to accelerate the thriving KTM business that is run out of India under the joint development program, where it develops, makes and sells in India as well as exports to 80 countries across the KTM network,” Bajaj stated in a news release. The exact percentage of the company Bajaj would own was not specified.

The cash infusion will allow Pierer Mobility to meet the terms of its financial restructuring agreement by paying its creditors 30% of the money due them. That payment is due tomorrow under the restructuring agreement. The KTM parent got into financial difficulty by continuing to pursue an aggressive growth trajectory and overproducing motorcycles after the temporary post-pandemic surge in sales softened.

So what does this mean for the future of KTM and its smaller brands? It’s certainly better news for anyone who owns a KTM, Husqvarna, or GASGAS, and even more so for dealers, than the alternative, which was the company potentially being liquidated. And while Bajaj will no doubt want to maintain KTM’s image as a performance brand with an “adrenaline-packed product lineup,” as Bajaj describes it, there’s also going to be more Indian spices in the cooking. Bajaj listed four plans:

• Revamping management and “reconstituting” the board of directors. No surprise there. New ownership means new leadership and former CEO and current co-CEO Stefan Pierer will be leaving the board in June.
• Bajaj will launch a turnaround plan “aimed at restoring momentum and competitive growth while driving the financial viability of the company.”
• Bajaj will expand joint development operations between Austria and India and will be “pursuing synergistic opportunities.”
• Pursue new collaborations and partnerships in the industry.

While we’re naturally hearing more generalities than specifics at this point, all those are the steps you’d expect new ownership to take to turn around the ship. Bajaj stated, “the larger role of Bajaj in the future of the KTM business offers potential to unlock a triad of opportunity covering global growth, brand elevation, and technology leadership.”

In any case, it beats a liquidation auction at the KTM headquarters.

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When Suzuki’s DR-Z400S landed in showrooms 25 years ago, motorcycling was different. Fuel injection and anti-lock brakes were still only trickling in. The machine that won the World Superbike Championship made 120 horsepower in stock trim, and two-stroke machines left a haze of blue smoke in AMA Supercross arenas.

To be a valid dual-sport machine in the year 2000, a bike needed to be able to travel highway speeds and trot down a bumpy trail. A quarter century later, the on- and off-road space is crowded — from the handful of 300 to 500 cc ADV machines available to the hordes of gnarly off-road machines with towering seats and zero body fat — and many of the bases, or roads, are covered. This is the new school of multi-surface riding and, in order for the DR-Z to fit in, a makeover was in order.

The new DR-Z by the numbers

As far as the spec sheet goes, some things have changed and some things have stayed the same. A removeable, aluminum subframe carries all of the stuff at the stern, perched above a new swingarm.

The engine itself has new valves, slightly more aggressive cam profiles, a dual-spark combustion chamber, and a new piston design, all of which is fed by a fuel-injection system via a larger throttle body and ride-by-wire right grip. That technology allowed Suzuki to make available three ride modes, three levels of traction control (plus off), and customizable ABS settings.

To pull the DR-Z out of the dark ages of Euro2 emissions compliance, the new bike predictably has an all-new exhaust system, with two catalytic converters integrated in order to meet Euro5+ standards. Because the outgoing DR-Z400 is a 25-year-old design, Suzuki had to reduce carbon monoxide emissions by 82% and total hydrocarbons by 90%. Big changes and, based on the expressions on the engineers’ faces as they explained it, a little bit of a pain to achieve.

All of this cost Suzuki some weight the fuel-injection upgrade amounted to more than 16 pounds and introducing ABS added about five pounds. Some of the weight gain was offset elsewhere, but it was a battle that involved a lot of one-step-forward, two-steps-back compromises.

All of the updates to the engine and powertrain highlight the broader dichotomy of updating the DR-Z. Part of the task was to make somewhat generic and obvious updates, like adding EFI and spicier cams, but at the same time it was crucial that everything worked together a lot more efficiently than before. Using titanium intake valves and reducing pumping losses in the crankcase by 20% sounds pretty racy until you realize that it’s all just to stay afloat.

Some good news is that the chassis updates thoroughly modernized the DR-Z with little to no downsides. There’s new suspension from KYB (fully adjustable aside from front-spring preload), a stiffer swingarm with a new shock linkage for more linear spring resistance, larger brake rotors front and rear, not to mention LED lighting. Also, some tweaked ergonomics the handlebar is 1.1 inches higher, the footpegs sit 0.9 inches farther back, and the seat has been made wider and lower by 0.6 inches each.

What’s a little different from most on/off-road bikes these days is the dash and switchgear. The two-color LCD display is humble, but packs a lot of info, and mates with a left control cluster featuring an up/down toggle and a “Mode” button. Street bike stuff.

There’s no denying that $9,000 is a lot to ask for a revamped dual-sport from 25 years ago. On the other hand, a quick look at the market shows a pretty big hole where the DR-Z4S is aimed. A buyer can get dual-sport bikes from Honda and Kawasaki for around $5,500, with lower seat heights, less suspension travel, smaller engines, and less advanced rider aids. You could also buy a KTM 390 Enduro R for the same price, and that might be a good option though it is a street bike dressed up as a dirt bike.

Or, there’s Honda’s CRF450RL, which only costs about $1,000 more than a DR-Z4S while having much more power and a serious off-road chassis. Then again, you’ll have to be ready to change the oil every 600 miles, climb up to a 37.2-inch seat, and don’t you dare let those revs drop or it’ll…! Crap, it stalled again. There’s always the Jurassic duo of Honda’s XR650L and Suzuki’s own DR650, for those who simply wish that things would never change.

The DR-Z4S calls for new engine oil every 3,750 miles and a check of valve clearances every 15,000 miles. It’ll also do third-gear wheelies on a gravel road, hop down a narrow trail or across a stream, and accommodate just about any rider’s desired delivery of 38 horsepower. Is all of that worth nine grand? From Suzuki’s standpoint, that hole in the market is either there for a reason, or it’s an opportunity to deliver. 

The first 13 miles of my time on the new DR-Z4S jumped from pavement to dirt road, onto single-track, then back to the dirt road and a return to a four-mile jaunt on asphalt again. All in all, 1.6 miles of single-track trail, 6.4 miles of gravel road, and five miles of two-lane blacktop — dual-sporting in a microcosm. There are dozens of motorcycles that could take on that split of riding, and many might be better in certain areas. Suzuki is hoping that by the DR-Z4S being in the middle of the figurative road, it will be the best choice for more actual roads.

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Triumph considers the 2026 Speed Triple 1200 RX the “the ultimate incarnation of the Speed Triple.” There’s a few reasons why.

Compared to the Speed Triple 1200 RS, the RX has “more aggressive, sportier ergonomics” and “even more state-of-the-art electronics.” The limited-edition variant may be the sharpest Speed Triple in the pack, but it follows a formula established by another model in the Triumph’s naked-bike family.

If you catch a slight case of deja vu when viewing the Speed Triple 1200 RX, that’s probably because you’re familiar with the Street Triple 765 Moto2 edition. In essence, the RX is the Speed Triple version of that motorcycle (without all the Moto2 branding, of course). The similarities go deeper than the Performance Yellow paint, too.

The Moto2 has carbon fiber bodywork and exclusive graphics. The RX has carbon fiber bodywork and exclusive graphics. The Moto2 sports clip-ons. The RX sports clip-ons. You get the point. The RX takes similar track-focused measures as the Moto2, but it has a few tricks of its own, too.

That includes a titanium Akrapovič silencer and electronically controlled Öhlins SD EC steering damper. The latter ties directly into the semi-active Öhlins SmartEC3 OBTi system, which debuted on the 2025 Speed Triple 1200 RS.

With its various upgrades, the $21,495 RX tacks $1,500 onto the RS’s $19,995 base price. Triumph will only produce 1,200 units worldwide, with shipments arriving in U.S. dealerships in June.

The 2026 Speed Triple 1200 RX may not be a far departure from its base model sibling, but it’s a viable option for those looking for a part-time track bike.

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