10 Best Middleweight Adventure Motorcycles for 2025

The middleweight adventure category (roughly 650–900cc bikes) offers a balance of power, comfort, and off-road ability for long-distance touring and dirt riding. These bikes are lighter and more nimble than heavyweight ADV models, yet more powerful and road-oriented than dirt bikes. For 2025, manufacturers have updated or introduced several standout middleweights. Below are ten top picks with their key features, from powerful twins to torquey triples. Each bike’s engine, performance, suspension, and electronics are discussed to help riders choose the right adventure companion.

Table of Contents

10 Best Middleweight Adventure Motorcycles

CFMOTO 800MT-X

CFMOTO’s 2025 800MT-X is a new dirt-focused adventure bike closely related to KTM’s 790 Adventure R. It uses the same 799cc parallel-twin KTM engine tuned to about 94 bhp and 57 lb-ft.

The chassis is also KTM-derived (steel tubular frame, 21″ front wheel, 18″ rear) but wrapped in unique bodywork. Long-travel suspension (48 mm USD fork, adjustable shock) and a low-mounted fuel tank give it true off-road geometry.

Engine: 799 cc liquid-cooled parallel twin (KTM-derived) – ~94 bhp and 57 lb-ft.
Chassis: Steel frame, 21″ front/18″ rear spoked wheels; long-travel adjustable suspension; dual 310 mm front disc brakes.
Features: Ride modes, switchable ABS, 5″ color TFT dash, optional quickshifter. Low-centre fuel tank (for better handling) and tubular crash bars.
Value: One of the cheapest 800-class ADV bikes, offering KTM-like tech at a fraction of the price.

Kove 800X Pro

The Kove 800X Pro is a brand-new Chinese entry for 2024/2025, designed to shake up the segment with light weight and performance. It packs a 799 cc DOHC parallel-twin making about 95 hp (95 hp), but with a claimed curb weight of only ~408 lb (185 kg) – roughly 50–100 lb lighter than most rivals. This low mass (and low CG from a subframe fuel tank) makes the 800X Pro exceptionally agile both on- and off-road.

The 800X Pro features fully adjustable KYB suspension (9.5″ travel each end), 21″ front & 18″ rear spoked wheels, and a 5-gallon (20 L) fuel tank for ~250+ mile range. Electronics include three ride modes (Eco/Sport/Rain), switchable dual-channel ABS (with rear wheel off option), and a 7″ TFT display.

In short, Kove’s 800X Pro is a high-value lightweight ADV: simple yet capable, with excellent off-road manners thanks to its low weight.

Engine/Power: 799 cc liquid twin, DOHC, 13:1 CR – ~95 hp. Bosch EFI fueling.
Weight: ~408 lb wet (183 kg) – much lighter than rivals, aiding handling and off-road ease.
Suspension/Wheels: KYB fully-adjustable 48 mm USD fork and piggyback shock (9.5″ travel); 21″ front, 18″ rear spoked wheels.
Features: 5-gal fuel (≈250+ mi range), 5″ TFT dash, selectable ABS (front only or off), optional quickshifter (up), standard crash bars.

Suzuki V-Strom 800 (and 800DE)

Suzuki V-Strom 800

Suzuki’s all-new V-Strom 800 launched in two flavors. Both use a 776 cc parallel twin (4-valve DOHC) producing about 83 hp at 8500 rpm and 57.5 lb-ft at 6800 rpm. Importantly, each model carries a large 5.3 gal (20 L) fuel tank for over 250+ mile range.

The difference is in focus: the standard V-Strom 800 is road-biased, with 19″ front/17″ rear cast wheels, moderate 5.9″ travel suspension, and a tall windscreen. The 800DE (Dirt Edition) swaps to a 21″ front wheel, increased travel (~7.9″ front/7.9″ rear), and off-road-friendly tires. The DE also adds a full off-road ABS mode and extra electronic modes (gravel mode, more TC settings).

Both bikes share Suzuki’s smooth new engine and advanced aids. The V-Strom 800 has ride-by-wire, three power maps, traction control and dual-channel ABS (the non-DE lacks a full ABS-off setting on the rear). It even comes standard with an up/down quickshifter.

In short, the V-Strom 800 is a well-rounded middleweight: the street version is a great general-purpose tourer, and the 800DE adds the needed kit (higher travel, ABS off, cornering ABS, etc.) to make it capable on light trails.

Engine: 776 cc liquid-cooled parallel twin – ~83 hp, 57.5 lb-ft (new Euro5+ engine).
Chassis: Tubular steel frame; cast wheels 19/17 on 800, spoked 21/17 on 800DE; suspension travel 5.9″ (150 mm) road /7.9″ (200 mm) dirt.
Features: Ride-by-wire, 2 ride modes (Road/Rain; DE adds Gravel/Off), switchable cornering ABS, TC, up/down quickshifter, 5″ TFT dash, cruise control (premium trim).

Honda Transalp 750

The Honda Transalp XL750 uses a brand-new 755 cc Unicam parallel twin (derived from the CB750 Hornet) tuned for touring. This engine makes about 90.5 hp (67.5 kW) at 9,500 rpm and 75 Nm (55 lb-ft) at 7,250 rpm, with a smooth 270° crank and assist-slipper clutch. Honda optimized it for low-end response with vortex intake ducts and Ni-SiC bore plating.

The Transalp’s steel frame with Showa 43 mm SFF-CA front forks (200 mm travel) and Pro-Link shock (190 mm) provides 212 mm ground clearance – enough for easy dirt roads. Unusually for Honda, the Transalp includes 5 ride modes (Sport, Standard, Rain, Gravel, Custom) via throttle-by-wire, and ABS (which can be turned off).

In practice, the Transalp is very comfortable on highway rides (thanks to its large fairing, tall windshield, and 5″ TFT with Honda RoadSync phone mirroring). The seat is adjustable (850 mm standard, optional 830 mm). Its heavy-duty 310 mm front brakes and traction control make it a safe tourer.

In summary, the Honda Transalp 750 is an excellent adventure tourer: powerful and refined with premium features (smartphone voice control, emergency stop signal, etc.).

Engine: 755 cc Unicam twin, 4-valve (270° crank) – ~90.5 hp and 55 lb-ft. High fuel pressure, assist/slipper clutch, gear-driven balancer.
Chassis: Steel truss frame, 43 mm Showa forks (200 mm travel), Pro-Link shock (190 mm), 21″ front/18″ rear spoked wheels, 212 mm clearance.
Electronics: TBW ride modes (5 modes incl. Gravel/Custom), switchable ABS, traction control, 5″ TFT dash, full LED lighting, Honda RoadSync connectivity.

KTM 790/890 Adventure

KTM 790 Adventure

KTM’s 790 Adventure (2019–2022) and its successor, 890 Adventure (2023–), set benchmarks in this class. The original 790 Adventure R used a 799 cc KTM parallel twin, making ~95 hp, whereas the new 890 Adventure R bumps displacement to 889 cc for about 103 hp (77 kW) and 100 Nm torque.

KTM’s steel trellis frame (using the engine as a stressed member) is mated to fully adjustable WP suspension with 200 mm travel (43 mm fork, shock) and spoked 21″/18″ wheels. Both models offer rider aids like multiple ride modes, cornering ABS/TC, and optional quickshifter+. The 890 Adventure introduced a modern 5″ TFT display and even improved ergos (fuel tank, narrow waist).

The 790/890 Adventure R (the off-road-focused version) is known for excellent dirt capability. The 890 Adventure R especially adds cruise control and a “Demo Mode” to practice tech. In short, KTM’s 790/890 gives ~100+ hp with a light chassis (dry ~440 lb) and top-shelf off-road tech. It remains one of the most capable middleweight ADVs, with engine performance, 200 mm suspension travel, and WP APEX hardware.

The standard (S) or Rally trim is more road-oriented (smaller tank, less travel), but all 790/890 variants are sporty and versatile. The 890 model continues into 2025, carrying forward KTM’s reputation for rugged mid-size adventure bikes.

Engine: KTM 790: 799 cc twin (~95 hp); KTM 890: 889 cc twin, 77 kW (≈103 hp), 100 Nm. Bosch EMS, PASC clutch, quickshifter available.
Chassis: Chromoly trellis frame, 21″ front/18″ rear, spoked wheels; WP APEX 43 mm USD fork, WP APEX rear shock – both 200 mm travel.
Features: Ride modes, lean-sensitive cornering ABS/TC, color TFT, optional Quickshifter+, cruise control. High-end brakes (320 mm disks, Brembo calipers).

Yamaha Ténéré 700

Yamaha’s Ténéré 700 has been a top seller since its 2019 debut, and it carries into 2025 with refinements. It uses the legendary 689 cc “CP2” parallel twin (shared with MT-07), now tuned to about 72 hp and 50 lb-ft. With a wet weight around 470 lb (213 kg), the Tenere 700 is lighter than most rivals and feels very flickable on trail.

Suspension travel is ample (8.3″ front KYB, 7.9″ rear) on 21″/18″ spoked wheels. Yamaha gave it a larger 5″ TFT dash (with two theme modes) and Y-Connect Bluetooth for 2024, plus optional ABS modes (front-only on/off, rear on/off) and an up-only quickshifter.

Ride reports consistently praise the Tenere’s balance and reliability. The simple twin is smooth and controllable off-road (“predictable and manageable… does not need multiple maps”). It’s not as powerful as bigger bikes on-road, but many riders value its simplicity and durability.

In use, the 700’s narrow profile, upright ergos (34.6″ seat), and modest wind protection make it comfortable for long days. For 2025, the Tenere remains a “benchmark” middleweight due to its bang-for-buck value, packed with quality suspension and brakes (Brembo 282 mm dual front discs). It’s especially popular for mixed on/off touring.

Engine: 689 cc liquid twin – ~72.4 hp at 9000 rpm, 50 lb-ft at 6500 rpm (CP2 crossplane design, linear torque).
Chassis: Steel cradle frame, 43 mm KYB USD fork (8.3″ travel), KYB shock (7.9″); 21″ front/18″ rear spoked rims with dual-purpose tires.
Features: 5″ TFT dash with Bluetooth Y-Connect, switchable ABS modes, optional quickshifter+, USB socket. 4.2 gal fuel (≈250 mi range), 34.6″ high seat.
Ride Impression: Known for lightweight agility and off-road prowess. Yamaha updated the dash and ABS settings for 2024, but the core bike remains unchanged and continues to sell well.

Moto Guzzi V85 TT

The Moto Guzzi V85 TT is a uniquely styled adventure-tourer with classic Italian character. It uses an 853 cc transverse V-twin (often called the “Small Block” engine) now updated with variable valve timing (Euro5+). Power is about 80 hp at 7750 rpm and 61 lb-ft at 5100 rpm – similar to the older model. A shaft drive (the only one in this class) sends torque to the rear wheel. Guzzi claims 90% of torque is available at just 3500 rpm thanks to the VVT system.

The V85 TT’s steel frame and suspension are fairly standard: 41 mm USD forks and shock with preload/rebound adjust, about 180 mm travel. Seat height is 32.6″ and wet weight is heavy (~507 lb for the base TT model). It rolls on 19″ front/17″ rear wheels with Metzeler Tourance tires.

The bike’s standout feature is its retro adventure styling (twin round headlights, boxer-appearance cylinders sticking out). Electronic aids include ABS and TC (cornering ABS on higher trims), multiple riding modes, and (in the Travel model) phone connectivity and panniers.

Reviewers note the V85 TT feels “laid-back” with smooth torque delivery, but it’s not as quick as liquid-cooled rivals. The shaft drive provides smooth power transfer, and the engine’s bottom-end grunt makes it comfortable for long touring.

In summary, the V85 TT is best for riders who appreciate classic Guzzi flair and long-haul comfort rather than maximum off-road agility. It’s a torquey, well-equipped tourer with a rich sound and unique style.

Engine: 853 cc 90° air/oil V-twin, 2-valve heads – ~80 hp @ 7750 rpm, 61 lb-ft @ 5100 rpm. Belt-driven cams, variable timing, shaft final drive (smooth but heavier).
Chassis: Steel frame, 41 mm forks, monoshock; 19″ front/17″ rear wheels; about 180 mm suspension travel. 495 lb (V85TT base) to 535 lb (Travel) wet.
Features: Riding modes (Sport, Road, Rain; TT Travel adds Off-road, Custom), optional cornering ABS/TC (with IMU), LED lights, Guzzi MIA Bluetooth system (TT Travel), luggage racks, heated grips (Travel).

Aprilia Tuareg 660

The Aprilia Tuareg 660 (2022) brings sportbike DNA to adventure bikes. It uses a derived version of Aprilia’s RS660 engine – a 659 cc 270° parallel twin – making about 80 hp and 70 Nm of torque. The dry weight is only ~412 lb (187 kg), making it one of the lightest in class. Suspension is long-travel (43 mm Kayaba USD fork, 240 mm travel front; 230 mm rear) and wheels are 21″ front/18″ rear spoked.

What sets the Tuareg 660 apart is its electronics and agility. It has ride-by-wire with five modes (Road, Off-Road, etc.), 4-level traction control (can be turned off on the fly), cornering ABS, and a lean-sensitive IMU. A 5″ TFT dash provides clear info. Despite its smaller engine, the high compression (13.0:1) and race-inspired tuning give it a snappy character.

Reviews call the chassis “entertaining” and say it carries speed through rough sections with ease. At around $12.5K USD (Rally Pro is more), it’s pricier, but Aprilia has packed it with premium components (e.g. Brembo Stylema brakes) and accessories. In short, the Tuareg 660 is a light, sporty ADV for riders who want agile handling and high-tech features in a compact package.

Engine: 659 cc DOHC parallel twin (270° crank) – ~80 hp @ 9250 rpm, 70 Nm @ 6500 rpm. Gear-driven counterbalancer, 13:1 CR.
Chassis: Trellis steel frame, 43 mm Kayaba fork, 240 mm travel; rear shock 230 mm travel; 21″/18″ spoked wheels. Wet weight ≈450 lb.
Features: APRC electronics: multiple ride modes (including Off-road), 4-level TC (with off), IMU cornering ABS, quickshifter, APRC dashboard with smartphone integration, LED lights.

BMW F 900 GS

BMW F900GS

BMW’s F 900 GS was fully redesigned for 2024. It now uses an 895 cc DOHC parallel twin (derived from the former F850’s engine) that makes 105 hp at 8500 rpm and 68.6 lb-ft torque – a healthy 15 hp increase. BMW also shed about 22 lb in the new model, with a fully-fuelled weight of ~483 lb. The 900 GS has a slimmer front end and new ergonomics: lower pegs, higher bars, and a 34.3″ seat (optional 32.9″ lower seat).

It rides on 43 mm Showa USD forks (9.1″ travel) and an adjustable rear shock (8.5″ travel), with 21″/17″ spoked wheels shod in Metzeler Karoo 4 tires. Braking is by Brembo: twin 305 mm front discs and a 265 mm rear. Standard electronics include a 6-axis IMU, cornering ABS (ABS Pro), two modes (Rain/Road), and TC.

The 900 GS also comes with a 6.5″ color TFT display (with smartphone connectivity) and many amenities (heated grips, USB, cruise control optional). An optional Enduro Pro pack adds Adventure/Dynamic riding modes and ABS pro on/off.

In use, the F 900 GS is praised for strong acceleration and smooth power delivery. The extra torque makes it more flexible off-road, and the sportier chassis (now with a lighter swingarm) gives confidence on trails. Overall, BMW’s new F 900 GS is a high-tech, comfortable adventure bike that rivals larger ADV machines, now with performance to match its weight class.

Engine: 895 cc liquid-cooled twin – 105 hp @ 8500 rpm, 68.6 lb-ft @ 6750 rpm. 270° crank, two balancers, Akrapovič silencer on R/Rally models.
Chassis: Steel tubular frame, 43 mm Showa fork (9.1″ travel), adjustable shock (8.5″ travel); 21″ front/17″ rear wheels with Metzeler Karoo 4; seat 870 mm. Dry weight ~445 lb, wet ~483 lb.
Features: IMU-based ABS Pro, Dynamic TC, 2 ride modes (Rain/Road), 6.5″ TFT with Nav/Phone, keyless ignition, handguards, optional heated seat/cruise.

Triumph Tiger 900

Triumph’s Tiger 900 (introduced 2020) continues as a competitive middleweight with its agile 888 cc inline-3. The 3-cylinder motor makes about 108 PS (106.5 hp) at 9500 rpm and 66.4 lb-ft at 6850 rpm. It is paired with a smooth 6-speed gearbox, slip/assist clutch, and features like selectable riding modes.

The Tiger 900 comes in GT (road) and Rally (off-road) trims. Both share Brembo Stylema 320 mm front brakes, a 7″ TFT dash, and cruise control (on Pro models).

The Tiger 900 Rally Pro is the off-road version: it has 21″ front/17″ rear spoked wheels, long-travel Showa suspension (240 mm front, 230 mm rear) and an adjustable seat (820–840 mm). Notably, the Rally Pro’s unique “Off-Road Pro” mode disables all electronic aids (ABS/TC off) for expert riders who want full control.

The Tiger’s triple engine is smooth and tractable; reviewers note its excellent low-speed torque and refined power delivery on trails. In Rally Pro trim with trail-focused tires (e.g. Bridgestone Battlax Adventure), the Tiger 900 is a serious dirt machine, yet it still accelerates strongly on pavement.

For 2025, the Tiger 900 GT and Rally remain largely unchanged from 2024. They continue to offer class-leading features for the price. For example, the Rally Pro’s WP suspension and advanced traction control make it very capable off-road, while the GT Pro version has 19″ front wheels and slightly less travel (180/170 mm) for better on-road manners.

In summary, Triumph’s Tiger 900 gives 106 hp from a triple, top-tier brakes/suspension, and fully-loaded electronics (including a quickshifter and full-color TFT) – making it a versatile all-rounder.

Engine: 888 cc inline-3, DOHC – 106.5 hp @ 9500 rpm, 66.4 lb-ft @ 6850 rpm. 3→1 exhaust, wet clutch, chain drive.
Chassis: GT Pro: cast wheels 19″/17″, Marzocchi 45 mm forks (180 mm travel), Showa rear shock (170 mm). Rally Pro: spoked 21″/17″, 240 mm/230 mm travel (Showa fork/shock).
Features: 7″ TFT display with Triumph connectivity; 6 ride modes (Road/Rain/Off-Road/Dynamic/Off-Road Pro/Custom); switchable cornering ABS/TC; two-way quickshifter; cruise control; adjustable seat height (820/840 mm).

Conclusion

Each of these middleweight adventure motorcycles brings a different blend of power, weight, and features. Riders should compare factors like engine feel, suspension travel, electronics, and ergonomics. Whether it’s the KTM-derived CFMoto 800MT-X’s value, Kove’s featherweight fun, Suzuki’s long-range practicality, or the sophisticated BMW and Triumph rigs, 2025’s lineup has something for every ADV enthusiast.