Category Archives: Bikes

• Economy: often over 100mpg so 300km range from the 9.3-litre tank
• 19hp was never really an issue, even at 11,000′ (when it became 12hp)
• Looks good
• As light as you’ll get for a regular trail bike
• Windscreen frame enabled near eye-level Garmin mounting which made a difference
• Came well equipped with racking and TL rear wheel
• Seat is low
• Starts and fuels with no fuss whatsoever
• No vibration through bars or pegs
• Mosko bags did the job unobtrusively

• Something was wrong with the front end
• I’m too big for this bike and couldn’t stand comfortably (common issue)
• Seat (or pants) needs added padding
• Some days the TL rear tyre lost air, some it didn’t
• Ultra basic and barely legible LCD display
• Bigger footpegs needed a longer shifter with big boots/feet
• Front TL Kenda Big Block too stiff for this light bike

Review
On reflection, I was a bit slack preparing my Serow. It ticked so many boxes and was a ‘XT’ after all, so I assumed it would do the job, like most XTs do. But after 10 days on the High Atlas Traverse (H.A.T) I can see how it could be improved for off roading.
Ascending the first dirt track – one I’ve done many times on many bikes – I could feel something was wrong. The front end flapped around rather than tracked straight like the Him 450 I last rode. It took a while to work out it was probably a combination of too stiff Kenda TL tyre at too high psi, plus probably what’s left of decade old fork oil.

They say 250 Serow forks in particular are not so hot, but I was fooled by them being firm (they never bottomed out). They also say a $400 Cogent spring, oil and valve kit fixes that and – as a Serow owner I know will affirm – add their $800 shock and you’re sorted.

I now see RaceTech (also in the US) sell just the cartridge emulating valves (left) for around $230 + all the usuals, while in the UK Brooks sell similar Thai YSS valves for £84. I’ve read of these emulators without actually understanding exactly how they work but after watching this RT installation vid, I get it. Seeing as the forks are apart for a new seal and gaiter, I may give the YSS valves a shot.
Back in Morocco, even once the front tyre was dropped to 19psi, a lot of energy was spent keeping this thing on line on the steep, loose climbs of the H.A.T. Luckily, minimal weight and the easy-going motor producing its own ‘traction control’ made this possible. And elsewhere the Serow was fine.
I have to say the explanation still sounds a bit thin. I’m sure I’ve ridden ill-damped and poorly tyred bikes before, but something – maybe rearward weight distribution or my weight overall? – was off, though I was nowhere near the 160kg max payload stated in the manual. I see one bloke fitted an ebay steering damper to his Serow. They do say pricey off-road dampers like the Scott are enhancements rather than there to disguise unstable steering. I dismissed the notion that the weight of the hefty front rack and screen were an issue (that wrapped bundle is only a 500g bike cover, fyi). Really, it’s got to be a grand of Cogent springing that transforms the Serow – as did a grand’s worth on the CRF 300L.

Sorted, carb’d TTR350 was dynamically loads better but ‘only’ did 75mpg, and you can see how much taller it is

Still, it’s amazing how adequate 19hp turned out to be – especially when vanned all the way down to KM Zero! Even up in the H.A.T Death Zone where only hardy microbes survive, the XT was never left wanting, even if it couldn’t pull beyond first at 10,000′. All motors lose power at altitude, but I like to think it’s the reliably even fuel injection which makes the scant power effective.
This lowly output must have contributed to economy of up to 108mpg or over 38kpl. An all-time record for me. The worst was about 88/31 and the average was 98/34.7, though exact figures probably got muddied by village fuel top-ups.

Dropping outriggers and getting on – no problemo

The soft, low-down power meant the gearing didn’t feel under any strain, though 1st to 2nd had a bit of a gap and a 6th would have been nice. The narrow rear Anakee Wild was well matched for the pace and load and probably helped keep the mpg in three figures.

Near identical and new non-Euro XT250s are easily rented in Morocco, but have tubes all round.

Having ridden ABS for years, I think my once finely honed braking finesse has suffered. Part of the problem was I was so squashed up that, unless sitting right back and upsetting the ride balance even more, my feet point down so that accurately modulating the rear brake was more than my Sidi clad ankles could do. Well, that’s my excuse. Were the seat a lot taller the knee angle would open up and go back and the feet would level off. And though I rarely stand, when you need to you must, but even with the risers fitted the stoop was not sustainable. Higher bars would need longer cables – a faff. And along with the stoop the suspension probably didn’t inspire confidence to stand up and attack (that and a very sore leg from a needless lowside).

Another ergo problem I’ve never had before was caused by fitting bigger pegs for better standing support. It reduces the peg to shifter space (below) which, with brick-like Sidi Adventures, makes up-shifting awkward. But it seems I’m not the first to notice this and adjustable shifters are available (below right). My oh my it’s amazing what you learn after a few full days on the trail!

As noted on previous AMH project bikes, stock suspension is commonly only adequate and technically dead simple to improve, compared to a motor. But I think I prefer the feel of a low-comp but injected air-cooled engine over a CRF, just like I preferred the CRF over the highly strung WR250R. The Serow has a mellow donkey feel which suits my slow/remote exploring prefs these days.

Serow 19hp and 140kg; TTR350 29hp and the same; KTM 390 170kg and 44hp.

Shaky front end apart, the Serow fulfilled its intended purpose: an easy bike to manage the unknown trails of the H.A.T. It started on the button, fuelled cleanly and never missed a beat, like all good Yams. In places on the H.A.T, last year’s 450MT would have too much to handle. But while it could be easily improved, the Serow’s still a bit small for me.

Quo Vadis
Quo what? A KTM 490 X or R perhaps? or I wonder if I should take another spin on a Himalayan 450, a bike I expected to like but didn’t. It’s certainly my size and has great range, but manages to clock in with nearly 50% more weight. Not much you can do about that and it does take it out of you over a day on the piste (improved suspension might ease the beating). I may try and rent one again. At least by this time the stock CEAT tyres ought to have been replaced.

A more stupid idea is adapting Honda’s air-cooled and injected GB350S (above left) into a travel bike. Everyone seems to love this 21-hp, Indian-built Honda ‘Bullet’. But I can guaran-damn-tee, I won’t be able to stand up on that without apehangers. And while supposedly as economical as the Serow, it weighs 178kg. I’ve never actually seen one; maybe it’s also too small for me.
That motor’s been around for years but when hiding behind retro styling you can get away with a low output. So not much chance of them spinning off a soft Adv, like Triumph have done with the more highly strung Scrambler 400XC (above right). The XC is also tubeless but is only 10kg lighter than a Him 450, won’t have anywhere near the economy or range and costs nearly double the GB. Both are tubeless. How lucky we are to have all these choices.

Quick Spin: 2025 KTM 390 Enduro R in Morocco

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For a bike with the world-weary A-word in its name, I wasn’t that impressed with the 390SW rental we tried in Morocco in early 2025 (left): a naked, low-barred road bike with tubed tyres. For unsupported trail touring it was the worst of all worlds.
Emerging from their their annus horribilis, for 2025 KTM have brought out a 390 Adventure X (below left) for just £5400, a higher and better sprung Adventure R for £6100, and an Enduro R trail bike for £5700 with the same R-level springs. Meanwhile the 2024 Adventures are currently being very heavily discounted from their formerly high prices and presumably, once they’re gone they’re gone.

MODEL	Adventure SW (2024)	Adventure (2024)	Adventure X (2025)	Adventure R (2025)	Enduro R (2025)
Weight	170kg	173	176	176	165
Tank	14.5 litres	14.5	14	14	9
Seat	855mm	855	825	870	890
Wheels	17/19	17/19 cast TL	17/19 cast TL	18/21	18/21
Suspension	170/177mm	170/177	200/200	230/230	230/230
Price UK	£5600	£5200	£5400	£6100	£5700

All data above copied from KTM UK and unverified. Both 2024 models are heavily discounted

Here we have Bob’s brand new 390 Enduro R with a 9-litre tank and a 890mm (35″) seat height. It’s supposedly only 5kg lighter than an Adv SW, but has more and better suspension travel, a basic display, all costs nearly the same.

Bob’s spanking Indian-made Enduro R arrived just in time for him to run it in, sling some throwovers onto an Indian-made rack and roll it into Simon’s van. A few days later it got rolled out near the start of my new High Atlas Traverse at the Tizi n Test pass. I was on my 250 Serow (830mm seat, 9.6L tank, 139kg wet) and Simon had his over-bored 350 TTR (890 seat, 14L tank, 145kg wet).

Bob is 6′ 4″ (1.93m) so the yard-high Enduro R didn’t really bother him. I realise it’s actually the same seat height as my old 300L from two bikes ago. A only 6′ 1″ no wonder it bugged me. He brought an 11-litre fuel bag which we needed a couple of times. I seem to recall he got up to mid-70s mpg (27kpl) which gavce a pretty good 250-km range a tad better than Simon’s carb’d TTR, but way behind my Serow which got well over 100mpg a couple of times. The KTM makes twice the power of the Serow.

I had a quick spin on revised Stage N of the TMT for as long as it took Bob to needlessly fall off my Serow on a switchback. Sadly, my bike had that tendency (more here soon) so with better suspension it’s no surprise I liked the KTM more than my Serow, but not as much as Simon’s custom-barrelled 350 TTR. The masses of extra power didn’t really come into it on the trail.

Good suspension rolled over rough stuff with no deflection or correction needed by the rider, the cable clutch was much nicer, and the bike quickshifts up and down from new (no unlocking required). I found this worked better on the dirt than on the road a few days later, but by then my ankle wasn’t pivoting like it should. For once I could stand up properly, and for a KTM the seat looked hard but felt pretty good and Bob never complained (I wore – and needed – Moto Skiveez most days on the Serow). A bit of air could have been lost from the tyres for a softer ride all round. I didn’t get into the KTM on the road so much. Everything felt typically KTM-hard and Bob was often shaking out his vibration-numbed hands, though I didn’t notice this on my brief spin at <100kph. A few more miles may have changed my opinion.

If it was me, I’d probably get the bargain-priced Adventure X at £5400; it’s lower, has a bigger tank plus a screen and tubeless cast wheels. Would I soon regret the unadjustable fork, basic emulsion shock and 19-inch front over the nimble Enduro R or full spec Adventure R? We may never know, but for £6100 the full-spec Adventure R is more bike for your money if doing more challenging dirt riding and weighs 20 kilos less than my 450MT, but lacks the charismatic engine. Apart from the inner tubes, for easy trails and roads, I’d say the X marks the spot.

Tested: Mosko Moto Alpine R60 Rackless review

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Everything in two, well positioned big bags

In a line
Mounted separately and semi-permanently to a light rack and without rear duffle – not as Mosko intended – but was exactly what I wanted.

Price and verified weights
Bags £476.
Right side 1350g; left 1530g; hardware 130g, Duffle 650g. Total: 3.7kg/8.1lbs
Gnoblin q/d mount (optional; £39) 182g.
As mounted (no duffle or Gnoblin): 2.5kg

Mounts low and forward, ideal shape for optimal load distribution
Well put together and clever design elements
Light: my adapted set-up just 2.5kg
Looks more than 22 litres per side
The outward flex of the CURV board (not used) limits pressure on sidepanels

With CURV board sits high on some bikes
If you want the q/d element make sure the CURV board suits your bike
OTT strap hard to cinch down with changing bag volumes

Alpine R60s supplied free by Mosko for testing and review

What they say
The Alpine 60L Rackless is Mosko Moto’s lightest weight dual sport and ADV luggage setup with the capacity for multi-day trips. Designed for riders who seek minimalist, lightweight luggage, it provides the three-bag organization and packing system of a traditional pannier setup (two side panniers and a rear duffle) in a lightweight, waterproof, abrasion-resistant ripstop nylon rackless bag. Featuring our super durable CURV® chassis, the universally-mounting A60 can be easily swapped between multiple bikes, and can be packed and checked for fly-to-ride adventures.

Alpine Style
For this autumn’s recce of the High Atlas Traverse I wanted to try something different. Though never a fan of the one-piece Giant Loop Coyotes and the like, I’ve been interested in separate throwover side-bags which can manage without a full racktangle™ (right). I also like the idea of tough drybags sleeved in a holster, as on Mosko’s Rackless 40 and 80, although these look a bit heavy and over-designed for my little Yam 250 on this trip.
‘You should make something in between the 40 and 80, and simpler‘, I suggested to Roel as Mosko EU.
‘Give it a month or two and I’ll have our new Alpine 60L to show you‘, he replied.

A week before wheels-up and Mosko’s Alpine R60 arrive in Woodland Green and Black. Two sidebags of 22 litres (but look bigger), plus a 15-litre top duffle which I didn’t plan to use. Each bag comes mounted on a bendy, two-piece U-shaped composite CURV® backplate which you bolt together with supplied hardware. That straps to the bike at the pillion pegs or rear downtube, to be tensioned from the tail rack, either with an optional and neat peg called a Gnoblin (below), or just a strap or two. Result: a quickly detachable 3-point fitting using the backplate to part-stabilise the load. Mosko are pitching the Alpine 60s at the harder-riding, ‘light-is-right’, crowd, but anyone who appreciates a minimalist, light throwover that’s easily removable will like the R60.

The clever thing about the composite CURV® plate to which each bag is semi-permanently buckled, is that the flexible board naturally bows outwards to resist pressing on the sides of the bike causing rubbing; a quasi-rack. A replaceable, full-length, 8-mil EVA foam pad is velcro’d to the plate. The bags come securely anchor-buckled to the plate which is velcro’d to the EVA pad. To avoid pipeburn use the Mosko heatshield, at only £22 it’s cheaper and neater than a C-channel off-cut and clips.
Set up this way, removing the whole rig is a 10-second job (discounting the duffle), while secure mounting in the morning might take as long as 30 seconds, so make sure to set the alarm. I’ll take q/d soft bags if they have a bombproof and foolproof attachment system which can be used daily without thinking too much. Otherwise, most nights in Morocco I leave partly loaded bags on the securely parked bike and bring what I need into the room.

My Serow Touring came stock with an old-school alloy tube tailrack and light-gauge steel side frames (left) which are way too far back as usual, but otherwise ideal for stabilising the low weights I typically carry in Morocco, lodging each night, as I do. Out of the box I could see issues fitting the Alpine 60s onto my racking, but could also see a solution.

Looking at the vid above. Either those bags are full to overflowing, or the stiffness of the flexible backplate means they sit high on that Kove, even without the duffle which might be hidden from view.
“The A60 is a rackless system” says our man Coleman at 0:52, but at that point you can see the Kove has been fitted with a CNC FishRacing integrated full rack system (right), or the 25-quid Ali-X knock-off. It’s much wider than my Serow set up which may explain why the bags sit so high. I’m not a fan of this current, easily cut (aka: cheap) CNC trend, when hand-formed and braised tubing uses less metal for half the weight (rant ends ;-).
As said the R60 baggage appears to sit high on the racked Kove, but it also does in the Mosko video (below), fitted to a Moroccan T7 rental with only a tail rack. I think it’s a seat-width thing. As we know modern pipes are huge.

There are some long-winded R60 video reviewers out there. MoskoPete is not one of them. Job done in 3:29.

Last year I tried to fit the Kriega OS-Base Universal harness (below left) for my 450MT but the one-piece grab handles/tail rack got in the way. I could have swapped in an aftermarket CNC tail rack (and lost the handy handles), or cut a hole in the harness for the alloy handle to pass through, before rebolting.
I liked the idea of being able to lash anything to the harness, not just Kriega’s OS bags, but again, their fitted bags seem to sit high, effectively resting on the side of the seat (below right) to limit swinging about in the rack-free void below. This is the weak spot of the rackless idea on monoshockers: the side panels become a necessary but over-high support point.
For me the ethos has long been as low and forward as possible – or ‘AL&FAP if you’re in a hurry. These set ups may save rack weight, but are higher and further back than ideal. With minimal loads it’s not critical, but it’s not great for CoG and bike control, especially weaving around off road, picking up or when getting out of shape.

This is where panniers should sit when not two-up.

I returned the Kriega harness and went with the usual tailpack-sat-on-a-tailpack, plus my novel and as yet unrecognised 3P idea, as well as small tankside bags on radiator crash bars (left). Baggage ends up all over the bike which is handy for daytime access and organisation, but a bit of a faff to bring it all in overnight (if necessary), plus a messy look.

Up at 3200 metres on the High Atlas Traverse

This time I wanted to try everything in one place. I could see the R60s might not sit well on my bike but I liked the bag shape more than the q/d feature. The R60’s ‘short sock’ shape potentially puts loads in the right place. Heavy or rarely used Items like tools and tubes can go it the bag’s ‘toe’; light stuff up top with all the rest in between.

I test mounted the unjoined Alpines with zip ties; holes pre-cut into the CURV-plate make this easy. After seeing that it could all fit very well, I removed the bags and sawed off the rear parts of the plate and EVA pad, making two separate panniers. I then taped and zip-tied the trimmed board and foam (below left) and re-attached each 1.25-kilo bag using the much shortened strap to the front of the pillion peg hanger and at three more points along the upper edge of the board with reusable TPU RovaFlex SoftTies (below right) which adorn just about all of my outdoor gear.

By chance, the bag’s lowest point also rested on the Serow’s unfolded pillion peg, additionally supporting heavy weights positioned in that area, reviving my unsung 3P idea mentioned above and effectively giving up to five contact points per side.

The 50-mil OTT-straps anchored themselves through a gap in my tail rack (left) to pull the bags close in against the rack. There was no need to run an additional strap around the whole bag and rack to hold it in, as Adv Spec suggest with their Magadans.
As it’s set up now, the seat can be removed as normal, the side panel can be accessed by undoing the pillion strap and lifting each bag. For insecure overnight parkings, I just fill a light 70-litre sack with what I need for the night.

All in all, the trimmed R60s could not have fitted better: secure, low, forward and as light as you’ll get for the volume and durability.
In Morocco a couple of tumbles didn’t affect the bags, though we didn’t have any pelting rain to test the waterproofing. On the road load volumes vary from day to day depending on what you’re wearing an so on. So the only complaint I have was that it was hard to cinch down the 50-mm male metal anchor buckle to pull the top down tightly. The strap was jammed too tight. It was more easily done on the upper part of the strap which is less intuitive for a good yank. Other than that, the OTT strap and two clips per side made things easily to access during the day. You soon learn to pack a day-access bag on one side so the other can be left till the evening. Everything in several pouches or bags shoved down inside easily, using all the space.
Once I get the Serow sorted, I’m looking forward to taking out the R60 for another run.

Yamaha Serow ready for the High Atlas Traverse

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Serow index page

It didn’t take much, but my 250 Serow Touring is ready to wheel into a van and head down to Morocco for a recce of the High Atlas Traverse (left).
The H.A.T is a new route I’ve cooked up to parallel our very popular, coast-to-coast Trans Morocco Trail. When the H.A.T map and tracklogs are up, they’ll be hosted on the same TMT website.

Following the Atlas watershed over the highest motorable peaks and passes for 900km, the H.A.T will probably become harder than the TMT. With elevations exceeding 12,000′, we’re not certain every planned track will be passable, but that’s why they call it a recce. Whatever happens, my lithe, low-saddled Serow ought to be ideal for the task, joined by Simon on his TTR 333 and Bob on a brand new KTM 390 Enduro R to add some Vit C to the photos.
I’ll be posting the odd photo on the TMT Insta page and maybe elswhere. If it all pans out, the route will be online to download for free by the New Year.

Quick spin: 2024 KTM 390 Adventure SW

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See also
KTM 890 Adventure R review

In a line:
Small orange road bike confusingly called ‘Adventure’

Quick stats:
• Power: 44hp
• Wet weight 169kg (our bikes: ~173kg)
• Seat: 855mm / 33.5″ (claimed)
• Tank: 14L (claimed)
• Verified consumption / range: 25–29kpl / 360-420km; (71-83mpg / 225-260 miles)

What they say
Gone are the days when going from A to B [missing word]. The 2024 KTM 390 ADVENTURE rewrites the rulebook on what the daily commute needs to be. Merging all-road versatility and proven reliability with real-world performance, not to mention adventure-ready spoked wheels, a proven 373 cc powerplant, and a class-leading chassis, the KTM 390 ADVENTURE not only seeks out new adventures – it leaves no path unexplored.
This motorcycle is designed and developed in Austria, and assembled in India.

What I think:

• Light
• Nice gear change (Quickshifter+)
• Great range from 25kpl up
• Adjustable WP APEX suspension
• A 390 Adventure X (right) came out in 2025

• Grabby front brake
• Tubed tyres
• Very pessimistic fuel warning (loads left)
• Small display figures illegible on the move
• Engine rougher than a 310GS
• Seat is hard – and wide at the front
• Bars way too low for sustained standing
• No USB port, but there is a 1980s-style 12-v cig plug
• Negligible wind protection for an ‘Adventure’ styled bike
• Not a look I warm too

Review
I’ve led a few tour groups riding KTM 390 Advs late 2024/early 2025 and tried one for a couple of hours on the open road. I didn’t expect to get on with it. On paper it never added up to any kind of bike that suits my riding, and coming off my CFMoto 450MT twin just enhanced that impression. My twin’s creamy, low-down torque which makes it so easy to ride is entirely absent from the KTM, as you’d expect. A 400 single can be torquey, but only a 410 Himalayan takes that route, losing out on higher speeds.
First impressions: the seat is hard and wide at the front, splaying the legs uncomfortably when still (and I’m 183cm). It is wide and spacious at the back where it needs to be, but after a short while the butt gets sore. Standing up an hour in for some posterior relief, I found the bars way too low: just wide bars clamped to a stock Duke chassis/headstock. A 50mm rise (more than the stock cables have to give) is a minimum needed. All the riders large and small complained about this.

It’s really a quick-shifting road bike and feels like a supermoto or a scrambler, but without a latter’s cool retro looks. While the 170-mm of WP APEX suspension travel is firm, adjustable and well damped (one good thing about all KTMs off the shelf), the stance is all wrong for off-roading, despite the wide bars. The same can be said for the six-year-old BMW 310GSs which these bikes replaced at the Marrakech rental agency, and we got used to those too. The returning group I was guiding rode 310s last time, and one rider was given a 60,000-km example when his unridden, zero-mileage 390 developed a front brake problem leaving the garage.

Part of the reason is the 390’s grabby front brake would need careful operation on the dirt, or just mean you have to take it easy. I didn’t feel inspired to try a 390 on the trails; it would be too tiresome managing the stock Conti TKC70 tyres, touchy brake and stance. Actually I did for a few hundred metres and thought something was bent. We did navigate some sandy and rough tracks in the Anti Atlas and everyone got through with a few fall overs. There, and on easier trails I did notice myself pulling ahead on my 450MT. I suspect the group couldn’t relax and flow on the stock tyred 390s like I could on my grunty CFMoto, even with a 25-kilo penalty. Most in the group who’d been before recall preferring the 310GS.

For me my 450MT trounces a 390 road or dirt, despite the 25-kg penalty and poorer economy. Pic: Keith Betton

There’s leaning ABS and traction control, though I didn’t sense activating either; maybe they worked seamlessly as I suspect they on on my MT. I always leave ABS on and the TC helps keep the rear tyre in line leaving loose bends with barely any annoying intervention. A 390 hasn’t go the controllable, low-down grunt to do that, and anyway ‘Off Road’ mode disables the TC a bit. But some riders found using Off Road stopped the ABS stalling the engine – if that’s possible. Road or trail, good luck trying to see how well the cornering ABS works.
It’s hard to see any benefit of this ‘Adventure’ 390 SW over a road bike. I don’t even know what ‘Adventure’ signifies any more, but for travelling I’d happily take the extra 2 kilos of the cheaper, tubeless, cast wheel version, even if the good suspension might inspire some to hammer the wheels harder. That apart, both these 2024 models seem identical, but Triumph’s Scrambler X looks like much more fun to own, once you raise suspension to KTM levels.

With some amazement, we all decided KTM’s Quickshifter+ was fitted and working, though annoyingly I kept using the clutch out of habit. I know that on bigger KTMs quickshifting (and other added features) cut off 1000km from new after which you to have to pay to unlock it. Presumably Quickshifter+ is supplied free and permanently on these Moroccan-sourced 390s as it’s hard to see the rental place paying extra for it. Anyway, clutchless changing helps keep the engine in the sweet spot and when standing off-road, makes up for the awkward stance. I wish my CFMoto changed gears like that.

My eyes aren’t great but the tiny text on white screen is impossible to read on the move. It’s not great on my 450MT either, but white text on a black b/g works better. You wonder why they bother with the waist high screen which merely funnels the wind blast into your face at adjustable angles.

You can get used to anything, including the Chinese 125 mules every local tools about on in southern Morocco. But if you like exploring gravel tracks there are better small travel bikes out there – and more on the way, including KTM’s 2025 390 Adventure R (left) you’ll have read about and priced at just £5700.
About time they did that; hopefully Triumph will follow now they’re back into MX. That’s what any bike calling itself an ‘Adventure’ should have been all along, instead of just lamely pandering to the buzzword de jour. I recall I didn’t take to the 890R first time but then I did. If I ended up riding a 390SW again, I might come round to it, but I doubt it. These 390 SWs are just not suited to the sorts of tours I like to run in Morocco.

Adventure Motorcycling Handbook

The Website of the Book