Source: MotorcyclistOnline.com
Our list of accessible and capable dual sport bikes might not be loaded with the latest features, but they bring off-road chops with street-legal versatility and can even double as commuters. (Honda/)The popularity of dual sport bikes in the last few years means the class has exploded with options. We’ve already covered the best-of-the-best hardcore performers in our last list, so here we’ll cover the more popular (and reasonably priced) models out there that don’t require taking out a second mortgage, but are also not the absolute bottom-of-the-barrel cheapies either. They’re great for fire roads and trails as well as the occasional streetwise commute, and our middle of the road list includes long-running faves like the DR650 and KLR650. We list price, weight, and suspension travel, as those are key specs. If you think we missed one, give us a holler in the comments below. Looking for even more affordable options in the dual sport category? Check out our Top 5 Best Cheap Dual Sport Motorcycles 2023 article.Related: Top 5 Best Cheap Dual Sport Motorcycles 2023Honda’s CRF300L brings an enviable combination of reliability, versatility and great on and off road manners, capped by an appealing pricetag. (Honda/)2024 Honda CRF300L | 306 lb. (wet) | 10.2 in. front/rear travel | $5,449 (non-ABS)Honda’s bestselling dual sport is just that for a reason; it’s well-priced but not cheap, and it’s user-friendly, dependable and versatile. Credit goes to a smooth-running 286cc single-cylinder engine with a six-speed gearbox, 18-inch rear and 21-inch front spoked wheels, hydraulic brakes, a long-travel 43mm inverted Showa fork and Pro-Link rear suspension, excellent ground clearance, and a comfortable cockpit. It’s a solid option for newbies just getting their feet wet, yet still capable enough for those who want to push harder off-road. A balanced chassis, light handling, and a supple suspension make for a supremely competent and comfortable ride, even with a seat that’s 34.7 inches off terra firma (though the LS brings a shorter option).Once a dual sport pioneer, the heavy but still-versatile KLR650 is likely better considered as an adventure bike these days. (Kawasaki/)2024 Kawasaki KLR650 | 456 lb. (non-ABS) | 7.9 in. front / 8.0 in. rear travel | $6,899 / $7,199 (ABS)Although it started life as a true dual sport, the latest-gen KLR stretches the limits of that definition, with its large fuel tank, creature comforts, and a 450-plus-pound wet weight. The KLR650 got major updates in 2022, and now offers 7.9 inches of front suspension travel; the last time we checked the liquid-cooled DOHC four-stroke 652cc single sent 36.9 hp and 35.4 lb.-ft. of torque to its 17-inch rear wheel. The KLR650 is available with or without ABS, and shorter riders will be stoked to know there’s also an S version, with the same engine and frame, but with a modified suspension and a lower seat. Our ride on one of the latest KLRs revealed it’s a still-reliable option that does surprisingly well in off-road environments, though it’s probably best to think of it as an adventure bike.Like the Honda above, the KLX300 brings a similar Goldilocks appeal, with its combo of light weight, capable suspension, and off-on road versatility. (Kawasaki/)2024 Kawasaki KLX300 | 302 lb. (wet) | 10.0 in. front / 9.1 in. rear travel | $6,199Similar to the Honda CRF300L, Kawasaki’s KLX300 is a great all-around dual sport whether you’re price conscious or not. The Kawi is a bit lighter and more nimble in the dirt, and its 292cc liquid-cooled single is more than adequately equipped to handle general road riding as well. The 43mm inverted fork offers adjustable compression damping and 10 inches of travel, while a 21-inch front and 18-inch wheel setup, stout disc brakes front and rear, and a weight of a tick over 300 pounds give it the chops for some gnarly off-road duty too. That’s all backed by a six-speed transmission, DFI, and a 2.1-gallon fuel tank, so street rides are definitely part of its natural environment. The 35.2-inch seat height might give some riders pause, however.Tough as a hammer and about as complex as one, the globally popular DR650 has been knocking around in its current iteration for over 25 years. (Suzuki/)2025 Suzuki DR650S | 366 lb. (wet) | 10.2 in. front/rear travel | $7,199Stone-simple, easy to work on, and middle-of-the-road by most modern performance measures, the somewhat affordable DR650 is nonetheless another example of a beloved “timeless” dual sport and a bestselling model for Suzuki in many markets around the world. Fans of the Bush Pig have called it the “best all-around dual sport” due to its 21/17 wheel combo, generous ground clearance, buckets of tractable low-end torque, and its capability on the street as well as on gnarly trails. It’s easy to work on, yet still kinda heavy, low-tech, and—considering the spec sheet—somewhat pricey for a carbureted air-cooled bike. Today, the big-bore workhorse thumper can be had in either 2024 or 2025 iterations, with no changes between the two save for the MSRP: $7,199 for 2025; $7,099 for 2024.Related: 2025 Suzuki DR650 PreviewMuch like its DR650 stablemate, the lighter DR-Z is tough as nails, but actually has more robust suspension components. (Suzuki/)2024 Suzuki DR-Z400S | 317 lb. (wet) | 11.3 in. front /11.6 in. rear travel | $7,199Another Suzuki that’s built like an anvil, the smaller and lighter 2024 DR-Z400S is the latest (unchanged) version of Hamamatsu’s dependable and versatile dual-purpose ripper. Although it’s liquid-cooled, you’ll still deal with a carburetor, but the wide spread of power and torque coming from the 398cc powerplant coupled with the bump-eating, long-travel suspension make off-road forays no-stress affairs. The 21- and 18-inch aluminum Excel rims laced with steel spokes are also set up to accept rim locks if you want to move to more serious rubber, and you do get a more robust suspension arrangement, with full adjustability, on the DR-Z400, but it’s not any cheaper than its DR650 stablemate; for 2024, MSRP is $7,199. A budget pick this is not.Yamaha’s XT250 is an affordable and versatile all-around dual sport bike. (Yamaha/)2024 Yamaha XT250 | 291 lb. (wet) | 8.9 in. front / 7.1 in. rear travel | $5,399 |With a relatively light weight, low seat, and approachable price tag it’s easy to see the Yamaha XT250′s appeal, even if the somewhat mellow power output from the 249cc air-cooled fuel-injected single might not be everybody’s cup of tea. The vanilla suspension is tuned for comfort, not for floating over rock gardens, but when you factor in a 21/18 wheel combo, some 11 inches of ground clearance and a crazy-low (for a dual sport) 32.7-inch seat and 2.5-gallon tank, you can understand why the XT is nicely equipped for both occasional fire roads and regular commuter duty. Yamaha’s affordable yet surprisingly capable dual sport manages to occupy both the middle of the road as well as the budget category, and that’s no bad thing.Related: 2023 Yamaha XT250 First Look PreviewMore a versatile and rugged playbike than anything, the long-running T-Dub will still generate a smile from any rider. (Yamaha/)2024 Yamaha TW200 | 278 lb. (wet) | 6.3 in. front / 5.9 in. rear travel | $4,999Interested in going off-road, but not far off the ground…and at a slow pace? Here’s your best bet, backed by more than 30 years of production. The 196cc air-cooled single, absurdly low 31.1-inch seat and ‘80s retro styling should make it clear the ol’ Trail Way isn’t meant for hardcore expeditions, but for short stints on a fire road, or around camp, or down to the corner store. It’s underpowered for the street (and definitely highways), can’t handle whoops, and is pricey for what you get, but you’d be hard-pressed to find anyone who’s ridden one not dismount with a smile on their face. The 18-inch front and 14-inch balloon rear tires, wide saddle, reliable (if short travel) suspension, and so-so braking make for a platform that’s still a whole lot of fun.Related: 2023 Yamaha TW200 Review
