This is going to be a very interesting year in the dual-sport world. Many of  the products for 2025 were late in arriving. In fact, several manufacturers that planned to announce 2025 models have pushed delivery back, and many will be early 2026 models. This is a list of dual-sport bikes that are fully homologated and street legal. All are legit, although some will arrive later than planned. Scroll down for electric models, which for the first time, comprise a significant part of the market. Prices shown reflect manufacturer’s suggested retail prices and do not include destination, set-up, tax or dealer mark up.

01

GASGAS ES700: TBA

This is the most powerful bike to ever carry the GasGas name. The 692.7cc single-overhead-cam engine is, in fact, one of the most powerful single-cylinder motors ever built. The ES700 has a ride-by-wire EFI system with a six-speed gearbox. A trellis frame is mated to a polyamide airbox. The ES700 shown here is a 2024 model, and an updated version is said to be announced soon. It is unclear if it will be called a 2025 model or a 2026.

HUSQVARNA 701 ENDURO: TBA

The Husky 701 Enduro is halfway between adventure bike and dual-sport. It is said to weigh 322 pounds without fuel, but it produces 74 horsepower, which is more than many twin-cylinder ADV bikes. It has a very offbeat layout, with the fuel tank mounted under the seat. The 701 has a map switch that allows two modes as well as traction control. The 2024 model is shown here with a new version to be announced mid-year.

KTM 690 ENDURO R: TBA

There’s a whole family of bikes in the Pierer Mobility line related to the 690 Enduro R. It originally was an offspring of the 690 Duke street bike, and then it spawned the GasGas ES700 and the Husqvarna 701 Enduro. Like all those bikes, the motor is the star of the show, with 74 horsepower and 55 pound-feet of torque. KTM has teased us that a new version is to arrive mid-season.

HONDA XR650L: $6999

This machine is an icon in the dual-sport world. It hasn’t seen any mechanical advancement since it was introduced in 1992, and even then it borrowed technology from the XR600 of 10 years earlier. But, it still has excellent suspension, a reliable motor and electric start. The XR650L remains an air-cooled five-speeder that uses a CV carburetor. It’s said to weigh 346 pounds, yet comes equipped with good components and is still made in Japan rather than any of Honda’s partners in Southeast Asia.

SUZUKI DR650S: $7199

To this day, the Suzuki DR650S enjoys cult-bike status in many parts of the world. It’s a basic dual-sport machine with an air-cooled motor fed by a 40mm Mikuni carb. The 644cc, SOHC four-valver has electric start and an oil cooler. The wheels are shod with a 21-inch DOT front tire and a 17-incher in back. It holds 3.4 gallons of fuel and has an old-school, spread-out riding position.

Husqvarna’s dual-sport bikes are similar to KTM’s, but one of the key differences is in the rear suspension department. The Husky 501 uses linkage to compress its WP shock rather than the PDS system. Changes in the bodywork, subframe and components also serve to differentiate the Husky from its brother in orange. After a big makeover in 2024, there are very few mechanical changes this year. The Husqvarna still uses a coil-spring version of the WP Xact fork.

HUSQVARNA FE501S HERITAGE EDITION: $13,499

Most of the 2025 Husqvarna motorcycles are available in a “Heritage Edition.” This is a cosmetic treatment based around a blue color scheme. The tank shroud have been updated to the one-piece design, but there are no other physical changes. Husqvarna used the blue look on some of its 125s and 175s in the ’70s. If that’s your period, this is your bike.

BETA RS: TBA

A delay in production means that the next batch of Beta dual-sport bikes to arrive in the U.S. will be designated 2026 models. Beta will continue with its tradition of offering four different dual-sport models that look virtually identical. There will be a 500RS, 430RS, 390RS, and 350RS that all use the same chassis and bodywork. Likewise, the motors are almost identical, varying only in bore, stroke and compression ratio. There will be numerous updates on all of them for 2025, although they will be late arrivals. The 2024 RS500 is shown here.

GASGAS ES500: $12,499

As a card-carrying member of the Pierer family, GasGas gets its own dual-sport 500. It has the same motor and frame as the Husky FE501S, with linkage suspension in the rear and a WP Xact coil-spring fork in front. The GasGas has a number of different bits and pieces, including a cast triple clamp, Braktec brakes, a Braktec clutch master cylinder and its own bodywork. It doesn’t have access to traction control or multiple maps unless you purchase a map switch separately.

KTM 500EXC-F: $13,099

After a big change in 2024, the standard version of the 500EXC-F is mostly unchanged this year. The mother corporation in Austria only offers no-link PDS rear suspension on KTM models, not GasGas and not Husky. In front, all three use the coil-spring version of the WP Xact fork. The EXC also comes with Brembo brakes, a Brembo hydraulic clutch and a map switch. The motor remains a SOHC four-valver that shares its basic architecture with KTM’s 450SX-F motocross bike.

KTM 500EXC-F CHAMPION EDITION: $13,599

This year KTM has extended its Factory Edition treatment to its dual-sport bikes. The KTM 500EXC-F Champion Edition gets many of the upgrades that we have seen on the motocross side of town. It has Red Bull graphics, an orange frame, a radiator fan, a front axle handle, a semi-floating front brake rotor and a number of other cosmetic treats. Under it all is the same motor and chassis as the standard 500EXC-F.

KTM 500EXC-F SIX DAYS: $14,349

Every year KTM releases an early edition of the 500EXC-F to commemorate the ISDE. The 2024 running of the event was recently held in Spain, and most of the factory-supported KTMs there had this look. It includes special Six Days graphics, a glossy orange frame, a special seat, orange triple clamps, a front axle handle, a semi-floating front brake rotor, a solid rear brake rotor, a skid plate and a radiator fan.

HONDA CRF450RL: $10,099

Honda’s dual-sport 450 was a game changer when it was introduced in 2019, proving that Japan could produce a serious street-legal off-road bike. But, it hasn’t changed since then, while European bikes have made serious progress in this field. The good news is that the Honda is actually less expensive than it was in 2019. It still has excellent suspension, a responsive motor and a reliable six-speed gearbox.

SUZUKI DR-Z4S: $8999

This is the biggest surprise of 2025. Suzuki’s DR-Z-4S replaces the 25-year-old DR-Z400. It is fuel-injected, has four levels of traction control and switchable anti-lock braking. Within the new chassis, you can see hints of the original DR-Z400 motor, but it now has dual spark plugs and a Ride-by-Wire throttle system. The DR-Z4S is said to have gained some weight over the old 400, but has more modern electronics and suspension.

KTM 390 ENDURO R: $5499

KTM isn’t dumb. They have heard all the complaints about their products out-pricing the average rider. The 390 Enduro R is the response. It’s an inexpensive dual-sport bike aimed at the buyers who might consider a Honda CRF300L or a Kawasaki KLX300. The concept was developed in Austria, while the design and final product development was done in India by Bajaj.

GASGAS ES350: $12,099

This is only the second year that GasGas has been in the dual-sport business. The ES350 is similar to the KTM and Husqvarna 350 dual-sports, and the basic platform isn’t that far removed from the full-blown off-road race bikes out of Austria. Unlike the KTM 350EXC-F, the GasGas uses linkage rear suspension. The front suspension is handled by the coil spring version of the WP XPLOR fork. The GasGas uses Braktec components for the brakes and clutch.

Husqvarna’s FE350s is just a little more expensive than the KTM or GasGas dual-sport bikes despite using the same motor. It actually blends some of the components of those two bikes. The Husky has linkage rear suspension like the GasGas and Brembo hydraulics like the KTM. It has bodywork all its own as well, and a proprietary subframe and airbox. The Husqvarna has a map switch that offers access to different power characteristics.

KTM 350EXC-F: $12,649

The 350EXC-F is KTM’s featherweight entry in the dual-sport world. The suspension is WP’s coil-spring Xact fork up front and the link-less WP XPLOR PDS rear shock in back. It uses Brembo brakes, Galfer Wave rotors, CNC-machined hubs, Giant rims and Continental TKC80 tires. This model is basically unchanged from last year when it got a big makeover that included a chassis that was influenced by the Red Bull KTM pro motocross team.

KTM 350EXC-F CHAMPION EDITION: $13,149

KTM loves to offer limited runs of special-edition motorcycles. This year the 350EXC-F has a Champion Edition that offers a look straight from the factory motocross team. It has Red Bull graphics, an orange frame, a radiator fan, a front-axle handle, a semi-floating front brake rotor and a number of other cosmetic items that, if purchased separately, would out-price the $500 increase in MSRP. In performance, it’s virtually the same as the standard 350EXC-F.

SWM RS300R: $6999

SWM is an Italian company that took over the Husqvarna factory when that company moved to Austria. The RS300R is actually based on the Husqvarna race bikes that came out of the Italian factory prior to 2013. Now, it’s a 50-state-legal dual-sport bike with a very attractive price. It has Mikuni/GET fuel injection, twin mufflers and KYB suspension. We expect an updated version of this bike and perhaps a 500cc version mid-season, although the 2024 model is shown here.

HONDA CRF300L: $5449

The Honda CRF300L is wildly popular because it sells for half the cost of a KTM or Husqvarna dual-sport bike. To be fair, it isn’t capable of hard-core off-road riding like more expensive bikes, and the assembly is performed at Honda’s plant in Thailand. But, the Honda is reliable and capable of light off-road adventures. The 286cc motor has double overhead cams and a six-speed gearbox. There is an ABS model for $5749. The 2024 model is shown here.

HONDA CRF300LS: $5749

The S model of Honda’s CRF300L means it’s a little shorter in height than the standard version. Honda trimmed off about an inch of suspension travel at both ends and made a few other changes to bring the seat height down 2 full inches to 32.7 inches. The suspension travel now measures 9.3 inches in the front and 9.0 inches in the rear. It also lost a little ground clearance, which is now 9.6 inches versus 11.2 inches on the standard version. The 2024 model is shown here.

KAWASAKI KLX300: $5449

The KLX300 is a trend-breaker. It actually has a lower MSRP than it did last year—by over $700! The Kawasaki KLX300 was also the winner of Dirt Bike Magazine’s 300 dual-sport comparison test in 2023. The suspension is adjustable via a 43mm cartridge fork with a 10.0-inch-travel front-suspension and a 9.1-inch Uni-Trak rear-suspension setup. The 292cc engine is liquid-cooled, fuel-injected, has a six-speed gearbox and electric start.

YAMAHA XT250: $5399

Yamaha believes there’s still a place for an air-cooled, 250cc dual-sport machine. The XT250’s biggest selling point is old-school simplicity. It has fuel injection and electric start, but in most other ways it’s a bike that uses technology from the previous century. It has a five-speed gearbox and a single-overhead-cam, two-valve motor. The Yamaha also has a lower price than it did in 2023 and gets 76 mpg.

YAMAHA TW200: $4999

This bike has become a fat-tired classic in the dual-sport world. Yamaha’s TW200 is still powered by an air-cooled, two-valve, 196cc carbureted engine. It features electric-start and a five-speed gearbox. With a 31.1-inch seat height, it’s one of the lowest and lightest bikes that is eligible for a license plate. The small-diameter 130/80-18 front and 180/80-14 rear tires are part of its appeal to entry-level riders.

HONDA XR150L: $3099

The Honda XR150L is special. It’s a legitimate dual-sport bike that’s approved by every government agency that has a say in the matter, and it sells for one fourth the price of a Husky dual-sport bike. It has an air-cooled, two-valve motor with a real-live carburetor. The rear wheel has a drum brake, and the suspension is non-adjustable. It does have electric start, a six-speed gearbox and a hydraulic front disc brake. o

CAN-AM ORIGIN: $14,499

In 2019, Bombardier Recreational Products (BRP), the parent company of Can-Am, bought some assets from Alta Motors. These assets included intellectual property and patents. The result is the Origin, a bike that references the Can-Am off-road bikes of the mid-’70s. It is heavily street-oriented, but is said to have 47 horsepower and up to 90 miles of range.

STARK VARG EX (ELECTRIC): $12,900

Stark has taken its electrically powered platform to the dual-sport world. The EX is now street-legal in all 50 states. It has increased battery capacity (7.2 kWh), an off-road-specific frame and off-road settings for the KYB suspension. You can set the motor to produce up to 60 horsepower, and a $1000 option pushes the limit to 80 horsepower. Range can be up to six hours and charging time is two hours.

ZERO FX (ELECTRIC): $12,495

Zero has been in the electric motorcycle business longer than anyone, and the FX dual-sport model has been in the line-up since 2013. It has 7.2 kWh of battery capacity, produces 78 pound-feet of torque, has a top speed of 85 mph and can be charged in 1.3 hours. The FX leans towards the pavement side of the spectrum, but is very capable of casual off-road outings. The 2024 model is shown here.

KTM FREERIDE E (ELECTRIC): TBA

KTM has has the Freeride E in its model line up for over 10 years with very little change. The next version we see will be completely different. KTM will be making the electric drive train in-house and the bike will be street-legal in the U.S. At this point, the arrival date is unclear and we don’t know if it will officially be a 2025 model or a 2026 model.

HUSQVARNA E-DUAL-SPORT (ELECTRIC): TBA

Husqvarna will be going electric very soon with its own version of the KTM Freeride E. It will be aimed at exploring and trail riding rather than racing, much like the Freeride of past years, but it has already passed homologation for street-legal status. At this point, much is unsettled, including the name. Husqvarna called the preproduction version the “Pioneer” but Honda reports that name is taken. We also don’t know if it will be a 2025 or 2026 model.

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Traditionally, there’s no middle ground in the world of dual-sport bikes. It’s a realm occupied either by half-liter heavyweights or by bumper-rack campground transportation. So, why has the Husqvarna FE350s become a dual-sport mainstay? Simple, it’s not really a dual-sport bike. Yes, it’s fully street-legal and passes all the mandatory equipment tests, but that’s just a front. No one ever purchased an FE350s for its street capabilities. It’s a pure-blooded dirt bike to the core. As long as you know that going in, you’ll be fine. For 2024, the FE350s has undergone its first major remake in years. It has a redesigned frame, a reconfigured motor and new bodywork. The suspension is new and much more closely related to the FC350 motocross bike. The new FE350s has more racing in its blood than ever before.

In 2022, Husqvarna put the wheels in motion for a complete makeover of every model in its lineup. That started with the 2022 Rockstar Editions, and now with the 2024 FE350s, it’s complete. The 350 actually got a more extensive list of new parts than most of the others, starting with a more compact motor. The bore and stroke are unchanged, but the compression ratio is slightly lower. Every gear in the 6-speed gearbox is different, as well as the primary and final ratios. The overall gear ratios are still similar to those of the previous model; although, if you’re super sensitive, you might notice that the gap from second to third is tighter and sixth is slightly lower. The clutch is new, too, but it’s still the DDS design with a Belleville spring and hydraulic actuation. Those hydraulics are still made by Braktec.

The frame makeover is virtually identical to what the motocross bikes got last year. Unlike KTM’s dual-sport bikes, which use PDS no-link suspension, the Husky uses a linkage-driven design that is, again, just like the motocross bikes. There are also changes to engine position and frame rigidity that follow the course set by Husky’s motocross bikes. Even the fork comes from the motocross world. The Xplor fork is no more for this model and is replaced by a new version of the WP Xact fork. In this incarnation, the Xact fork has two coil springs; the constant attention required by the air forks used for MX was deemed inappropriate for a dual-sport application.

There are, of course, major differences in setup between the MX and dual-sport models. The FE350s’s suspension and power delivery are much softer. In both cases, that’s appropriate given the FE’s role as an off-road bike rather than a racer. In the motor department, Husqvarna also had to jump through formidable hoops to get through the various tests for emissions and noise. There’s a reed valve in the intake boot, and the exhaust system is very restrictive. The mapping is very lean, and there is no map switch on the handlebar. The approved map is what it is. Even the tires were chosen with sound level in mind. The Continental TKC80s have very little rolling noise.

LET’S RIDE

To confess, we didn’t ride this bike with the stock tires. We had plenty of experience with the Contis on the KTM 500EXC tested in this issue. They truly are 50/50 street versus dirt, and we did most of our testing in the dirt. We installed full knobbies with rim locks, and we were delighted that we could go anywhere and do anything that the most serious dirt bikes could do.

The most striking aspect of the Husky 350 is how light it feels. On our scale, it’s 248 pounds without fuel. It actually gained 3 pounds since last year, but you would never know it. The 350 handles like a Husky TE150. You can toss it around and generally manhandle it at any speed. This goes to further prove what we have said again and again about horsepower being the sworn enemy of handling. Half the reason the FE350s handles so well is because it makes unremarkable peak power. It handles like a 150 because it makes only a little more power than a 150. To be fair, the 350 is much less demanding to ride. It carries its peak power forever—from about 6,000 rpm to 11,000 rpm. A small-bore two-stroke hits its peak and immediately signs off. That’s what makes the 350 so good as an off-road bike. It’s preposterously easy to ride. The power is always there when you need it. Less displacement means less engine braking, too, so the FE350s is less jerky than the big bikes.

Like any certified dual-sport bike, the mapping is lean and the exhaust note is ultra-quiet. Husqvarna did a good job of making it work within the required parameters, but it’s delicately balanced. The bike takes a long time to warm up and can, on occasion, flame out. The smaller-displacement motor makes this much less of an issue than it is with a 500, but you still have to be mindful of using too much throttle too suddenly.

Also, like any other dual-sport bike, it’s difficult to go searching for more power. Changes to the airbox or exhaust will throw that delicate fuel mapping out of whack. Flame-outs, stalls and hesitations will become the norm. There are several ways to address this, but all will make the bike a closed-course competition bike in the eyes of the government. JD Jetting has the easiest and most affordable solution with its piggyback fuel-injection tuners. They sell for about $250 and allow you to make changes to the mixture. Coober, Athena/GET and Vortex all have more sophisticated systems that allow changes to the mixture and ignition mapping, mostly in the $800 range. The guys at Slavens Racing, Twisted Development and Taco Moto all have some expertise in this matter, and will be happy to offer advice.

FRAMED AGAIN

Husqvarna has a philosophy of offering one frame with very few alterations for virtually all its dirt bikes. This generation of the FE350s frame, as we mentioned, was first seen on the 2022 Rockstar Edition. It was considered to be a little stiff, even by motocross standards, so the 2024 Rockstar Edition has a new-generation frame already—one that’s a little less rigid in certain planes of motion.

The 2024 Husqvarna dual-sport and off-road bikes have just gotten on the same page as the 2022 Rockstar Edition, so it’s unlikely that they will change any time soon. That’s okay. The issues that the motocross guys faced are completely different from those experienced by dual-sport riders. The suspension for the FE350s is so much softer that frame flex plays a far lesser role. Having said that, the FE’s suspension is stiffer than it was last year. The rear shock went up from a 42 N/mm spring rate to 45. In front, the springs are unchanged, but the fork is now a closed-cartridge system with much more precise valving. It rides higher in its travel and has less dive. Overall, the new suspension setup repositions the bike as a more serious off-road machine. The fact that it has linkage instead of PDS like KTM’s dual-sport bikes gives it even more of a MX-like disposition. PDS guys will continue to be steadfast in their resolve that the linkage-less design is better for tight terrain and has a big advantage in ground clearance. All true, but the Husky’s design feels more conventional and stable at speed. It’s a debate that will go on forever in off-road circles.

When you sum it all up, there’s no doubt that the 2024 Husky FE350s is more dirt-oriented than ever. Beyond that, it’s aimed at more aggressive, more hard-core riders this year. That’s fine with us. This is a bike that sells for $12,599. It would be senseless to spend that kind of money to ride around the neighborhood or campground. The FE350s is a state-of-the-art dirt bike. The fact that it can have a license plate is just a bonus.

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FROM THE PAGES OF DIRT BIKE MAGAZINE. PRINT TO VIDEO! The whole idea of the dual-sport bike is a fairly recent invention. Back in the dimly lit past, all motorcycles had to deal with street and dirt. Most of America wasn’t even paved. Eventually, bikes got more specialized, making the concept of a bike that wasn’t specialized fairly novel. We won’t try to track down the inventor of the dual-sport bike as we know it today, but there are some relevant highlights on the road to where we are now.

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The dragons have been slain. Going forward, the biggest issues for dual-sport bikes have nothing to do with weight, suspension, power or any kind of performance. Today’s street-legal dirt bikes aren’t all that different from full-blooded cross-country bikes. What’s left? Price! Who would have guessed that we would ever have to pay $12,000 for a dual-sport bike?

That’s what makes the Honda XR150L special. It’s a legitimate dual-sport bike that’s approved by every government agency that has a say in the matter, and it sells for $3099. You could have four of them for the price of one Husky dual-sport.

TURNING BACK THE CLOCK

There are motorcycles that cost less than the XR150L, and some of them have all the equipment to look street-legal. Most are fake. In order to be legitimate on the street, a bike must be approved by the U.S. Environmental Protection Agency and the Department of Transportation. Some states will issue a license tag for virtually anything, but they leave it to local law enforcement to sort out legitimacy. Very few of the imports from mainland Asia have actually gone through the expensive and time-consuming certification process required by the U.S. federal government. The Honda XR150L has, and somehow it’s still less expensive than most of the purchase-online counterfeit dual-sports.

It’s easy to see where Honda shaved production costs. The little XR uses technology from 30 years ago. It has an air-cooled, two-valve motor with a real-live carburetor. Don’t ask us how that slipped by. The rear wheel has a drum brake, and the suspension is non-adjustable. It does have electric start, a six-speed gearbox and a hydraulic front disc brake. If you want to jump in a time machine, you can go back to 1995 and pay $3149 for a Suzuki DR125ES with most of the same features.

The most important factor in the Honda’s price tag is the place of manufacture. It’s assembled 1000 miles south of El Paso at Honda of Mexico. So are a number of Honda’s small-displacement street bikes and several automobiles. It’s still a Honda with all the same checks and balances as anything made in Japan.

WHEELS AND GEARS

No one expects to get a premium dual-sport bike for $3000. Not these days. So, you have to adjust your expectations. The XR150L is cheap transportation that happens to be capable of off-road excursions. The XR has performance that’s similar to a Yamaha TT-R125, but with considerably more weight. It comes in around 270 pounds without fuel, whereas most small-bore four-stroke trail bikes are about 200 pounds. You have to plan all your off-road adventures with that in mind. Hard-core trail riding and racing are off the table.

If you accept those limitations going in, the XR performs extremely well. The motor is a little gem. It fires up instantly with the touch of the button and doesn’t need nearly as much warm-up time as most small-displacement four-strokes. We didn’t know that carburetors were capable of this. The motor runs without missing a beat to about 9000 rpm and produces around 12 horsepower. If you’ve been around for a few years, you remember bikes like the Honda XL175, which had similar numbers in the mid-’70s. Compared to bikes of that era, the XR150L is capable of miracles. It tops out at 70 mph, so it can keep up with highway traffic. And, it’s a six-speed, so it has gearing that allows trail riding as long as the hills aren’t too steep and the ground isn’t too soft. Plus, the bike is truly comfortable. The seat height is an honest 32 inches, even with a thick, cushy seat.

DOS AND DON’TS

Here’s what you can do with an XR150L:

—You can commute to work or school.

—You can go on leisurely trail rides as long as you trade the stock tires for rubber with real knobbies.

—You can put it on the bumper of your motorhome for transportation around the campsite.

—You can go over 70 miles on a gallon of gas.

—You can get away with very little maintenance. Nothing will break, but you might have to charge the battery and oil the chain.

—You use it for transportation in the pits at the track.

—You can sell it for almost as much as you paid in two or three years.

Here’s what you shouldn’t do with the XR:

—Don’t try to keep up with full-time off-road bikes. The weight and ground clearance are the two biggest limitations, followed by suspension and—oh, yeah—horsepower.

—Don’t go hill-climbing. The stock tires are too street-oriented, and the stock gearing is too tall. On the flip side, the clutch can deal with surprising abuse and doesn’t fade.

—Don’t jump anything. Again, the bike will put up with abuse, but make no mistake, jumping more than a few feet on the XR is abuse.

ALONG FOR THE RIDE

We love the XR. It gets thrown into the truck for almost every race and photo shoot. Clearly, you have to measure the XR150L with a different standard. Back in 1973, the editors of Dirt Bike pictured a Honda XL175 in a pigpen and made it the brunt of jokes. Today, we would love to have an XL175 back, especially if it sold for the same price it did back then. The XR150L isn’t that cheap, but, adjusted for inflation, it’s close. And, in 2024, that’s what we need more than longer suspension travel and more horsepower.

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Beta is sneaky. This isn’t a company that generates a lot of hype and grand expectations. Austrian and Japanese corporations make all the headlines and win high-profile races, while Beta engineers work quietly in Italy, matching their rivals move by move. The Beta 500RS is an example of what a small group of determined enthusiasts can do in a world dominated by giants. The 500RS is a legitimate and legal dual-sport bike that meets every government certification and is license-able in all 50 states. That, alone, is an amazing feat of giant slaying. Beyond that, it has capabilities that outgun fully dedicated dirt bikes in many areas.

THE MAN FROM FLORENCE

Rodney Smith personally delivered our 2024 Beta 500RS. You gotta love it when a five-time GNCC champion drops by, hands you the keys to one of the greatest dual-sport bikes on earth, and just says, “Have fun.”

We’ve been doing our best. The Beta is an impressive bike. It’s the least bottled up of the fully certified 500cc dual-sports—even the KTM and Husky 500s are more detuned. Two years ago Tom Webb loved the Beta 500 so much that he purchased one for himself, and he still prefers riding it over the many test bikes he has available.

This year, there aren’t many changes for the Beta dual-sport line. The most noticeable one is a change in the name. It’s now called the 500RS rather than the 500RR. For 2024, the “RR” suffix refers to their dirt-only fourstroke models that have returned to Beta’s lineup. Those take a little pressure off the street-legal models, which no longer have to do double duty. It does, however, make it difficult for Beta dealers to keep all the models on the showroom floor.

As in the past, there are four dualsport bikes that look virtually identical. The 500 shares its chassis and most of its motor with a 430, 390 and 350. When you ask Beta officials why they don’t thin down the herd, they say it’s like trying to decide which of your children you love the most.

The more mechanically oriented changes for 2024 include formed radiators to increase the turning sweep from lock to lock, a softer seat, a new front brake hose, new fork settings, new graphics and a redesigned taillight/license-plate holder. The 500RS has a double-overhead-cam motor with a 6-speed gearbox. The suspension is by Sachs, the brakes are Nissin and the tires are Maxxis. All RS models include a Trail Tech Voyager GPS unit with the ability to upload and download riding routes. Other features include a trip meter, a speedo, a tach, engine temp, outside temp and a voltmeter.

LET’S RIDE!

This is one of the very few dual-sport bikes that doesn’t need anything. Most owners of Austrian dual-sport bikes eventually go looking for more power, and that can be difficult. It’s not like you can just install a pipe and go racing. The mapping on all the street-legal bikes is very lean, and the CPU is supposed to be tamper-proof. We know lots of riders who have managed to jail break their ignition systems, but the point is that you don’t have to do that with the Beta. Apparently, Beta is willing to fly closer to the sun with the stock emission settings. The bike is also a little louder than other dual-sport bikes, but still very quiet by dirt bike standards.

Unlike virtually any other dual-sport bike, the Beta has two maps and traction control available through a button in front of the fuel filler. There’s a sunshine emoji and a rain cloud representing the hard and soft maps. We almost always ran it in the Sunshine mode, although it’s possible that the mild map and traction control might be helpful in some horrific conditions somewhere.

Riding it is just like riding a real dirt bike. It’s reasonably light (255 pounds without fuel on our scale) and reasonably powerful. You still have to understand that this is a trail bike, not a 450 race bike. You can go hill-climbing with the boys and not be shamed, but if you think you’re going to turn hot laps on a motocross track, you will be discouraged quickly. It doesn’t have the hit or the peak power for that. Conversely, if you took a full-blooded motocross bike into the 500RS’ world of technical trail riding, it would hit too hard, spin too much, overheat quickly and be a general nightmare. The RS performs its primary task very well. The power delivery is smooth, the torque is excellent and stalling is rare, although not unheard of. First gear is reasonably low, and the hydraulic clutch has the world’s easiest pull; it might even be too easy. It encourages a certain amount of abuse, although we never suffered any ill effects as a result. The bike runs very cool most of the time. The single radiator fan does its job well, even in slow, nasty canyons where there’s no airflow.

Likewise, the suspension is great for rocky trails. The slower and more chaotic, the better. In this area, Beta might have overshot the mark. Yes, the suspension is great for extreme rocks, but is very soft and will wallow and bottom if you get carried away. Hard-core Beta fans seem to have a love/hate relationship with the Sachs components. On one hand they will defend the fork and shock passionately, but on the other they have tips and secrets they quietly share with each other. There are a number of suspension tuners who specialize in Sachs, but even they say that the internals wear quickly. Frequent oil changes seem to be the key.

The 500RS is probably the only legitimate dual-sport bike that isn’t crying for motor work.

LIVING WITH THE BETA 500RS

After a couple of years with his Beta 500, Tom Webb’s only real modifications were in ergonomics and suspension. He installed tall bar mounts and low footpegs to make the riding position more spread out. He also added more than 2 inches to a custom GUTS Racing seat. Most normal-sized riders won’t go that far, but the stock seat/peg relationship is a little tight, and Seat Concepts sells a complete seat that’s 1.25 inches taller than stock, which is good for anyone approaching 6 feet of stature. For suspension, Tom went to Beta’s in-house Factory Suspension Service and claims they performed miracles. Other complaints are all minor: the kickstand is too short, the handlebar switches limit lever positioning, and the fold-up mirrors are great but can break if given a good hit. We have to keep reminding ourselves that the Beta 500RS isn’t a fulltilt dirt bike. This is a bike with blinkers, lights and full governmental blessing, and it can honk its horn as it passes most pure off-road machines. That’s nothing short of amazing, and it raises the expectations for all dual sport bikes.

The post 2024 BETA 500RS DUAL-SPORT: FULL TEST appeared first on Dirt Bike Magazine.

In the motorcycle biz, there are lots of ways to measure success. If you are talking units sold, revenue and stock value, it’s one thing. If you’re talking dreams, passion and performance, it’s quite something else. Right now, KTM is on top of the dual-sport word for real-world enthusiasts. For a long, long time, the KTM 500EXC has been able to set the bar for both performance and price in that segment. This year the KTM 500EXC has undergone a significant change. The frame is new, the suspension is new and much of the motor is new. Now, the rank and file of the dual-sport world has to reconvene and decide whether or not to elect a new leader. The votes are still being tallied.

Unlike most other motorcycle companies, the wall between the racing department and the production department is paper thin. In general, the bikes that the company races at the pro level are closely related to the bikes that are sold in every KTM dealership. That’s not only true for the motocross bikes, but there’s a trickle-down effect for trail and dual-sport bikes as well. So, in KTM’s long-term plan, the changes that were implemented for the 2022 Factory Edition motocross bikes were to spread to the standard motocross bikes in 2023 and to the dual-sport/trail bike in 2024. Thus, the new 500EXC has changes that were inspired by Supercross bikes.

To be fair, that’s a bit of simplification. The 500EXC does not have the same frame as the motocross bike. The most obvious difference is that it uses PDS rear suspension without linkage. But, the frame design from the shock forward is very much like that of the SX-F. Likewise, the changes to the engine, bodywork and overall layout are similar to the current motocross line. Additionally, the EXC has a very significant suspension change. The fork is now a premium-level WP Xact fork rather than the more budget-driven Xplor unit. The new fork is very similar to what comes on the current motocross/cross-country models, but uses steel coil springs rather than air.

The EXC remains a true dual-sport bike that is blessed by the EPA, DOT, CARB and the authorities in all 50 states. That means it’s quiet and clean. It also means that the end user is not supposed to modify the motor, airbox or fuel system. Thankfully, there’s no way this can be policed other than fix-it tickets issued by local authorities. For aftermarket companies it’s a different story; they can and have been fined for offering non-compliant accessories. The California Air Resources Board hasn’t been shy about using this tactic, but increasingly, the EPA has been getting in on the act on a national basis. The bottom line is that getting more performance out of a legitimate dual-sport is a shady business. That’s one reason why KTM sport bikes are so highly desired. The EXC line has a history of decent performance despite the various bureaucratic obstacles.

A NEW DEAL

So, how well does a stock KTM 500EXC motor perform? It’s pretty darn good. To put a number on it, a box-stock 500EXC produces more than 40 horsepower. That’s about the same as a current 250F motocross bike. The difference is that the EXC gets to that level with torque rather than revs. The 500 starts making power at 4,000 rpm and stops revving at 9,000 rpm, whereas a 250’s prime zone is from 8,000 to 12,000 rpm. So, when you’re on the trail and you come to a big, ugly hill, you don’t have to downshift or abuse the clutch. You open the throttle, it goes up the hill. End of story. In truth, the only reason anyone ever wants more power is when they take the EXC out of its primary environment. This is a trail bike first and a street bike second. It’s not a race bike. The fact that people race them is beside the point. KTM actually makes other versions of the same bike that are more appropriate for that. The 500XC-W is basically an EXC without the DOT lighting and emission stuff. The 500XW-F is another version without DOT lighting, but it still has most of the emission stuff so that it’s eligible for a California green sticker.

The motor changes for 2024 result in a slightly more responsive power delivery and perhaps a little more meat on top, but it’s not significant enough to warrant a trade-in. The chassis changes are more dramatic. If you’ve been paying attention, you probably know that the new frames for the SX models have drawn criticism for being too rigid. If it was too rigid for Supercross, that sounds like it would be a terrible move for a dual-sport bike, right? Actually, the suspension is so completely different for the EXC that the frame rigidity isn’t a significant factor. Hard-core PDS fans will love it as much as ever, but any frame change has been lost in the move from a progressive 63/69 N/mm spring to a straight 72 N/mm spring. In front, the new fork still has a 4.6 N/mm spring set, but the damping characteristics are completely different—and stiffer.

When you put all that together, it’s inevitable that the EXC is stiffer overall, but only in a good way. Suspension action was a limiting factor with the previous model. It was great in rocks and tight, twisty chaos, but it would dive and wallow in whoops. At high speed, even moderate braking would result in fork dive in front and shock unloading in the rear. The new bike is much more stable at speed. In slow-speed sections, it’s still more compliant than most bikes. You still have excellent ground clearance due to the lack of linkage, and you still have all the traits that have made PDS suspension so popular in the off-road world. Now, however, the bike works in a broader range of terrain and conditions.

NEW AND OLD

We expected the new bike to be a little heavier this year, because that’s what happened to all the other KTMs that got the new frame. On our scale, it’s 246 pounds without fuel, which is 2 pounds more than last year. No big deal. We were hoping that KTM might equip the bike with new rubber for 2024, but no such luck. We left the stock Continental TKC80s on the bike as long as we could, but the darn things never seemed to wear out. Eventually, we installed full knobbies and life got much better. When you do that, you have to install rim locks as well. KTM knows that and gives you a set in the toolkit. If you plan on riding long pavement stretches, you will probably want to balance the wheels as well. Other things on the we’re-not-fans list include the fact that you can’t adjust the lever position very far because the handlebar switches take up too much space, the infernal push-button gas cap is as hard to open as ever, and the mirrors are always in the way and hard to adjust. On the other side of the ledger, the headlight is much brighter, the license-plate bracket is more durable, and the electrical switches are improved.

When you tally up the score card, the 2024 KTM 500EXC is measurably improved over last year’s model. Considering that the bike was already the most desired and talked-about dual-sport bike, that means that KTM will continue to call the shots in the dual-sport world. The EXC has earned its place on top.

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If you’re old enough, you might remember that SWM was once a big name in the trials world, actually winning the World Championship in 1981. This company has little to no relationship with that one. The original SWM blinked out of existence in 1984. The name was resurrected in 2014, but its products are actually more closely related to Husqvarna than to the original SWM. With heavy investment from China, the new company purchased the old Husky factory in Varese, Italy, when KTM took the brand to Austria. It also inherited the rights and the tooling to produce all the Italian Husqvarna models made prior to 2013. The current SWM RS300 can trace its roots back to the 2006 Husqvarna TE450. That bike was the holy grail of dual-sport bikes back then. It was the first real dirt bike that qualified for a license plate.

The RS300 has pretty much the same motor and frame as the original Husky, but the bore and stroke have changed to arrive at 298cc. The motor is now fuel injected, but most of the internal parts are the same. The components and bodywork are all new, and all of the components are modernized. Beyond that, most of the new parts are the best available. The fork and shock are KYB, the brakes are Brembo, it has a hydraulic clutch, a radiator fan and DOT-legal Michelin tires. Somewhere along the way, it got a stainless steel dual-exhaust system.

The real accomplishment is that SWM has withstood the worst punishment that the U.S. government can dish out. It is fully compliant with all the regulations set forth by the EPA, DOT and 50 state codes to be legitimately street-legal across the U.S. The noise and emission requirements have scared away many contenders over the years, but SWM has emerged from it all and still kept the price under control. The RS300 retails for $7,999. For comparison, the 2024 Husqvarna FE350S is $12,599. The Kawasaki KLX300, on the other hand, is $6,199.

MIDDLE GROUND

SWM has placed the RS300 perfectly in that vast space between the two extremes. Up front, you should know that the RS is no Husqvarna FE350S. It has less power and more weight. But, it can do some things every bit as well as the Husky or any of the other high-end dual-sport bikes. The suspension is tops on the list. The KYB fork and shock soak up little bumps and rocks surprisingly well. Both ends are soft compared to full-time off-road bikes, but the SWM gets away with it by being well balanced and having a wide range of adjustability.

You can probably give part of the credit to the frame as well. We remember this chassis from the Husky days. It’s the same one that Antoine Meo used to dominate the World Enduro Championship 15 years ago, and it has aged well. It’s compliant, and overall geometry is excellent. We always felt that this frame had an excellent balance between cornering manners and straight-line stability, and even with the passage of time, good handling is still good handling.

The only real downfall in this area is the SWM’s weight. At 270 pounds, it’s a good 30 pounds overweight. Some of that is in the afterthought emission equipment; the charcoal canister hangs off the side of the motor like a big coffee can. And, the dual-muffler design almost certainly adds over 10 pounds. Even in the Husky days, though, we remember this was no featherweight. You feel that when you get on a really tight trail and have to manhandle the bike. You can also lock up the wheels easily because the brakes are so good and momentum is what it is.

In outright power, the RS300 is nothing special. It might be a little faster than the Japanese 300s, but that’s a very low bar. It takes a big handful of throttle to get the motor’s attention, and even then it struggles with steep hills and sinks in deep sand. The powerband reminds us of old-timey thumpers; it’s very linear and takes its time to build up revs. The bike will actually keep on revving and revving, and in that way, it has a broad operating range. That gives it a certain efficiency when it comes to finding traction. When you need to maintain your speed on marbles and rolling rocks, the SWM’s linear personality is ideal. Back in the day, all four-strokes were like this, and we loved them for it.

The RS also reminds us of those early fuel-injected dual-sport bikes that were crazy lean to pass U.S. emissions. The SWM feels like it needs more fuel in the mix. It takes forever to warm up and actually runs at its best when it’s on the verge of overheating. Until then, it pops on deceleration and surges even when the throttle is held steady. We know this can be solved, but if we told you how, black helicopters would descend and you would never hear from us again.

A CLASS APART

The SWM RS300 might not be a cutting-edge dirt bike anymore, but it is a legitimate dirt bike and can carry a legitimate license plate. You can’t get any dual-sport bike that approaches this level of competency for this price. And then there’s the fact that we loved the Italian Husky four-strokes back in the day. So did a lot of other people. They’re still out there, and they still know all those Husky tricks and tweaks. This is a very rare case where a new brand has a hungry fan base. And, they’ve been waiting for a long time.

The post SWM RS300 DUAL-SPORT: FULL TEST appeared first on Dirt Bike Magazine.

The dual-sport world is growing. Every year there are more bikes that answer the call for a street-legal off-road motorcycle that passes all the tests and meets all the requirements. GasGas, Honda, Husqvarna, Kawasaki, KTM, Suzuki, Sherco, Yamaha and others  have fully compliant motorcycles and they are all listed here with photos, prices and details. This collection deals only with those machines that have passed the tests set forth by EPA, DOT and U.S. Customs to be classified as street-legal bikes in all 50 states. Not included are the “unofficial” dual-sport bikes that have not completed federal scrutiny, even though some states allow virtually any motorcycle to be licensed. Prices listed do not include destination, taxes, fees and dealer set-up costs.

HUSQVARNA 701 ENDURO: $12,999
The Husqvarna 701 Enduro is most definitely an overcharged dual-sport machine. It features a 74-horsepower engine, has two power modes, optional front ABS, 50mm Keihin fuel injection, Ride-by-Wire throttle, and a 6-speed gearbox that uses an APTC (Adler Power Torque Clutch) that allows for greater speeds in corners, enhanced grip and less braking chatter. It’s wrapped around a trellis frame and a rear subframe that houses a 13.4-liter (3.5- gallons) plastic fuel tank. The suspension is WP, a 250mm-travel XPLOR fork and identical rear-wheel travel, which exploits its dirt worthiness and the dry weight of 321 pounds.

GASGAS ES 700: $12,699
The GasGas dual-sport/adventure bike has the same basic motor and chassis as the KTM 690 Enduro and the Husqvarna 701 Enduro, but has its own bodywork. It features Ride-by-Wire and electronic systems with three modes—Off-Road, Street and Motorcycle Traction Control (MTC)—while the ABS system offers an optional Off-Road mode. A trellis frame is fit with machined triple clamps and WP XPLOR suspension. It has a 13.4-liter gas tank located under the rear subframe.

KTM 690 ENDURO R: $12,999
The KTM 690 Enduro R is a big-boy dual-sport machine and is very dirt-oriented with enough performance to make the tarmac rider smile. The 690 Enduro R’s LC4 single-cylinder engine features two balancer shafts, Ride-by-Wire and an electronic system that features switchable modes—Off-Road and Street and Motorcycle Traction Control (MTC)—while the ABS system offers an optional Off-Road mode. A trellis frame is fit with machined triple clamps and WP XPLOR suspension with new settings for better off-road absorption.

KAWASAKI KLR650: $6,899, BASE/$7,199 WITH ABS
Kawasaki gave the KLR650 a heap of new features—from electronic fuel injection, new bodywork, new cams, a different exhaust, changes to the clutch, generator and battery two years ago. It has an LED headlight, changes to the frame geometry, suspension and brakes. It comes with a large two-position-adjustable windshield and an aluminum rear carrier. The suspension strokes out at 7.9 inches up front and 8.0 inches in the rear. Their Adventure model comes with factory side cases, engine guards and a tank pad. For a Dirt Bike Magazine video featuring the Kawasaki KLR650, click here.

SUZUKI DR650S: $7,099
Suzuki’s DR650S is a basic dual-sport machine with its air-cooled, 40mm Mikuni-carbureted powerplant. The 644cc 5-speeder has long travel (10.2 inches) in the suspension, a 21-inch front and 17-inch rear wheel that are fit with dual-sport rubber. It holds 3.4 gallons of fuel and has good range for those long rides with generous sections of tarmac. This year there are two new colorways available. For a Dirt Bike Magazine review of the Suzuki DR650S, click here.

HONDA XR650L (2023 MODEL): $6,999
This machine has not witnessed a whole lot of technological gains, but has a reputation as being hugely durable and easy to ride with good off-road habits. The XR650L remains an air-cooled, 5-speeder that uses a CV carburetor. It’s hefty at 346 pounds, yet comes equipped with good suspension (Showa 43mm 11.6-inch-travel fork and Pro Link rear at 11.0 inches) and above-average off-road traits.

HUSQVARNA FE501S: $13,049
Husqvarna’s FE501s gets a new engine with more power and a new chassis that has new valving in the WP suspension. They tilted the engine 2 degrees backwards for better mass centralization and less squat under acceleration. The frame features a new shock location, the subframe is a hybrid polyamide and aluminum combo, and the swingarm is lighter and uses a 22mm axle. Both suspension ends are now WP XACT, and the fork is a spring model with a closed cartridge. The shock is lighter, and damping changes are now adjustable without tools.

BETA 500 RS: $11,799
Beta’s biggest dual-sport is fit with updated Sachs suspension settings and new profile tank shrouds that are narrow for improved cornering ergos. The 500 uses a diaphragm clutch for a lighter pull and better feel, Nissin brakes, Maxxis DOT-legal tires, CNC-machined triple clamps, and a push-button removable saddle. The 6-speeder is fuel-injected, has electric-start, enhanced cooling abilities, plus twin injectors and new mapping for better fuel economy and increased power. It comes fit with a Trail Tech Voyager GPS and handguards. Click here for a Dirt Bike Magazine video featuring the Beta 500RS.

GASGAS ES500: $12,399
The GasGas ES500 is a nimble dirt bike that happens to be street-legal. It’s fit with the latest-generation frame with anti-squat DNA, WP XPLOR front suspension, and a linkage out back with a WP XACT damper with tool-free adjustability. Neken bars, forged triple clamps and a new tank hold 9 liters of fuel. The engine is a 500cc single, fuel-injected, equipped with counterbalancers and a 6-speed Pankl transmission. The clutch and brakes are Braktec, and the tires are dual-sport-legal Continental TKC 80 knobbies.

KTM 500EXC-F: $12,549
KTM’s 2024 500EXC-F has been on the receiving end of major engine updates, a new frame and all-new suspension. The lightweight engine is more powerful and reset back 2mm, with a lower countershaft sprocket for a better center of gravity, handling and anti-squat under acceleration. It’s fit with OCU, an Off-road Control Unit that replaces fuses and relays. The suspension is WP XACT, the fork a closed-cartridge unit, and the shock a PDS system that has no linkage. Brakes are Brembo, as are the hydraulics and the headlight is now an LED unit. Click here for a Dirt Bike Magazine video featuring the KTM 500EXC.

SHERCO 500SEF FACTORY DUAL-SPORT: $12,949
Sherco’s entry into the big-bore dual-sport world wraps around their potent 500SEF machine. It’s designed to go head-to-head with the Austrian 500s and Beta’s strong 500RS. The machine uses high-end KYB suspension fore and aft. Brakes are Brembo, the clutch is hydraulic, and it comes equipped with a radiator fan. The engine is a dual-overhead-cam, fuel-injected 6-speed. The Akrapovic exhaust is fit with a catalytic in the mid-pipe, has lean ECU settings and a special air filter to meet EPA regulations. Click here for a Dirt Bike Magazine video featuring the Sherco 500SEF Dual-Sport.

CHRISTINI AWD 450DS: $16,500
Christini’s all-wheel-drive system uses telescoping drive shafts to power the front wheel at a reduced speed so that it only engages when there is wheelspin in the rear. The 450 uses the same internals as the Honda CRF450X, meaning all parts are interchangeable, as well as aftermarket goods. It uses a Delphi EFI system and has a three-ring piston for emissions and longer life. Up front it has a Fastace sealed cartridge fork, along with a Fastace shock, a skid plate and handguards. Tires are Kenda Trakmaster ll Dual Sport rubber and is fully legal with an EPA-approved exhaust and emissions system.

HONDA CRF450RL: $10,099
The Honda 450RL features a twin-spar aluminum frame, full Showa suspension, electric-start and fuel injection. To meet the EPA regulations, Honda fit it with a catalytic muffler and technology that keep it quiet and legal. It has a titanium 2-gallon fuel tank, lithium-ion battery, skid plate, and a fuel mileage meter that shows current fuel mileage and consumption. It has black D.I.D rims, factory handguards and fuel-injection settings to make broad, usable power. For a Dirt Bike Magazine video featuring the Honda CRF450RL, click here.

BETA 430RS: $11,699
All the Beta dual-sport machines retain the DNA that makes them strong do-it-all machines. That comes in the Voyager GPS, a narrower frame, a techno-polymer subframe, Sachs suspension fore and aft, and the 2.4-gallon fuel tank. The new engine is lighter, uses new injectors for a power increase, and has a new diaphragm clutch material for smooth action and enhanced feel. The Nissin brakes are strong, the handling is nimble, and the 430 offers smooth albeit definite open-class power.

SUZUKI DR-Z400S: $7199
The Suzuki DR-Z400S has a higher price tag than the DR650S, because it’s a far more focused dual-sport machine. It’s powered by a carbureted water-cooled engine with a 5-speed gearbox. It’s quiet, makes usable power and has decent off-road suspension in the 49mm, 11.3-inch-travel fork and 11.6 inches of travel in the rear end. Braking is via dual disc systems, and the fuel tank totes 2.6 gallons of fuel.

BETA 390/350RS: $11,599/$11,499
beta 390 350rsOpen photo in lightbox
Both bikes are built on the same platform as the larger 430 and 500 including supple Sachs suspension settings and a thinner mid-section via newly designed tank shrouds. They come full setup with a Trail Tech Voyager GPS, a dual map ignition, Maxxis Enduro tires, Nissan brakes, a diaphragm clutch, wide footpegs, folding mirrors, hand guards and enhanced cooling abilities. They are fuel-injected, 6-speed gearboxes and quick access air filters.

GASGAS ES350: $11,999
The GasGas ES350, just like the KTM and Husqvarna lineage, has smooth power, versatile suspension, and is a nimble handler that loves the dirt and happens to be street-legal. It’s fit with the latest-generation frame with anti-squat DNA, WP XPLOR front suspension, and a linkage out back with a WP XACT damper with tool-free adjustability. It has Neken bars, forged triple clamps and a new tank that holds 9 liters of fuel. The engine is all new for 2024, having stronger power and is 50-statelegal. The clutch and brakes are Braktec, and the tires are dual-sport-legal Continental TKC 80 knobbies.

HUSQVARNA FE350S: $12,599
Husqvarna’s FE350s is a dual-sport favorite via its balanced power, light feel and advanced handling traits, and for 2024 it gets a new engine, a new frame and new suspension. They have tilted the engine back for better mass centralization, has the new rear shock mount, which is no longer attached to the main tube, a hybrid subframe, and a lighter swingarm. Brakes are handled by Braktec, the suspension is new via a WP XACT cartridge fork, and a lighter XACT shock with tool-free adjustability. Click here for a Dirt Bike Magazine video featuring the Husqvarna FE350S.

KTM 350EXC-F: $12,149
The 350EXC-F is KTM’s lightweight, super clean-running and smoothly powered, mid-bore dual-sport machine that has received huge updates for 2024. The 6-speeder is fit with a compact dual-overhead cam cylinder, is fuel-injected via a Keihin engine management system, and a counterbalancer to delete unwanted vibration. It’s been moved in the new frame for better handling. The suspension is WP XACT up front and the link-less WP XPLOR PDS rear damper with both systems getting focused valving. It uses Brembo brakes, Galfer Wave rotors, CNC-machined hubs, Giant rims and Continental TKC80 tires.

SWM RS 300R: $7,999
SWM’s dual-sport RS300R is priced right and comes well equipped. The engine is liquid-cooled, EFI-equipped and a 6-speed. The suspension is KYB front and rear, with strong Brembo brakes and the tires are DOT Michelins. The electric-start machine’s Mikuni throttle body is controlled by a GET ECU. It comes standard with a radiator fan to help with cooling under a load. It holds just under 2 gallons of fuel and tips the scales at 245 pounds at the brochure. For a Dirt Bike Magazine review of the SWM RS300R, click here.

HONDA CRF300L RALLY: $6,149 (2023 MODEL)/$6,499, ABS MODEL
Honda’s CRF300L Rally gets a factory look of a true rally racer. The tall windscreen, the extra-coverage fairing and side panels, and the blended, frame-mounted bodywork all come from rally DNA. It features a steel perimeter frame, suspension is handled with a 43mm fork with 10.2 inches of travel, with the rear Pro Link receiving the same. It has front and rear disc brakes, a 3.4-gallon tank, and weighs in at 331 pounds.

HONDA CRF300L: $5449 
The Honda CRF300L is one of Honda’s most popular dual-sport machines helped when they increased the stroke by 8mm to arrive at 286cc. It got new camshafts, a new airbox and exhaust, and a tighter-ratio 6-speed gearbox. The clutch is new and has slip assist. The chassis has been updated, some weight has been carved, and it has updated suspension. They have added the 300LS version, which has a lower seat height and standard ABS. Click here for a Dirt Bike Magazine video featuring the Honda CRF300L.

KAWASAKI KLX300: $6,199/$6,399
The KLX300 is a well-setup, entry-level dual-sport machine. The suspension is adjustable via a 43mm cartridge fork with 10.0-inch-travel front and a 9.1-inch Uni-Trak rear-suspension setup. It’s fit with a low seat height and smooth, easy-to-manage power. The 292cc engine is liquid-cooled, fuel-injected, has a 6-speed gearbox and electric-start. Click here for a Dirt Bike Magazine video featuring the Kawasaki KLX300.

Yamaha’s 250cc dual-sport model, the XT250, is a price-friendly machine and uses a fuel-injected, air-cooled, 5-speed powerplant. It features electric-start and has decent travel in the suspension—8.9 inches up front and 7.1 inches in the rear. It comes fit with dual disc brakes and gets 76 mpg.

SSR XF250: $3,459 (2022 MODEL)
The SSR XF250 has an air-cooled motor, a low saddle height, is equipped with an 18-inch front wheel and 17-inch rear wheel, and a rear rack. It is carbureted, is a 5-speeder with a manual clutch and weighs in at 328 pounds. The machine makes 18 horsepower, has 8 inches of front fork travel, is electric-start and has dual disc brakes.

KAWASAKI KLX230: $4,999/$5,299, ABS 
The KLX230 S features a 233cc, air-cooled engine that is fuel-injected and has a 6-speed transmission. It has a 37mm fork with 8.7 inches of travel. Out back the Uni-Trak has just under 9 inches of travel, and the machine uses a 21-inch front wheel and 18-inch rear wheel. With a low seat height and torquey motor, the KLX230 is an around-the-town scoot with just a pinch of off-road DNA. The S-model features a lower seat height (32.7 inches) and suspension that offers under 7 inches of travel.

YAMAHA TW200: $4,999
Yamaha’s TW200 is a returning classic and is powered by an air-cooled, 196cc carbureted engine that features electric-start, a 5-speed gearbox, manual clutch and is counterbalanced to keep vibration down. With a low seat height, decent suspension travel, wide balloon tires and a front disc brake mated to a rear drum, it’s a fun way to explore the city and the hills, and get 78 miles to the gallon!

HONDA XR150L: $3,099
Honda’s value-focused XR150L is great for short-run transportation and relaxed weekend off-road outings. The electric-start, 149cc air-cooled four-stroke engine has a 5-speed gearbox, a front disc brake and suspension set with 7.1 inches up front and 5.9 inches out back. It’s perfect for fun trails while being street-legal. It has a 2.8-gallon tank that you’ll be able to cover some serious ground on!

SHERCO 125 4T SE-RS FACTORY: $4999
The 125 4T SE-RS Factory is powered by a fuel-injected, liquid-cooled, SOHC, four-stroke, 124cc single-cylinder engine with a 6-speed transmission. The powerplant has a 52.0mm bore and 58.6mm stroke, and features four valves and variable valve actuation (VVA). The fuel tank capacity is 2.1 gallons, while a 41mm fork and a linkage-assisted rear shock control the action out back. It comes fit with Michelin DOT-legal tires.

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The KTM 500EXC is new for 2024, but it remains the bike of choice for serious dual-sport riders in the U.S. The frame is new and borrows much from the current 450SX-F motocross bike. The key difference is the PDS rear suspension which does away with the linkage used on the motocross bike.  That hasn’t changed, but the fork is new this year. It is the spring version of the WP Xact, which is something that dual-sport fans have been wanting for years. Check out Mark Tilley as he gets to ride the bike for the first time, stock tires and all, in this episode of Dirt Bike Magazine’s dual-sport video collection.

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Dirt Bike Magazine tests the all new 2024 KTM 500EXC-F in Southern California completely stock . The new KTM has a lot of carry over from the re-designed SXF model line up. New frame, new swing-arm, new body work, new air box, new handlebar switches, new light, new suspension settings, new seat, new engine, and more. What did we think of the 500 on the trail? Take a ride with us as we break down the all new KTM and give you some insight before you spend thousands of dollars at the dealership. We hope you find all our videos informative and helpful when it comes to purchasing your new bike!

The post 2024 KTM 500EXC-F DUAL-SPORT FIRST RIDE VIDEO IMPRESSION: DUAL-SPORT VIDEO SERIES appeared first on Dirt Bike Magazine.