Decades ago, Japanese bikemakers were frowned upon in the West. Yes, similar to how Chinese bikemakers are treated nowadays. But slowly and steadily, all Japanese companies have built a reputation for making some of the greatest motorcycles ever. This is thanks to their ability to keep innovating, while still keeping the value side of things intact. The adventure bike we’re about to discuss here proves exactly that, thanks to its unmatched blend of bang-for-the-buck and innovative technologies. Let’s jump in.
A Lowdown Of Japanese Adventure Bikes In 2026
The Big Four from Japan–Suzuki, Honda, Yamaha, Kawasaki–have all jumped aboard the adventure bike bandwagon. Out of these, Kawasaki has the smallest lineup, offering the Versys X-300 and KLE500. Yes, Team Green does call its Versys 650 and Versys 1100 “adventure-tourers” as well, but these are properly road-biased, thanks to 17-inch alloys and road-friendly rubber. That disqualifies Kawasaki from the discussion of ADVs outperforming their rivals.
The Yamaha Tenere Is Good, But Europe Has Answers
Next up is Yamaha. You have two adventure bikes from the company, namely the Tenere 700 and Tenere 700 World Raid. Both have a similar base (CP2 engine and steel frame) and promise to be really capable middleweights. But if you look at the market, you’ll find bikes like the Aprilia Tuareg and BMW F 900 GS. These have more of everything compared to the Tenere, disqualifying Yamaha as well.
A Similar Story For The Suzuki V-Stroms
Suzuki has double the ADVs compared to Yamaha. You get the V-Strom 800 and V-Strom 800DE in the midweight space, along with the 1050 and 1050DE in the over-1000cc segment. A special mention also goes to the V-Strom 650 that is still lingering on. Yet, it struggles with a similar issue. Its V-Strom 800 lineup outperforms its Japanese counterparts, but it falls short on European names. The 1050, meanwhile, is simply a dated platform today. There have been no updates in half a decade, while its rivals have had sizable overhauls.
Honda Leads The Way
Finally, there is Honda. There are four ADVs on offer by the Tokyo-based brand, all serving different segments. The NX500 is a proper adventure-tourer for new ADV aficionados, followed by the more off-road-centric XL750 Transalp E-Clutch. At the top lies the Africa Twin lineup, comprising the Africa Twin and Africa Twin Adventure Sports. Between these, the latter quietly beats its rivals. Even more premium adventure bikes feel bland in some aspects!
The Most Confidence-Inspiring Adventure Bike In Its Class
This Aprilia is possibly the best off-road midweight ADV, and definitely the best one out of Europe.
The Honda Africa Twin Adventure Sports DCT Outperforms Its Rivals Easily
The Africa Twin Adventure Sports DCT is our pick for a Japanese ADV that quietly outperforms its rivals. And there are a few reasons why. Chief among these is the overall equipment on offer. For its $18,599 MSRP, the Adventure Sports gets you everything you need, then some more. Electronic suspension? Check. Automatic transmission? Check. Massive TFT and cornering-enabled electronics? Check and check.
Nothing Comes Close Value-Wise
There is no other ADV that comes close to offering such things at this price. Yes, the direct rivals–the Moto Guzzi Stelvio, MV Agusta Enduro Veloce, and Suzuki V-Strom 1050DE–undercut the Honda in context. But they also lack an automatic transmission and electronic suspension, among other misses. You don’t even have them as optional extras on these bikes. In fact, not even the more premium bikes can match the package. For instance, the $19,995 Ducati Multistrada V4 and the $20,395 BMW R 1300 GS both miss out on electronic suspension and an automatic transmission. They also don’t have spoke wheels.
A Deep Dive Into The Africa Twin Adventure Sports ES DCT
Now that you know just how well the flagship Honda ADV stacks up, let’s dive into the details. The powerhouse is the simplest bit here, so we’re getting that out of the way first. This is a 1,084cc parallel-twin engine tuned for torque rather than horsepower. The compression ratio is low, there’s a 270-degree crankshaft, and Honda has recently updated the internals to boost usability. The latter comprises the development of ECU settings, valve timing, intake, and exhaust. All that results in 100.5 hp and 82 lb-ft, concentrated at just 7,500 and 5,500 RPM, respectively.
Dual-Clutch Transmission For Maximum Ease Of Riding
Coming to the fancy bits, the dual-clutch transmission is a class-leading setup. It has six cogs like your usual manual transmission, but it does the shifting for you in automatic mode. Honda has also made it better periodically, with the latest update promising a retune “for smoother, more natural feel at low speeds.” There are two modes for the automatic setting (Drive and Sport), while the MT mode lets you take control of the shifting via handlebar triggers. An interesting inclusion is the ‘G’ switch. Honda claims “reduced clutch slip, allowing the rider to more readily slide the rear tire via throttle input, in order to maneuver the bike.”
Electronic Showa Suspension Allows Endless Possibilities
Next up, the suspension. The Adventure Sports version boasts Showa EERA (Electronically Equipped Ride Adjustment) tech for maximum comfort on various riding conditions. It works by monitoring the bike speed (from the ECU), the bike’s stance and attitude (from the Inertial Measurement Unit), and the fork behavior (from the stroke sensor). There are five suspension modes (Hard, Medium, Soft, Off-Road, User), depending on how you like your ride. Lastly, the 45 mm forks and monoshock have 8.3 and 7.9 inches of travel, respectively.
The ADV That Combines Rugged Capability With Touring-Level Comfort
A globe-trotting bruiser in a tailored suit, this ADV devours highways, shrugs off trails, and keeps you comfy while chasing the horizon.
Nissin Brakes Help Shed Speed
While the suspension is high-tech, Honda has kept the brakes relatively simple. 310 mm dual discs sit at the front, clamped by Nissin four-piston calipers. Whereas, the rear has a 256 mm single disc, with a single-pot caliper. These are housed on 19/18-inch spoke wheels, shod with dual-purpose tires. As for other dimensions, you get:
- 33.7-inch seat height (can be reduced to 32.9 inches)
- 61.8-inch wheelbase
- 8.7-inch ground clearance
- 19/18-inch spoke wheels
- 559-pound curb weight
- 6.6-gallon tank capacity
Tied Up With A Simple Double-Cradle Steel Frame
Rounding off the underpinnings is a dependable semi-double-cradle steel frame. Honda claims the chassis boasts optimized rigidity/flex characteristics for various riding conditions, like riding with luggage, riding two-up, or off-road riding. It works in conjunction with a separate aluminum subframe and a double-sided swingarm. The separate subframe should mean easier fixes should you take a big fall.
A Massive TFT Armed With Cornering-Enabled Electronic Aids
Finally, there’s the tech package. Being a flagship Honda, the Adventure Sports ES DCT has everything you’ll ever need, and some extras over that. Up top is a 6.5-inch touchscreen TFT with Apple CarPlay. A secondary LCD sits below, showing you necessary information like speed and range in a simple layout. The main display also gives you access to six riding modes (Tour, Urban, Gravel, Off-road, User 1, User 2), seven levels of traction control (independent of the ride modes), three levels of wheelie control, three levels of engine brake control, and switchable cornering ABS. Cruise control, USB charging, and LED lights round things off.