Are adventure conversions of big bore enduro bikes worthwhile?︱Cross Training Adventure

Two bikes, that’s what it takes. No matter what you do to an enduro it’ll never be comfortable on the road over time, and a road bike will never go where an enduro will go. Never ending compromise that only keeps us buying farkles.

I run a 45t rear sprocket on my DR. Made up a chain to accommodate 13 thru 16 CS sprockets.

The 16t covers asphalt quickly at relatively low revs. The 14/45 combo is good for woods riding. Actually found the 13/45to be too low for woods riding. Too much shifting.

I also added a GPR stabilizer which helps with rubbing knobbies at high speed on asphalt.

I have a Beta 300, an Africa Twin and the mighty DR. The DR is still my favorite out of all 3 due to how versatile and simple it it is.

Here’s my mod list:

GSXR Exhaust with custom Hanger
FMF Header
BST40 Magic
Galfer Steel Brake Lines
Works connection frame guards
Steel case guards
Pro Cycle lowered peg kit
Brake snake
Shifter snake
Acerbis skid plate
AMP Oil Filter cover guard
JNS Engineering oil cooler guard
Skene LED controller
AUX lights
Rowe PDM60 power controller
Voltmeter
Red LED Speedo light
Hour meter tach
JNS Engineering aux light mount
Moose rack
Australia tail light with LED bulb
YZF front fender
Double take mirrors
Acerbis tank
Acerbis skid plate
Seat Concepts seat
Oxford heated grips
Cycra Pro-bend handguards
Baja Designs Squadron Pro
Baja Designs LED controller
Headlight guard
GPR Steering Stabilizer
Pro taper Suzuki / KTM bend fat bars
ASV folding levers
JNS CS cover
SKF Sealed Wheel Bearings
Cogent Dynamics Mohave Pro Shock with 7.6 Ohlins spring
Racetech Fork .52 Springs with Cogent Dynamics Drop-in Damper Cartridges


Sure I missed something ..

So what you're telling me is my xTrainer will be a brilliant adventure bike?

I have 2 KTMs; a MY18 690R & MY22 890R. I've recently bought a MY23 Beta 390RR.
The 390Rr was bought to replace the 690R for local rides around the Vic High Country. The 890R is for longer overnight or longer trips. Hopefully the 690R gets sold and I'll get back to just 2 bikes which is my plan at the moment. I have to say though, if I could only have one bike, I'd be the 690R.

I think Husaberg Fe 650 would be better than Fe 570

You guys have awesome places to ride

I still ride my vanilla BMW f800gs everywhere. Just not fast. Only mod besides bark busters, b & b aluminium bash plate, 7.2L fuel under slung fuel tank is Nelson rigg luggage. Wind noise, yeh. Heavy, yeh. Fun, yeh.

Look into the AJP PR7

2009 EXC530. Bigger tank, 690 screen, corbin seat, cush hub, oil cooler, tool tube, cam chain adjuster and a few other bits n pieces. AWESOME bike but very twitchy at high speeds.

Simple....
Change to the "Younger" model of the DR650.
Let's go and pick a DRZ 400. 😊

DRZ400, problem solved.

Just bought the swm500. Put on a safari tank, a 2nd hand husky seat which i reupholstered myself, and a screen from ebay.. still under $11k ride away. I like adv riding as off road as possible so ill live with the cr box...

What the F are octopus straps and for the love of god please show me how you strapped those bags to that bike!

Out of the bikes you listed in the beginning of the video, I strongly suggest trying an XR650R. Specifically they R not the L

The most difficult question to answer in the universe is, "Why the heck hasn't Yamaha made a WR450R?!?"

I have a 99 XR600, everything else is inferior, unless there is too much blacktop.

If only Honda re-released the XR650R with a wide ratio transmission and a 12v lighting system... E-start would be nice but I can take or leave it.

What do you think about the Yamaha Xt660x?

Klx 351.

Yup. I made a ktm 450 xcw into a lightweight adventure bike. Searching for that unicorn like we all are. I used the 450 because I also wanted it to be a snow bike in the winter and although the 500 makes a great snow bike as well I chose this size for reasons I don't even remember at this point. Anyway, put a huge Acerbis tank on it, windshield, raised the gearing a bit, lights and soft bags. Didn't get too crazy. Results? It wasn't what I wanted or was hoping it to be. It was simply too much dirt bike but not when I wanted it to be. I didn't like it on pavement as it was just meh, didn't like it on gravel because I had the tendency to want to race, didn't like it off road because although it was a dirt bike the street legal dirt tires are awful and it made it not nearly as capable as I am used to. Yes much easier off road than other things but then I found myself asking why I am not riding a dirt bike setup at that point. I don't know. The KOVE is on my list of possibilities although I don't want to support the country. But then again if you look at everything in your house, pretty much anyone, you are supporting that country. And quite truthfully I would choose it over a KTM adventure bike. Not the dirtbikes because they are great! But the adventure bikes??? If I have to fix stuff right away I would rather it be on a bike that cost 1/3 the price. I think KOVE did great on the platform. Personally I would like the exact same setup but with 70hp. I found my 450 pretty boring to ride on roads. All that being said the 450 is now a dedicated snow bike. Works well for that.

What is wrong with separating the oil engine the way Beta does?

Mate I am SO surprised at the Honda CRF 300 Rally , especially for us older riders that want lighter and not to concerned about power .
Positives
1. Six speed box - 6 gear is like an overdrive
2. 1.8 lt oil Capacity
3. Decent tank range ( around 300 )
4. Good 👍 screen with GPS / phone mount .
Negatives
1. Power only around 25HP
2. Suspension needs improvement ( if you are anything other than a beginner )
Mods to improve
1. Suspension mods from cheap 800 to over 3000 dollars
2. EUC update - SSS motorcycles
3. Full aftermarket pipe
4. Rear rack
5. All the other stuff 😂😂😂. A fantastic all rounder, and will sit on the road at 110 Kph all day long .
Amazing bike ( coming from someone that’s owned larger Enduro bikes .

? The Kove 450 weighs around the same as the the CRF300L Rally, so not sure why you think it's not on the light end of adv bikes.

Excelente !!!!❤🇪🇸

Sounds like you're going to build a crf300 rally

i converted a xr 600. It's got a kickstart and is way lighter than the early Dommies.

What about scramblers? They seem like a nice compromise. Some of them are "lightweight" like Fantic Caballero 500 🤷‍♂️
I'm torn between Caballero and CRF300...

My DR expired outback a week ago, so this is quite timely. I'm still looking for that unicorn, and would like something lighter, more powerful, more modern, but just as capable for my next. This trip, I noticed the long boring transport sections were even longer, boringer, and transportier than previous trips, which I took as a sign. Finishing early with a dead DR was an even bigger sign...🤔

Looking at options and prices, I may end up with another DR. KTM690s and clones appeal, but as you say, I'll need to spend a few bob to get one adventurised. I already have all the DR goodies, so 😂

I think you are going to be In the same spot, for the most part once you place a long range tank on a bike it’s just a question of geometry and suspension. Starting with a lighter bike, and lets face it they’re not hugely lighter. The DR would be fine, a practical amount of predictable power and most of all, reliability

I did a DRZ400 with a big bore kit, Wr250R is not bad but I think my next will be the CRF450L with bigger tank- its downfall is the oil capacity.

Have reached these DIY paths towards lightweight ADV Rally or Enduro-Dual Sport:

1. Mod the holy grail of Dual Sports DRZ400 / DR650. Welterweight cut , use parts from RM-Z lighter wheels spring clutch brakes. ARX-Adventure Rally X tower, protape bar ends seat concept lithium, new lightweight FMF system airbox ecu.

1.2 Shredded CRF250L with parts from HRC CRF-models (Baja Dakar RedMoto) yoshi protape ecu. Riders have installed e.g.CB500X/ CB500R into a CRF500L/Rally. Could WR250R's chassis hold up with installation of a 500/600cc thumper from Yami...

1.3 Rebuild a 690/701 Enduro inspired by MotoGeo @Max Hazan KTM 950 SM with an amazing weight loss of 150lb/ 68 kg.

2 Rebuild Honda CRF450L/RL inspired by John T Young into CRF450L baby Africa Twin or rebuild a new XR650L into an ADV Rally or Enduro Sports with CRF parts, Enduro LED tower, cut weight by replacing old heavy parts with modern-tech and so forth.  

2.1 T4 or Fantic XEF450 Rally build by Manuel Lucchese.

Cross Training Adventure should reach out to e.g Suzuki Australia ´n´be sponsored with parts/donor bike for a pioneering build series.

I run a 07 WR450f with a Cush drive. You mentioned an oil cooler, did you make it or buy it? I've been wanting to do that for a few years now so I can get longer service life out of it. Great bike though.

At 64 now I have had many bikes. I’m currently riding a 23 701 with all the good stuff. It hauls ass and is relatively light as an adventure bike. Can get a little uncomfortable on long-haul’s to and from riding areas, butt is tolerable. i’ve ridden a Yamaha Tenre, the Aprilia Toureg ,and the Honda Africa, twin. Truthfully, I would, rather have one of the bigger, more comfortable bikes, but there are very difficult to pick up when I’m out riding by myself. The 701 seems like the best compromise for where I’m at right now.

I think Enduro bike conversions are worth it when you have a worthy bike to convert. I still have my trusty 525EXC that I have been flogging for 18 years. I actually have a few of them and if I can't pull the trigger on a Kove 450 or a CRF300 Rally to replace my 1983 Honda XL250R as my explorer I just mighthave to convert one. Most overlook the old RFS engine bikes because they are out of production and some parts are getting scarce but they are basically as reliable as any old Honda XR and pack more punch.

Between my 950 Adventure and the 525EXC I thought I had everything covered as far as street plated bikes were concerned but the addition of Elle Foofoo (the aforementioned XL250) brought me full-circle to my first "street" bike, a 1986 Yamaha XT350 that I purchased when I was 17. I went everywhere on it and explored countless trails and dirt roads. The XL250 brought that kind of riding back into my repertoire so to speak but inevitably being spoiled by newer bikes (including a 2021 Beta 500RRS that I tried to replace my 525EXC with and failed) allowed the thoughts of wanting more to creep into my head. I just want a little more power, a little more range, an electric start would be nice. Is a bit of wind protection too much to ask for? For the love of the Farkle King can I at least get a front disc brake? I just don't want the 950's 500+ lbs when I'm mapping out an old trap line where the ferns are chest high and I'm rubbing elbows with the trees.

And that's where the 525EXC comes in. Affectionately known as Gronkbike it's my "bullshit" bike because it has done it all. I have raced it in everything, Enduro, XC, Rallies, even MX. Despite having seemingly better bikes for the task it has taken me through the last two years of the Corduroy Enduro...in the Vet Expert courses. It's plated, it drones down pavement with no complaints, it absolutely hauls down gravel roads and it gets put away wet more often than not. It's my comfortable old running shoes of the lot. If my garage was on fire and I could only save one bike it would be the one. So worthy it is but if I convert it, if I do this, will it just be another feather in its cap or would it now wear a completely new hat? I think the latter is what I'm afraid of. When will the Chinese get around to finally copying this icon? I won't hold my breath...Excuse me while I go peruse Facebook marketplace for used Honda Rallys.

check my 450 exc adventure series and let me know what you think. Also I do a Ducati Scrambler adventure conversion as well. Love to know what you think.

I started with a KTM 500 EXC-F and bolted another $6k worth of mods and upgrades on it to build an ultralight ADV. I love it. True "do anything" bike. As long as "anything" doesn't involve extended trips on the interstate. For those types of trips, I have midsized and big bore ADV bikes.

I built me a ktm 350 and couldnt be happier.

Interesting thoughts on the beta. I own a beta 390 with the view of light adventures ride plus some enduro.bguvenbthe longer bore and lug ability, thought it was an ok compromise. The twin oil chambers is an odd one

WHERE YOU USE THE TUBLISS SYSTEM ON THE REAR WHEEL OR THE FRONT WHEEL OR ON BOTH WHEELS.

I've actually discovered something, that the manufacturers are listening.
Fantic 450 (red wr450f) maintenance intervals are 2000 km. As in the manual.
Ajp spr510 manual, maintenance intervals are 3000 km.
This is actually reasonable.
My dr200, has 3000 km intervals.

The honda crf450rl for comparison, has 1000 km.
Ktm 500 exc, has 750 km intervals.
Beta 480, has 30 hours, I don't know how it compares to the others.
Scherco 500 has 20 hours.

So, the manufacturers that selling trail bikes, not professional race bikes, has given a reasonable intervals. For road/trail uses...
I'll be happy to hear your opinion...
Thanks

P.s. the Chinese way of doing business, is very wrong. are they paying honda for copies of the cb500x frame and engines?are they paying kawasaki for using the versys engine? and so on and on..
So it's cheap for a reason... As A manufacturer myself,I'll say 👎.
cant suport it...

I finally got the exhaust and jetting on my XR650R fully sorted, only to realize that I really don't like riding it on the pavement to get to the dirt. It feels like riding a heavy machine gun. Should I try a WR450? A 500 EXC? A CRF450RL? Nope. Going back to the DR.

Still riding my '99 XR400. Sure, I'd love a nice fuel injected bike with a magic button, a wide ratio 6 speed, 275lb-ish RTR weight, better suspension, durability, preferably a few years old and lightly used for less than $4k. Show me the bike and I'll think about upgrading. Until then, I'll just work on my skillz and keep kicking the old XR... :)

Kovid 450

Anyone have modifications for depression? Have several bikes, can't bother to spend any time on them.

Would a TE510 have the short skirts like you were talking about ?

Sounds like a lot of bullshit buy th right bike for the purpose. I'll keep the Dr 2.5 lots oil capacity and 5000km service intervals plus the biggest after market accessories range available the Dr stands up against enduro pretenders again!!!!

I'm a older rider I'm riding a 1999 Dr 350 and I love it

People are not upside down in Australia 🇦🇺. Earth is scientifically logically and measurably flat.

Water in a Glass. Level

Water in a pond .. level

Water in world’s largest lake. Level

Water in the Ocean 🌊 curves? 🥴

AN SWM RS500R ADVENTURE BUILD? Tips from viewer Daniel Ryle... The windshield from the SWM 650 I bought fits well with minor mods. The 19 litre safari tank for the old Husky TE510 model works well. SWM Superdual cush drive rear wheel will fit with the right wheel spacers!
Things that need attention like upgrading to ducati starter motor, power commander 23-004 with good mapping preferably with 12 port injector and 10 micron filter the dealership will use arrow map which is horrible, golan fuel filter & upgraded fuel pump which I can't think of the name stock is same is what is used on KTM'S which will have an early death! Suspension is really good KYB same as what is used on 2012 wr450 but for adventure riding will require $1500 to set it up right! Plastics are poor quality some have upgraded to husqvarna plastics but that requires different seat or reshaping of stock not such a big problem with safari tank though as front shrouds are not required!
If you join the SWM Australia & Newzealand Facebook page the guys on there will be able to fill you in with any questions you may have, dealerships will only talk shit.
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HUSQVARNA TE610 & SUBSEQUENT MODELS This info from Edgars Lūsis about the TE610, a great potential lightweight adv platform that never really took off. Briefly, around 2007, the BMW Group bought the Italian Husky factory. In 2010, they launched the TE630 (and SM630) by improving the TE610 platform. The frame is largely the same, and so is most of the bottom part of the engine. The top end was fitted with the twin-cam head from the previous generation SM510R supermoto, and the displacement was increased to 600cc. Other improvements like fueling, hydraulic clutch, and overall build quality were made. Soon in 2012, they discontinued the TE630 and SM630 and launched the TR650 based on BMW's GS650 platform. Around 2014, the BMW Group sold the Italian factory to SWM. In 2016, SWM reintroduced the former TE630 (and SM630) lineup as the SWM RS650R and SWM 650R. These bikes are pretty much the same as the TE630 and SM630 except for suspension and plastics. In 2018, SWM launched the SWM Superdual X, a beefed-up RS650 that is still in production to this day. At the same time, a UK motorcycle builder launched the CCM Spitfire, which has the same engine, and AJP launched the PR7, also featuring the same engine. All of these motorcycles have proven the longevity of the engine, and engine parts will be available for a while. Other parts are generic.
So, here are the pros for the TE630:
Weight can be reduced to below 140kg.
Long service intervals and easy maintenance accessibility-wise.
The most significant advantage is the wide gearbox; it perfectly matches the dual sport needs, just like the engine. It's relaxing and smooth but very punchy when fun is needed. Engine vibration is almost not noticeable. It sits amazingly well at cruising speeds and still has the power to overtake.
And here are the cons:
Clutch spring retainers need an upgrade.
One of the oil screens needs to be updated to SWM's improved one.
The lambda should be removed, a power-up kit installed, and dyno-tuned to unleash the full power and improve the engine's longevity.
The subframe needs work, which can be easily and inexpensively done via DIY.
Tank size and ergonomics could be improved.
The cush hub has multiple ways to be resolved.
The SWM RS650R, Superdual, and AJP PR7 use the gearbox from the SM630 model. It's still wide, but 5th and 6th gears are a bit shorter.
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DO YOU REALLY NEED A CUSH DRIVE HUB? My info... Lots of debate on this one, including guys who are using enduro bikes for dual sport or adventure riding. I'd be keen to hear opinions especially from bike mechanics with experience in this area. I've broken this down into categories that hopefully make sense.
Dirt bikes typically don't have a cush drive hub in the rear wheel. Road bikes typically do.... road/adventure riding places more stress on a gearbox, sprockets, chain and rear tire, because the rear tire normally slips a little in dirt with each combustion stroke (hence that little rooster tail under acceleration) and there is also the flex of knobby tires - both these effects act like a cush drive hub.
Guys who put motard wheels on their dirt bikes often debate whether a cush drive hub is needed. Some say there's a high risk of eventually killing your gearbox.... other riders say this is bullshit.
My very tentative conclusion? There is probably less need to fit a cush drive hub if:
- your bike is under 600cc
- you don't plan on clocking too many miles on the road
- your bike has a solid gearbox with no known issues
- you don't lug the engine at low revs.
The reasoning? Almost every dirt bike over 600cc has a cush drive hub, which strongly suggests the manufacturers think they are needed on the big thumpers (there is the occasional exception like the Husaberg FE650 and the Honda XR650).
Almost every road bike in existence has a cush drive hub, strongly suggesting that manufacturers think they are needed for doing a lot of road mileage - or at the very least they are worthwhile due to the smoother transmission of power to the ground.
If your bike has a light weight gearbox, or any known issues, then a cush drive hub probably isn't a bad idea to minimize possible problems. For example, some guys fit cheap supermoto wheels without a cush drive hub to the Suzuki DR650 - given the known issues with third gear occasionally self-destructing I would always go the cush drive hub. And rightly or wrongly, the Yamaha WR450F has gained a reputation for a weak gearbox so I'd probably slap a cush drive hub on those.
I have no evidence to back this up, but to me logic would suggest a cush drive hub would not be needed for a two stroke. The engine is firing twice as often and I suspect creating a small power pulse through the transmission on the combustion stroke. But what the hell would I know? Any mechanics or astrophysicists care to chime in? :)
For a single cylinder four stroke dirt bike, there's a big difference in everyday riding. Personally I found it just feels smoother, there's less chain snatch, and you really notice the difference when the revs are low... much less so in the higher revs. This makes a difference to your useable rev range on your bike, meaning a lot less gear changes in normal road riding. It can be likened to the difference between riding a single cylinder road bike compared to a twin cylinder. However, if you ride hard or race then this will make no difference. But for everyday riding, each combustion stroke of the piston is dampened. I figure the advantages would be:
- extended life of sprockets and chains
- reduced wear on the gear box and other moving parts
- smoother ride whether accelearating or deccelerating
- less wear of countershaft splines (important on certain bikes)
- longer rear tyre life.