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ADV Bikes8 Great Used Adventure Motorcycles Under $5,000

8 Great Used Adventure Motorcycles Under $5,000

 Spending a lot of money isn't a requirement to have an amazing adventure.

Published on 04.10.2015
Used Adventure Motorcycles

These days you can easily spend $20,000 or more on a new adventure motorcycle. But it doesn’t mean you have to. The dream of traveling to exotic new places through all types of weather and terrain is still accessible, even if you decide to buy a used adventure motorcycle.

Buying a used adventure motorcycle isn’t without its own set of hurdles. It takes time and a lot of patience researching classifieds and inspecting adventure bikes for sale before finding the right one. However, you can potentially save thousands of dollars by taking the pre-owned plunge, and the money you save can be used to extend your travel time.

Here are eight great used adventure motorcycles that you can purchase for a quarter of what you might spend on a new BMW. Each bike has its own unique character and there’s a good chance you’ll find one on the list that’s a perfect match for your type of adventure. This list of Adventure Bikes begins with more street-oriented models and progresses to more off-road-focused rides. We also outline some of the common issues to be aware of when inspecting these adventure bikes for sale.

Click the “Next Page” link below to get started.


Author: Bob Whitby

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15 thoughts on “8 Great Used Adventure Motorcycles Under $5,000

  1. Let me address the last sentence of this fine write-up. The neutral sending unit itself isn’t the trouble, it’s the fasteners that hold the nsu in place. They can become loose over time, and, in very rare cases, fall out and do damage. The fix is pretty straightforward, but it does require pulling the clutch cover to access the two screws and either chemically or physically retaining the fasteners.
    The countershaft seal failure is far easier to prevent by using the retainer found on the DL650. Suzuki sells this part for about $15, and its a five minute job to install. New DR650’s already have the retainer in place, I believe.
    Some have expressed concerns about the third gear failures that have been documented. It is a very, very rare occurrence, but those few times it’s happened, it’s often totally destroyed the engine. A new, and much more robust gearset is available from the aftermarket, but it’s almost prohibitively expensive and labor intensive for most DR owners to attempt the upgrade to prevent a problem that statistically probably won’t ever happen.

  2. Being an owner of a 02 Triumph Tiger 955i I must make a couple comments.. First off they are indeed fantastic adventure bikes and are a bit road biast due to the weight. They handle fantastic and the power delivery is sublime. Shifting is very notchy, and if you come from a Jap bike you might even think its broken, but you get used to it and eventually start to like it as part of its character.
    Its a great bike for fire trails and can do fantastic power slides, but I wouldnt take it on serious trails.

    Best part is the price, the factory equipment (removable bags if you have them are amazing) heated grips, center stand, but the gas milage is way way up there. I get about 45mpg average on fast paced twisty road driving and combine that with 6.3 gallon tank it can go high 200’s without even trying.

    Great bike, Mixes the luxury of the new adventure bikes with some of the classic sound and characteristics of a triumph.

  3. Just wondering. Why does most of the bikes have their engine hp written here , and KLR650 has the real wheel dyno hp? DR650 and NX650 both also do only 37 hp on rear wheel 😉 and the KTM 640 goes up to 46 at most times

    • There are no official crankshaft hp numbers from Kawasaki for the KLR. If you see that number somewhere I would take it with a grain of salt 😉

  4. Why does KLR 650 have a rear wheel power here while other singles have their engine power? stock NX and DR also show around 37 on dyno. KTM 640 goes as far as 45 usually.

  5. I second K.Olsen’s response about the DR650’s NSU issue. It’s just loose screws that are easily remedied. I Lock-Tite’d mine at 8600 miles. The bike has 33k on it now and hasn’t had an issue ever. I replaced my countershaft seal at 30k (first time it leaked) and it’s been fine too.

    The DR650 is THE BEST inexpensive adventure/dual sport bike you can buy, period. Yes, I’m biased. It’s a blank slate for customization. Customize it to your heart’s content. If you don’t want to do that, then it’s not the bike for you; go buy an excessively heavy KLR650.

    As for the V-Strom, I have one. It’s way better off-road than you’d think. Just don’t pound those whoops. Put a good skid plate and crash bars on it and go have fun. I’ve ridden some fairly technical trails on it just fine. I also added an ABS cut-off switch for a few bux.

  6. Why no love for the Funduro? It’s engineered superbly and rock solid, and I’ve done some loooong trips and covered difficult terrain on mine, without encountering a single problem. How did the F650GS (a great bike itself) vastly improve on the Classic?

    • The Funduro is a fine bike and a great adventure mount. The only reason I chose the F650GS instead was because it is a more modern design and has more aftermarket support. The Funduro would cost less than an F650GS, which might make it a better choice for some riders.

  7. The BMW F650GS Dakar with a retuned fully adjustable USD fork, axle adapters, retuned fully adjustable rear shock and some body protection is an unstoppable little machine. This and the 660 Tenere with same mods are in my opinion the best and most capable ADV bike under 800CC for capability and reliability.

  8. How about an option to “view all” on one page? — I’m sure these are good articles. But clicking through one image after another after another after another gets old fast. It’d be cool to have the option to see them all on one page and just scroll through them. I’d be a LOT more likely to go through the whole article rather than just the first 2 or 3 images.

  9. Pingback: Transalp 700???? I just don't get it! - Page 4

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