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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

1. Triumph Tiger 955i

Best used adventure motorcycle - Triumph Tiger 955i
The Triumph Tiger 955i’s powerful engine makes it a strong street performer.

Powerplant: 955cc Fuel-Injected 3-cylinder, 6-Speed trans.
Horsepower: 104.0 hp @ 9,500 rpm
Torque: 67.9 lb.-ft. @ 4,400 rpm
Fuel Capacity: 6.3 gallons (24 l)
Front Suspension Travel: 6.7 inches (170 mm)*
Rear Suspension Travel: 7.9 inches (200 mm)
Seat Height: 34.4 inches (875 mm)
Dry Weight: 474 lbs (215 kg)
Price Range: $3,185 to $4,425 (2001-2006 models)

Triumph produced the second generation of its Tiger from 2001 to 2006. Fans nicknamed it the “Girlie,” supposedly for the stripes on the front cowling that resemble eyelashes (dropped on later models).

It’s a tall, relatively heavy, fuel-injected, road-biased adventure bike. But riders rave about the 955i’s torquey triple that originated in Triumph’s 955i Daytona sport bike. Retuned for the Tiger, the engine still packs plenty of horsepower and makes a distinctive throaty growl that’s almost reason enough to buy the bike. All that power means the Tiger can easily cruise at freeway speeds, and tops out at about 130 mph. The bike is also notable for its large plastic fuel tank, giving it a range somewhere north of 200 miles. The seat is adjustable for height, and preload on the rear shock is remotely adjustable.


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An engine update in 2005 cleaned up some external cooling lines, notched up peak power a bit and increased the torque. Throughout the run Triumph added touring features like heated grips, locking luggage and a center stand. Fitted with luggage, it’s a capable two-up adventure tourer if you plan to stick primarily to asphalt. The height, weight and soft suspension settings make it a handful off road.

Issues To Watch For: The stock engine guard offers very little protection for the exhaust off-road. Reliability complaints about the Tiger 955i are few. Early models suffered from clunky shifting and excessive driveline lash, but both problems were addressed in 2005. Some owners of early “Girlies” also report having trouble keeping batteries charged, which corresponds to problems with regulator/rectifiers on some bikes.

* Fork suspension travel reduced from 9.1 inches in 2005

Author: Bob Whitby
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K.Olson
K.Olson
April 10, 2015 11:51 am

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.

ADV Pulse
ADV Pulse
April 11, 2015 11:42 am
Reply to  K.Olson

Thanks K.Olson. Very useful additional details.

Andyrew
Andyrew
April 10, 2015 8:23 pm

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.

Taha Coşkun
Taha Coşkun
April 10, 2015 11:31 pm

Where is the XT 660R?

ADV Pulse
ADV Pulse
April 11, 2015 11:03 am
Reply to  Taha Coşkun

Hi Taha, We don’t get that bike in the US.

Patrick
Patrick
April 10, 2015 11:58 pm

Great write-up!

R. O.
R. O.
April 11, 2015 2:20 am

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

MRA2003
MRA2003
April 11, 2015 10:11 pm
Reply to  R. O.

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 😉

R. O.
R. O.
April 11, 2015 2:26 am

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.

RobG
RobG
April 11, 2015 10:47 am

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.

faysalitani
faysalitani
April 13, 2015 8:03 pm

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?

Bob Whitby
Bob Whitby
April 16, 2015 2:23 pm
Reply to  faysalitani

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.

Michael
Michael
April 25, 2015 10:47 pm

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.

Doug
Doug
February 9, 2016 6:55 pm

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.

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Doug
Doug
August 28, 2017 2:34 pm

Why do I have to click through 9 pages to read this article??
You lost me there, I’ll find a more user friendly website

Keith
Keith
January 4, 2018 1:30 pm

I’ve owned 3 of the bikes listed (2006 955i Tiger, 2009 DR650, 2012 KLR 650) and babysat another (year? Transalp). I concur with the descriptions in the article. The Tiger was so top heavy and it wiggled a bit in high speed sweepers but was otherwise a very useful and fun bike. I let it get away from me once unloading it from my toy-hauler and it toppled over and scratched the tank. Once it started to tip, I couldn’t stop it. I have to say though, I never fell in love with it. I did a bunch of mods to my DR (FMF pipe, jet kit, K&N, air box mod, smaller countershaft sprocket) and absolutely loved it. I have regretted selling it from the minute it was gone. My only complaint really was the small gas tank. I currently own a KLR (EM torsion spring doohickey, K&N, Jet Kit, Lexx slip on and waiting on skid plate and crash bars) and love it. I think it’s really under appreciated. I use it 50/50 on road and Arkansas forest service access roads. I have a 2016 FZ09 for my street bike. I’m old now and ride a lot slower so the KLR works fine for me. I had a friend of a friends Transalp in my barn for about a year and rode it a few times. It was really plush and a little gutless but I liked it a lot. I didn’t like all the easy to damage and hard to replace bodywork (I know I have a 2nd gen KLR, but replacement plastics aren’t rare) . I wouldn’t buy a TA for myself.

Charlie Rauseo
Charlie Rauseo
March 9, 2018 4:00 pm

You can get good used KTM 950 Adventures now for under $5K. I bought one last year for $4500. I’ve owned and even raced a few of the bikes on the list. None comes close to the 950 as an adventure bike.
fun fun
Charlie

Carson Axtell
Carson Axtell
March 27, 2020 8:05 pm

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