Adventure bikes might be the best form of motorcycling—current market trends reflect this. The ADV segment has boomed in recent years as manufacturers continue to develop and produce new models while the riding public snaps them up. Every major OEM from Japan and Europe—even Harley-Davidson—offers at least one adventure bike. So for Kove, a small, relatively new manufacturer, it’s only logical to enter the ADV space.We had the privilege of testing the $9,999 2025 Kove 800X Pro (there’s also an upgraded 800X Rally for $11,999) in preproduction form at the recent Moto ADV Rally near Julian, California. Kove USA was providing demo rides with the 800X Pro and 450 Rally. We took this opportunity to get a day of riding on the 800X Pro to test the bike’s potential before it hits the market in final form.

Bike OverviewKoves 800X utilizes a similar design as KTM’s original 790 engine, with notable differences in the cylinder head and camshafts. Powering all three variants of the 800X is a 799cc DOHC liquid-cooled parallel-twin engine with a 285-degree crank. Its six-speed transmission features a bidirectional quickshifter and the manual clutch is cable actuated. Bore and stroke measurements (88mm x 65.7mm) are identical to KTM’s LC8c engine and fueling is provided by a Bosch EFI system.Claimed power output on the Kove 800X is 95 hp at 9,000 rpm and 59 lb.-ft. of torque at 7,500 rpm.

A vertical-layout full-color TFT display gives riders access to three ride modes (Eco, Sport, Rain), switchable traction control, and switchable ABS. The 800X Pro offers three levels of traction control (Standard, Rain, and Off) and three levels of ABS (All On, Rear Off, and All Off). The clear verbiage of the rider aids is easily understandable and the traction control system can be disabled for “Once Off” or “Long-term Off,” meaning if the rider cycles the key, TC will either reset to one or remain off.

The dash also displays a speedometer, tachometer, gear-position indicator, coolant temperature, and fuel gauge along with other basic information such as an odometer and multiple tripmeters. Our preproduction test unit also featured a menu for average speed, average fuel consumption, tire pressure, and even tire temperature, but they were not working during our test. The Kove representative mentioned the preproduction bike still had a few bugs that need to be addressed.

All three models share the same steel perimeter frame, but feature different suspension components. The Kove 800X Pro features a 48mm KYB inverted fork and a KYB piggyback shock. Both units offer compression and rebound adjustment and provide 9.5 inches of travel. Wheel sizes measure 21-inch front and 18-inch rear, and are equipped with Pirelli Scorpion Rally STR tubeless tires. The brake system consists of dual 310mm discs with Tiasco four-piston calipers up front and a single 240mm disc with single-piston caliper at the rear.A 5-gallon fuel tank gives the Kove 800X Pro a claimed 250-plus mile range and contributes to its claimed 408-pound curb weight. Additional measurements include a wheelbase of 59.5 inches, seat height of 34.5 inches, and ground clearance of 10.8 inches.Riding ImpressionsKove’s 800X Pro instantly impressed. The engine is extremely snappy and quick revving. In the dirt, the rear easily breaks traction, further enhancing its quick-revving nature. But on the pavement, where the tire maintains traction, the midrange falls flat and feels delayed. Once the engine spins up toward the top of the rev range, the power builds, pulling strongly up to the rev limiter. We tested a preproduction model and are hopeful this flat spot can be resolved with improved ECU tuning.

Off-road, the underwhelming midrange goes unnoticed. In second gear the engine easily pulls the bike out of a corner and allows the rider to steer with the rear. The combination of the Kove’s direct throttle response, manageable midrange, and strong top-end makes the 800X great for sliding corners. Snapping the throttle and dropping the clutch will quickly pitch the bike sideways. The throttle response is precise and direct, but the predictable midrange allows riders to easily manage a slide. The cable-actuated clutch has a light lever pull that minimizes fatigue, but the engagement point is vague, making it difficult to precisely meter rear wheel traction.

KYB components provide smooth and plush suspension action at fast and slow speeds. The fork absorbs small bumps well with a plush initial stroke, and the shock never felt overloaded when charging through rough terrain. Blitzing rain ruts and small whoops, the suspension soaks up obstacles and maintains a neutral bike balance, never bucking or creating a back and forth pitching motion. Sliding back and forth through a set of tight corners, the suspension doesn’t unload too quickly and upset the chassis. But jumping to flat ground landings will quickly find the suspension’s limit. Its agile chassis provides quick steering and allows riders to easily change direction and follow their desired line.

On the pavement, you will spend the majority of time in Sport mode. Traversing up county route S22 from Borrego Springs, the engine jumps off an apex, but falls flat in the midrange before coming back to life on the top-end. The ride-by-wire system is extremely direct. At times too much so. When transitioning from one corner to another, the snappy throttle can unsettle the chassis and the abruptness makes it difficult to precisely apply throttle midcorner. Standard or Eco mode provides a softer throttle response, but sacrifices power delivery. Unlike the handling characteristics in the dirt, the Kove 800X steers heavy on the pavement. The 800X requires a lot of rider input to initiate lean on corner entry. On the side of the tire, the bike is stable and planted, but getting it to drop into a corner takes more effort than it should.

Braking performance from the 800X is incredible. The power and feel from the components are among the best in class. Their initial bite is extremely strong and the stopping power progressively ramps up. It feels like the Kove 800X has the braking potential of a motocross bike. Off-road, the ABS intervention is too intrusive for spirited riding, but on the pavement the rider aid remains hidden until the situation is dire.

The ergonomics of the Kove 800X is similar to Honda’s Transalp. Its rider triangle is very open, neutral, and comfortable. That 34.5-inch seat height provides a “sit in the bike” riding position, making the Kove manageable for small riders. Its wide handlebar puts the rider in a proper off-road riding position, allowing them to keep their elbows up and apply leverage to the bike. On open highways, the windscreen provides ample protection to the torso and does not generate wind buffeting around the helmet.

ConclusionThe Kove 800X’s willing engine and sporty chassis make this an incredibly entertaining middleweight adventure bike in the dirt. On the pavement, the 800X’s side-to-side handling is sluggish, but once the rider initiates a lean angle the bike is stable. Kove’s 800X has room for improvement in this preproduction trim, but its exciting engine, capable chassis, and adjustable elections suite instantly rank it near the top of the middleweight adventure bike class. If Kove works out the few but significant bugs before the production models hit the floor, the 800X models will be serious disruptors in the middleweight ADV class.

2025 Kove 800X Pro Specs