“The Kove 510X Adventure brings a breath of fresh air to the mid-range adventure bikes”, a phrase I’ve heard repeatedly since the Motorbeurs (Motor Show) in early 2025. So when I had a free day in September, I took the plunge and drove to a Kove dealer. No preparation, so no camera gear. But without a helmet-mounted camera, I was able to truly enjoy this A2-compliant 500cc parallel-twin. Is this the ideal new adventure bike for Dutch and/or European motorcyclists seeking an affordable adventure bike that can handle city riding, highway riding, and long-distance touring?
Confident and accessible midweight adventure option
The Dutch and wider European market has strengthened considerably in recent years in the A2 adventure motorcycle segment. Riders now have plenty of affordable options, meaning newcomers no longer need to step straight into a premium, high-priced brand.
So what sets the Kove 510X apart from the rest? According to the dealer, the 510X has been engineered with a clear mission: “to deliver the looks, functionality and riding experience of a modern, touring-focused adventure motorcycle, without the premium price tag of established competitors.”
Its stance is immediately recognisable as adventure-ready, with long-travel suspension, a substantial skid plate, and a 20-litre fuel tank that supports extended touring. The 510X has the visual presence of a larger motorcycle, allowing it to compete with established Japanese middleweights such as the Honda CB500X, Kawasaki Versys 650, and Suzuki V-Strom 650. In practice, however, it reminds me most of the CFMoto 650MT and the CFMoto 800MT Touring.
With a seat height of 820 mm, the Kove 510X sits at the lower end of the adventure segment, making it accessible to a broad range of riders. When mounting the bike, I could easily place both feet on the ground, similar to the Royal Enfield Himalayan 450. Practical extras such as a centre stand, engine guards, and handguards come as standard, making the 510X immediately ready for touring and light off-road use. These features are not only useful in everyday riding but also visually complement the 510X. A real adventure bike should have handguards; they complete the picture for me. Perhaps even more striking are the gold-spoked wheels. Perfect.
To ensure reliability and rider confidence, Kove works with well-known component suppliers. The adjustable KYB suspension lets riders tune the setup for their weight, luggage, or terrain. During this test ride I left the suspension untouched, and it was most likely set for a lighter rider. Even so, small off-road sections, like gravel roads or dirt farm tracks, were handled comfortably.
The steel diamond frame, paired with an aluminium swingarm, delivers a balance of durability and reduced weight. At 205 kg, the 510X is not overly heavy; on the road this translates into a well-balanced machine with predictable handling. The Nissin brakes and standard Metzeler Tourance tyres provide a proven, road-focused touring setup. For me, this meant most bends could be taken fairly sportily.
The fairing and windscreen are designed to offer solid wind protection, and the screen can be adjusted between two positions, which may help improve comfort on longer rides. However, an Allen key is required to adjust it, so I kept it in the default position. An adjustable windscreen is always welcome, but being limited to two settings, and not being tool-free adjustable, feels somewhat restrictive.
The TFT display is bright and easy to read, though nothing particularly special.
A2-ready power with smooth mid-range performance
The most important feature of a mid-class adventure motorcycle in Europe is its suitability for the A2 licence. With its 498 cc parallel-twin engine producing approximately 47 hp (35 kW), the Kove 510X sits perfectly on the A2 licence threshold. The parallel-twin performs best in the mid-range, delivering smooth, linear power between 5,000 and 8,000 rpm. On paper, the figures differ little from those of its competitors; the A2 restriction simply means that every motorcycle manufacturer aims to get as close to that limit as possible. Out on the road, the 510X feels lively, offering plenty of enjoyment on winding country routes. The 510X provides sufficient torque for confident motorway overtakes. The six-speed gearbox shifts smoothly, and the light clutch is ideal for new riders and daily urban use.
At lower revs, for example when filtering through traffic, the throttle response can feel a touch twitchy. Dropping down a gear is an easy remedy, and this characteristic fits the smaller twin-cylinder engine. The responsive power delivery and manageable output make the 510X a strong choice for daily adventure riding and touring. For more demanding off-road use, Kove offers the Kove 450 Rally, the bike that secured victory in the 2024 European Motorally Championship and is also used by the brand for the Dakar Rally.
The Kove 510X features two selectable riding modes: Sport and Eco. As it uses a throttle cable rather than ride-by-wire, the differences remain subtle, and in all honesty, I rode almost exclusively in Sport mode. One benefit of this simpler electronic approach is reduced maintenance costs, especially if you plan to learn and carry out most servicing yourself. Fewer electronics means fewer potential failures, ultimately improving reliability. Fuel consumption was mentioned by the dealer; 4.0 L/100 km is achievable. My figures in Sport mode were closer to 4.5 L/100 km, including an attempt at the top speed, during which the 501X reached 158 km/h on an empty road. A quick search afterwards suggests a maximum speed of around 170 km/h. More than adequate for an A2-compliant adventure bike. Although maintenance and service intervals are straightforward, the dealer network in the Netherlands is still limited, though naturally this will improve over time. Thanks to the use of well-known component brands, parts availability is more reliable than with some of the lesser-known Chinese manufacturers.
With a dealer price of €8,829 in the Netherlands, the 510X sits comfortably between the often more affordable smaller brands and the more premium major manufacturers. While offering equipment levels that are equal to or better than both. For comparison, the Benelli TRK 502X costs €8,599; the Royal Enfield Himalayan 450 starts at €7,199, with the upcoming Himalayan 650 expected to be around €8,000. The CFMOTO 650MT is priced at €7,449 at the time of writing. Larger brands such as the Honda NX500 at €8,849 or the Kawasaki Versys 650 starting at €8,999 are already more expensive. At the same time, the Suzuki V-Strom 650A, with a starting price of €9,899, represents a significantly higher investment.
Surprisingly comfort on winding polder roads
On the small polder roads of North Holland, I truly enjoyed the Kove 510X. Its riding comfort genuinely positively surprised me, although a seat upgrade would not be a luxury for long-distance journeys. Nevertheless, I had the pleasure of a comfortable late-summer afternoon tour. The 510X is equipped with a 19-inch front wheel and a 17-inch rear wheel, which certainly enhances its agility. It is very similar to my Yamaha XT660R, which features a 21-inch front and 17-inch rear wheel. Because of this, I quickly felt confident riding the Kove 510X. The 510X offers stability in longer bends, but I particularly appreciated how well it handled tighter, more technical corners.
A suspension travel of 180 mm at the front and 165 mm at the rear gives the 510X its ‘big-bike’ appearance. This is on the generous side for road-focused adventure motorcycles. On the polder roads, the suspension effectively absorbed surface irregularities. Some potholes were handled a little less kindly, but the fully adjustable KYB suspension had not been adapted to my weight. Riders who enjoy fine-tuning can adjust both rebound and compression, with the fully adjustable KYB setup. This is ideal whether you’re commuting or heading out on long touring rides, with full gear on the back. This gives the Kove 510X a clear advantage over competitors in the same price segment, many of which offer only basic preload adjustment.
The Kove 510X is fitted with a dual-piston front brake and a single-piston rear brake, both supplied by Nissin. ABS is mandatory and appears more than adequate, and braking force is easy to distribute between front and rear. The initial bite felt slightly soft, something that could easily be resolved with steel-braided brake lines. Overall, the brakes provided a predictable feel until you start approaching the limits of the system. At that point, the braking limitations quickly become noticeable. Upgraded brake lines and possibly a higher-quality brake disc could address this for more experienced riders. The rear brake pedal was easy to reach and operate from the upright riding position. At 6’1 feet tall, I found the foot position comfortable at rest, and I expect slightly shorter riders will feel even more at ease.
Returning to the standard equipment of the 510X: crash bars, a centre stand, handguards, and spoked wheels are all included. The swingarm supports panniers or a top case with ease, and Kove offers these as optional accessories. Additional options such as heated grips and auxiliary lighting are available from European dealers, with even more accessories offered as aftermarket. Kove has been a major player in Asia and Australia for years, so there is plenty available to make the motorcycle truly your own. The 510X is available in two colours: grey/blue and grey/bronze. With its angular bodywork, the 510X follows recent industry design trends and will not immediately stand out in a line-up of mid-class adventure bikes.
Conclusion
Is the Kove 510X the breath of fresh air in the mid-capacity adventure segment? It is A2-compliant, well-equipped, and relatively affordable, without ever feeling cheap. Beyond that, the Kove 510X is simply a delightful motorcycle for Dutch polder roads or daily commuting. And I can easily imagine taking it for a weekend adventure through the Ardennes or the Eifel.
When you compare the Kove 510X with its direct competitors, it is not significantly lighter, more powerful, or dramatically cheaper than the established alternatives. This clearly shows just how fiercely contested this segment has become, with every manufacturer fighting for a foothold. While the Kove 510X may not yet enjoy the reputation of its Japanese or European rivals, it certainly deserves a place on the shortlist of options for new riders, and for experienced motorcyclists looking for an affordable machine for the occasional off-road weekend.
Engine block | Twin cylinder parallel, liquid cooled, 4 stroke, DOHC |
Cylinder capacity | 498 cc |
Bore x Stroke | 72 x 61.2mm |
Compression ratio | 10,6:1 |
Ignition | Electronic ignition |
Max. power | 35 kW (47 pk) at 8500 rpm |
Max torque | 45 Nm at 7000 rpm |
Drive | 6 gears, Constant mesh |
Frame | Strong steel diamond-shaped frame |
Front suspension | KYB preload/damping adjustable |
Rear suspension | KYB preload/damping adjustable |
Suspension travel | 105 mm |
Front brakes | Hydraulic dual disc brakes, 2-piston Nissin caliper |
Rear brake | Hydraulic single disc brakes with single-piston Nissin caliper |
| Front tire | 110/80-19 |
Rear tire | 150/70-17 |
Length | 2200 mm / 86.6 inch |
Width | 935 mm / 36.8 inch |
Height | 1400 mm / 55,1 inch |
Wheelbase | 1479 mm / 58.2 inch |
Seat height | 830 mm / 32,7 inch |
Ground clearance | 210 mm / 8.27 inch |
Weight | 205 kg / 451 lbs |
Fuel capacity | 20,0 Litre |
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