MSL’s Dave Manning questions whether the lure of big adventure bikes is set to change following the introduction of intrepid smaller capacity machines like this…
With there being a glut of smaller capacity adventure bikes coming onto the market in 2026, it’d be easy to assume that the style and class is a new thing. But a little thought brings memories of bikes like the Suzuki DR350 being used for round-the-world trips such as that undertaken by Austin Vince and his friends in the epic Mondo Enduro (read the book, and watch the video, it’s great!), so there’s always been a certain element of demand for smaller capacity bikes that are capable of doing big trips in harsh environments. And the title of this article is intended to kind of reflect that – in that it’s the big capacity bikes that look as though they created the adventure bike category, stuff like the Beemer GS, KTM Super Adventure etc, but it’s the smaller brethren that now look set to take over and give a more practical approach to adventure bike riding for normal folk, with a reflection of what some of those pioneers from thirty-plus years ago were doing.
The Spanish Rieju brand may not be on everyone’s radar, and most folk will associate them with small capacity machinery, and pretty much anyone who’s spent any time on holiday in the Mediterranean will easily conjure up an image of a 50cc dirt bike or race replica getting howled around the streets with a very loud expansion chamber exhaust and a youth in a tee shirt and battered motocross helmet… But Rieju (if your native tongue is English, it’s perhaps best pronounced as Ree-ay-yoo) are undergoing something of a resurgence for the 21st Century, with the brand having a similar impetus as various other European manufacturers in that the bikes are still designed in their home country, but built in China, with the assistance of Chinese engine manufacturers. In the case of this 307 Aventura, it is the giant Loncin who’re assisting in the build of the new models. As a short aside, Rieju also build a number of pukka enduro bikes, including fuel-injected two stroke models, which are built entirely in Spain.
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A four stroke single cylinder of a mere 293cc capacity powers the Aventura, and although there are several 250cc enduro bikes that could be assumed to have influenced the motive power, this engine is developed from the powerplant produceded in a conjunction between Loncin and Kawasaki some years ago, that powered the KLX250 and 300, and now also drives the Voge 300 Rally, although the Aventura does have a different barrel, piston and cylinder head to the Voge. So, it’s much less stressed than the competition-focussed enduro machinery, despite the fact that Rieju have done some development work on this bike by competing in the Touareg Rally, an event that followed the original Paris-Dakar routes in North Africa. Despite this fact, there’s no feeling of an overly-tall, built-for-the-desert, specialist bike. The seat height is listed as being 890mm but feels somewhat lower, thanks due to the combining facts that it’s quite narrow, the suspension sags once you’re aboard, and the overall machine weighs about half of the sort of bike that most bike think of when the term ‘adventure bike’ is bandied about.
Although I said that the suspension sags when you climb aboard, don’t take this to mean that it’s soft and baggy, as it’s not. In fact the unbranded forks and shock are surprisingly compliant, offering an impressive 235mm of travel at both ends and, while there’s no preload option with the forks, they are fully adjustable for damping, as is the rear shock, which also has a preload ring. And the fact that the suspension remained composed both on road, and on the trails that I pottered down on a mild early Spring morning, was really impressive. Okay, so I’m no off-road expert, but surprise lumps, bumps and tree roots didn’t upset the 307 in any way, and the only issue I had was a lack of traction on wet and greasy grassy climbs thanks to the road-oriented Helios tyres (and, no, I hadn’t heard of the Chinese-manufactured Helios tyres before either.)
And, even with the big fuel tank (the specification lists it at 20.5 litres, which is massive for a ‘little trail bike’), there’s no feeling of top-heavy mass, and it’s surprisingly nimble, even when you bear in mind that it is ‘just’ a 300cc bike. The feeling of being able to turn around in a track that’s no wider than a GS with full luggage is brought by the fact that it’s got a really short wheelbase – just 1420mm – yet it loses no stability when on the road, with that off-road-appropriate big 21” front wheel tracking true and straight on fast A road sweepers.
Fast, that is, for a single cylinder of this size. It’ll sit at 70mph with 8,000rpm on the clock and, while it isn’t what you’d call buzzy, with no undue vibrations through pegs or bars, it’s clearly revving quite high and hard for the speed. It’s got more to go though, with another 2,000rpm in hand showing on the dash (I didn’t find where the rev limiter is, or indeed if there actually is one), so dual carriageways or motorways shouldn’t really hold any fear, unless you are very mechanically sympathetic, in which case holding those high revs for any sustained length of time may make you a little uncomfortable. And, if you were going to be doing a lot of road work, you could always fit a larger drive sprocket or smaller rear wheel sprocket, as the gearbox in the 307 features a particularly low first gear. Too low, in reality, even for off-road riding, as it’s easy enough to leave a standing stop in second or even third gear with a touch of clutch slip. Although whether the 24 rear wheel horsepower would cope with taller gearing at motorway and dual carriageway speeds is open to debate.
The biggest issue, whether in town or on the trails, is that the low down fuelling is a little glitchy, particularly from a closed throttle, with the pick-up being a tad jerky. It’s not horrendous given that, it being a small capacity single, you’re more likely to be opening the throttle hard, but for slow traffic work, or turning around on the trail, it does chime in a little harsher than you’d like. This is a factor that’s cropped up with a few other Chinese-built bikes of late, and is invariably cured with a software tweak at a service, so it’s perhaps not fair for me to dwell on it, so I won’t…
That said, the punch that the little motor gives at around 4000rpm, even in top gear, is enough to allow for relatively easy overtakes, although it hasn’t got the same kind of power delivery that a feisty enduro bike of similar capacity would have – but then it hasn’t got the intensive servicing regime that such a competition-focussed machine would have either…
The ABS (which is, of course, necessary for a road-homologated machine) is switchable, so if you want to turn it off for a bit of green-laning (or if your inner child is demanding skids!) it’s a very easy process (just press the button on the right-hand bar cluster, job done!)
For a skinny bike, you do feel well protected from the elements, thanks in no small part to the tall screen and portrait configuration dash. And it’s that lay out that not only gives the Dakar styling that is clearly prevalent amongst larger capacity dual-purpose bikes, but seems to be absent on smaller-sized versions, so the Rieju has a little more street cred (or should that be trail cred?) than the likes of Honda’s CRF300 or Royal Enfield Himalayan. The dash is, of course, connectable via your mobile device, so it can display your phone’s sat nav etc, and there’s a conveniently-close charging point for that (or any other) device.
So, while the little Rieju hasn’t got the long-legged abilities of big bore adventure bikes capable of lolloping along autoroutes and peages to get to distant locations, it still is capable of touring thanks to the genuine 250-ish mile range from the four and a half gallon litre fuel tank and, perhaps more pertinently, is very capable of travelling along major roads to get to some interesting green lanes, and then having the ability to explore those very green lanes solo, without the threat of being unable to extricate yourself from a boggy rut or, if the worst occurs, you have a tumble.
In short, the Rieju isn’t an enduro bike but has the niceties required with what is expected for a road bike – it has pillion pegs, a seat locked by a key (and some room underneath for a very small sandwich), an ignition key and steering lock, indicators and good mirrors, and an engine that may not be as pokey as a 250cc enduro four stroke single but is reliable and has sensible service intervals (dictated by mileage covered and not hours used). To sum up, it is perhaps the perfect 21st Century green lane tool for the folk who have no interest in attempting Hard Enduro type scenery. If you want to explore some out-of-the-way trails and tracks, without any worry of getting stuck under a 300kg behemoth, this could be the answer you’re looking for! And, despite the fact that I’ve studiously ignored what, to some folk, is the most important factor with the Aventura, I will conclude with the price. It is just £4699. Yes, well under five large for a bike that can cope with commuting, touring, green-laning and adventure riding. Right now, it feels like the market for new motorcycles in the UK is getting ever-more competitively-priced, and increasingly exciting, as each week passes…
The R version
There’s also the R version of the Aventura, which is available either as a separate Rally 307R Kit, or specified with it as a new machine, which chimes in at 400 quid more than the basic model. The kit incorporates more radical Michelin Tracker tyres, plus a number of ACD Racing parts to add some protection, including an aluminium sump guard that is significantly larger than the standard item, all topped off with a race-inspired red livery.
Other things to know…
Engine – Just over 33bhp suggests that it’s not a feisty enduro weapon, but this should be reflected by significantly lower servicing requirements and a longer engine life.
Accessories – Luggage racks, extra protection, performance goodies, graphics and more are available from dealers.
Comfort – You don’t buy a trail bike for long distance comfort, but the Aventura is surprisingly good ergonomically, and the seat is a pleasant surprise too.
Practicality – The 20.5 litre tank should give a range in excess of 250 miles, and an aluminium rack is available to cater for aftermarket soft luggage, and handguards ad folding lever tips give a nod to off-road provision.
Suspension – Fully adjustable at the rear, and with damping adjustable at the front (but not preload) it belies its apparent budget spec
Wheels – Being of 21” and 18” diameters, the rims are ideally suited not only to road-friendly shoes like the Helios fitted as standard, but more aggressive trail-friendly knobblies like the Michelin Trackers in the R kit.
Specification: Rieju Aventura 307 Rally
Engine: 293cc, single cylinder, liquid-cooling, valves, 78mm x 61.2mm bore & stroke
Power: 33.5bhp (24.6kW) at the crank (24bhp at the wheel)
Torque: 18lb-ft (27Nm)
Frame: steel tubular cradle frame
Rider aids: switchable ABS
Brakes: (F) 300mm disc, twin piston caliper (R) 240mm disc, single piston floating caliper
Transmission: 6 gears, chain final drive
Suspension: (F) 43mm forks, adjustable compression & rebound, 235mm travel, (R) single shock, fully adjustable, 235mm travel
Wheels/tyres: spoked wheels, aluminium rims, (F) 80/100×21” Helios tyre, (R) 120/80×18” Helios tyre
Seat height: 890mm
Wheelbase: 1420mm
Fuel capacity: 20.5 litres
Fuel consumption: NA
Weight: 137kg (dry)
Warranty: 24 months
Contact: www.rieju.com
Price: £4599
