Adventure Travel Is Increasingly Not Just for the Young
The average age of participants has risen over the past few years, outfitters say, thanks in part to better gear and more-accommodating trips
The average age of participants has risen over the past few years, outfitters say, thanks in part to better gear and more-accommodating trips
When Peter Cox wrapped up his career as a paediatric critical-care doctor at age 65, he celebrated by signing up for the Tour d’ Afrique, a transcontinental bike trip with TDA Global Cycling. The roughly 5,600-mile route from Cairo to Cape Town spans 10 countries over 74 days of riding with just 28 rest days. Riders average 74 miles a day and spend only 10 nights in hotels. They camp the rest of the journey.
Cox wasn’t the oldest participant. The group had five riders over 70.
Outfitters specialising in adventure travel say the average age of their customers has ticked upward since Covid, according to a survey by travel research company Skift. At TDA, for example, the average client age currently is 62, compared with 57 pre pandemic. And some 6% of its clients last year were over 75; before the pandemic, the percentage never exceeded 1%, the company says.
Adventure South NZ, a New Zealand-based outfitter, says the average age of its hiking and biking guests was 55 during the 10 years before the pandemic. It jumped to 65 directly after.
A U.S.-based operator focusing on trips for women, Adventures in Good Company, says its average guest age rose to 62 in 2023, compared with 58 pre pandemic, and on many of its most-challenging trips, ages skewed even higher. Last year a 73-year-old completed a nine-day slackpacking trip along the Appalachian Trail in Georgia that averaged 7 to 16 miles a day, and an 80-year-old woman completed a nine-day trekking tour of Mont Blanc in France.
About 4.1 million Americans will reach 65 years old this year . “Sixty is the new 40,” says Shannon Stowell , president of the Adventure Travel Trade Association. “My dad stopped being active at 50.… People are living longer, healthier lives and are more active than ever.”
Adventure travel doesn’t have to be as intense as it once was. Stowell says it has gained popularity with an older demographic in part because there are more comforts available, such as lodges with good food and guides who will transfer your gear. “Trekking to Machu Picchu or Everest Base Camp used to be so much more hard-core,” he says. “Better gear and more professionalism in guiding have made these adventures more accessible.”
Also, clients in the 55-plus crowd have traveled more than their parents and grandparents did, Stowell says. “They’ve done Rome and Paris. Now they want to go deeper to places like Mongolia,” he says.
Cox, who is now 70 and lives in Toronto, rode 2,547 miles from Bangkok to Ho Chi Minh City last year. This spring, his wife, 60, will join him on a 35-day, 1,637-mile bike expedition in Morocco. And in 2025, he plans to pedal 3,295 miles in the Himalayas from Srinagar, India, to Kathmandu, Nepal.
“I’ve never been on a cruise or to an all-inclusive resort,” he says. “The nice part of cycling is you’re moving at a speed that allows you to interact physically and emotionally with the environment.”
On long rides, Cox experiences discomfort in his shoulders and hips, but he says regular stretching has kept most aches at bay.
Rita Tellerman of New York City celebrated her 70th birthday in 2019 by cycling 1,885 miles through Madagascar with TDA Global Cycling. The trip featured 31 days of riding, nine rest days and a mix of hotel stays and camping.
“It ticked all of the areas that took me out of my comfort zone,” she says. “It was my first trip to a Third World country. I had no clue about camping equipment. And I’d never ridden a gravel bike.” The retired public-health nutritionist started cycling at age 50 and says her speed isn’t what it once was. “It pisses me off when I can’t keep up with the 50-and 60-year-olds,” she says.
Such trips require significant time and money, two assets that many older people tend to have at their disposal. Monika Sundem , chief executive of trip planner Adventure Life, says her company’s trips, which average eight to 10 days, cost $600 to $800 a day per person. Her customers in the post-65 range, meanwhile, have gone from 23.5% in 2019 to 35% last year, and they are booking such trips as treks in Patagonia, mountain biking in Ecuador and climbing in the Alaskan backcountry.
Todd Rutledge , owner of expedition specialist Mountain Trip, says 60-plus customers make up 19% of clients on his Alaska Range itineraries. “A lot of people tell us they didn’t want to go away when their kids were at home,” he says.
“Our trips are a hefty investment,” says Rutledge, whose multi-week to two-months-long expeditions typically cost $10,000 to $60,000. Most require a high level of fitness, too. “People age 65 and older statistically are more likely to experience some form of altitude sickness,” he says. “We’re not physiologists or trainers so in 2018 we partnered with a company to design personalised training programs for guests—and most, particularly our older guests, take advantage.”
Deb Shucka, 72, of Battle Ground, Wash., walks and hikes regularly to maintain her fitness for hiking vacations. She celebrated her 70th birthday trekking el Camino de Costa Rica, a roughly 175-mile cross-country trail with a peak elevation of more than 7,600 feet.
“At one point our guide told us, ‘Every morning starts with breakfast and a hill,’ and he wasn’t joking,” she says. “I had to stop a bunch on the hills but I never felt impaired,” she says. Guides transferred bags, which she says made the 16-day trip more appealing. Along the way she slept in tents, cabins and on the floor of a village community centre.
Last year, Shucka completed the Cape Camino, a roughly 400-mile route in South Africa, and she is hoping to trek in Ireland this fall. “When I retired at 63 it dawned on me I have to do these things now even if my husband doesn’t love to travel,” she says. “I’ve fallen in love with travelling by myself .”
Betsy Cuthberton, 65, an accountant in Vail, Colo., and her retired husband, Mike Cuthberton, 66, recently took a vacation in Costa Rica so they could learn to surf. “We aren’t sit-on-the-beach people,” the wife says. “We do TRX classes and yoga a few times a week so we’re still physically capable of trying anything.” The couple, who are devoted skiers, booked a weeklong stay with Surf Synergy, a surf camp in Jaco that incorporates training, yoga and massages into the programming.
Surf Synergy co-founder Marcel Oliveira says he has seen an uptick in 65-plus guests wanting to surf for the first time. He assigns each guest two coaches so they always have someone with them in the water, whether taking off on a wave or getting out of the water. Betsy Cuthberton stood up on her first wave, and her husband was up and riding by the end of the first day.
“Not once did anyone say, ‘You’re too old,’ ” she says. “I believe staying young is embracing a mindset where you’re always learning.”
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Lamborghini CEO Stephan Winkelmann has made it clear the company, which makes some of the fastest cars in the world, would not speed into the era of electrification.
“Our first steps in that (electrification) direction will be plug-in hybrids throughout the lineup,” he said in a 2022 interview with Penta. “This is all very easily welcomed at Lamborghini. The equations are easy. We always promise more performance than the generation before for all our cars, and we will do so while maintaining sustainability. By 2025, we will be able to cut our overall emissions by 50% with all of the hybrid models added.”
Proving Lamborghini and Winkelmann are as good as their collective word, the time of watts and volts arrived in Bologna, Italy, with the debut of the 2025 Lamborghini Urus SE. The first hybrid super-SUV from the proud Italian firm, which starts at $275,000 marries the familiar internal combustion specs of its growling engines with battery power looking not so much to save the planet as to propel vehicles across it with more alacrity.
The Urus SE is the first hybrid plug-in version of Lamborghini’s SUV, and it’s aimed to outperform its all-internal combustion rivals, such as the Aston Martin DBX707 and the Bentley Bentayga. The PHEV (Plug-in Hybrid Electric Vehicle) Urus SE relies on an 800 CV hybrid powertrain, surpassing any previous Lamborghini SUV model in torque and power numbers.
The machine’s twin-turbo 4.0-litre V-8 engine is reengineered and partnered with an electric powertrain to produce 620 CV. For the uninitiated, CV is the abbreviation of Chevaux-Vapeur and is similar to horsepower. Usually, HP converts to just a little less than CV—at least allowing the automotive enthusiasts from the U.S. and Europe to get a traditional sense of vehicle power for gas-powered or hybrid vehicles without needing a conversion calculator.
To make a long engineering story as quick as the Urus SE, if you add together the internal contrition power plant and the e-motor, the final output is 800 CV. The result is a Lamborghini that cuts its emissions by 80% without sacrificing performance, comfort, or driving excitement.
The thinking process on when and how to release this plug-in hybrid began before the company’s 2021 pledge to cut CO2 emissions, says Stefano Cossalter, the Urus model line director.
“This plan gave momentum to a profound and constant research of opportunities and challenges involved in the transition to electrification,” Cossalter says. “The plan started in 2023 with the launch of the Revuelto [sold out into 2026], our first HPEV (high performance electrified vehicle), and continues with the launch of the hybrid version of our Super SUV Urus SE.”
Cossalter lays out that the slow and steady march to electrification will continue next year with the release of the Temerario, described by Lamborghini as the successor to the popular Huracan and “the first super sports car in the history of the … brand to be equipped with a V-8 twin-turbo engine paired with three electric motors.” Then, the automaker will look to the horizon for its introduction of the Lanzador, the company’s first BEV (battery electric vehicle) in 2028.
The hybrid version offers improved performance over the 100% gas Urus. A magnet synchronous electric motor located inside the SE’s eight-speed automatic transmission tied into the four-wheel-drive system can boost the V-8 engine, offering additional acceleration. Meanwhile, that motor can provide enough power to transform the Urus SE into a totally electric vehicle with a range of about 35 miles in EV mode.
With the new drive system noted, Lamborghini’s engineers could turn to performance specs. They built in a new, centrally located longitudinal electric torque vectoring system with an electro-hydraulic multi-plate clutch. That’s a lot of fancy tech talk to say the vehicle can throw power and grip back and forth between the front and rear axles wherever the onboard system senses it’s needed. A new electronic limited-slip differential on the rear axle helps give the Urus SE oversteering when needed. The end result is an SUV that packs the feel of a Huracan on the road.
That supercar feel in an SUV is the experience Lamborghini refuses to abandon in the Urus SE, Cossalter says.
“We didn’t come to compromises in the hybridisation process,” he says. “We wanted the Urus SE to preserve the DNA of the original project and enhance the experience for the driver. For those reasons, we decided not to downsize. We kept a V-8 engine with its strong character and voice, and then added some spice to the dynamic behavior by changing the all-wheel-drive architecture. The result is we have more power, more torque, more speed, more fun.”
As for external styling on the Urus, Lamborghini takes after its competition at Aston Martin or Ferrari by trying to make an SUV that looks as little like an SUV as possible. The profile is lowered, and the lines sweeping and tapering from nose to tail, as though Lambo’s in-house designers want to hide the size and functionality of an SUV inside the shape of the familiar Lamborghini supercars of the past.
However, driving the Urus does not feel much like a traditional Lamborghini supercar simply because the driving position is higher and more upright compared to, say, an Avantador that puts the driver’s backside close to pavement. Regardless of where one sits, the acceleration, noise, and tight handling lives in a Urus as happily as it does in any other Lambo.
As its first volume consumer step into the hybrid world, the Urus SE tells Italian supercar enthusiasts to keep the faith.
“The Urus SE points to the future with electrification while keeping its heritage intact,” Cossalter says.
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