The commuter's problem is specific: you need gear that protects you at highway speeds, but you also need to walk into a meeting at 9 AM without looking like you just came off a race track. The gear world has gotten a lot better at solving this in the last decade, but you still have to know what to look for. The other problem — the one that gets people hurt — is the "it's only 3 miles" mentality. Distance doesn't change what happens if a car pulls out in front of you. Gear up every single time. The Core Challenge: Protection You Can Wear in an Office Standard motorcycle gear is designed for protection and weather resistance. It's not designed for dress codes. The result is a lot of riders either showing up to work in race-style jackets with bold graphics or, worse, skipping gear entirely because they don't want the hassle. The solution isn't to compromise on protection. It's to find gear that was engineered for dual use. Riding Jeans That Actually Look Like Jeans Riding jeans have improved dramatically. CE-rated aramid-lined denim with hip and knee armor now looks, from five feet away, like regular jeans. Brands like Drayko, REV'IT, and Pando Moto make jeans that you can wear at a desk without advertising that you ride. What to look for: - CE Level 1 or Level 2 hip and knee armor (removable for the office) - Full aramid lining, not just patches at impact zones - A cut that fits like pants you'd actually wear (slim or straight, not motorcycle-baggy) - Stretch panels if you're swinging a leg over a sportbike The armor is removable on most models — pull it out when you get to the office, slide it back in before you ride home. Jackets That Pass the Office Test A slim-cut leather or textile jacket in black or dark navy reads as a regular jacket to most people. You're not going to wear it into a board meeting, but for most workplaces it's unremarkable. The key features for commuter use: - CE Level 2 shoulder and elbow armor - A back protector (or a pocket that fits one — don't skip this) - A cut that works over a dress shirt or business casual without looking boxy - Minimal branding and graphics Black leather in particular reads as a jacket first, motorcycle gear second. The Overpants Approach An alternative to riding jeans: wear your work clothes under waterproof overpants that go over everything. You arrive, strip the overpants off, stow them in your bag or on the bike, and you're in your regular work clothes. This works especially well for formal dress codes where riding jeans won't cut it. The downside is carrying the overpants, and if it's not raining, you're adding an extra layer for no weather benefit. Some riders use lightweight mesh overpants in summer just to carry the armor. Storage: Where to Put Your Stuff A motorcycle commuter's storage problem is real. Your helmet, gloves, and maybe a jacket need to go somewhere while you're at work. Options: - Desk or locker — if your workplace has space, a backpack with your helmet and a tote for your jacket is the simplest solution - Tail bag or top case — a lockable top case solves the helmet problem cleanly. Many commuters find this the most practical option - Panniers — more capacity, works well if you're carrying a laptop or change of clothes Rain Gear That Packs Small The commuter weather problem is different from the touring weather problem. You don't want to carry a full rain layer every day — you want something that stuffs into a jacket pocket or your bag for the days you need it. A packable rain jacket that goes over your riding jacket, combined with overpants, handles most commuter rain situations. Look for something that compresses to roughly the size of a water bottle. It won't be as effective as a full Gore-Tex riding jacket, but it solves the "sudden rain on the way home" problem without requiring you to plan around it every day. Visibility in Traffic Commuter riding is urban riding, which means more traffic, more stop-and-go, more vehicles not looking for motorcycles. High-visibility gear has real safety value here even if it creates a dress code problem. Practical compromise: a high-vis vest that goes over your jacket for the ride in, removed at the office. They're cheap, pack flat, and make a measurable difference in how early drivers see you in traffic. The "It's Only 3 Miles" Problem The statistical reality is that most motorcycle accidents happen on short, familiar trips. Familiarity breeds inattention — yours and other drivers'. The stop-and-go conditions of a short urban commute mean more conflict points with cars, not fewer. Gear up every ride. The discipline matters most on the days it seems least necessary. Gear That Works On and Off the Bike The ideal commuter kit doesn't require a transformation ritual when you arrive. Riding jeans, a plain-cut leather or textile jacket, and ankle-covering boots get you 80% of the way there for most workplaces. Full kit for a serious commuter: - Helmet (full-face or modular — avoid half helmets for daily commuting in traffic) - Riding jeans with removable armor - Slim leather or muted textile jacket with CE armor - Ankle-covering boots (over-the-ankle at minimum, riding-specific preferred) - Gloves (leather short-cuff or commuter-specific) - Packable rain layer (stored in bag or top case) Frequently Asked Questions Are riding jeans as protective as motorcycle pants? Riding jeans with full aramid lining and CE Level 2 armor are meaningfully protective, but most don't match the abrasion resistance of dedicated textile or leather motorcycle pants. For highway commuting, CE Level 2 jeans are a reasonable compromise. For track or high-speed riding, use proper pants. Can I carry my helmet on my motorcycle all day? A lockable top case is the practical solution most commuters land on. Leaving a helmet dangling from the bike is a theft risk and subjects it to UV degradation. A quality top case is worth the investment if you're riding daily. What's the best jacket for commuting that doesn't look like motorcycle gear? A plain black leather jacket with internal CE armor is the most versatile option. It reads as regular outerwear, carries real protection, and works across most dress codes. REV'IT, Alpinestars, and Dainese all make slim-cut options that lean more "jacket" than "gear." Do I need waterproof gear for commuting if I check the weather? Weather forecasts are imperfect. A packable rain layer that lives in your bag or top case costs almost nothing and takes up minimal space. Carry it even on clear days — you'll eventually be glad you did. Is a modular helmet practical for commuting? Yes, for many commuters. The ability to flip the chin bar up to talk to parking attendants, eat lunch, or wear it around the block without full removal is a real convenience feature. Weight and noise penalties are real, but the practicality often wins for daily use.

Should you buy the 2026 BMW R 1300 GS? Yes, if you want the most complete adventure tourer on sale and can budget past the options list. The 145 hp boxer, adaptive suspension, and matrix LED tech lead the class, while as-tested pricing near $28,000 keeps it from a higher score. We rate it 8.6 out of 10. MGR Rating: 8.6/10 Our rating is an editorial research verdict built from verified manufacturer data, published road tests, and documented owner feedback. We do not conduct instrumented ride testing. Criterion Score Why Engine and performance 9.5/10 The 1,300cc ShiftCam boxer makes 145 hp and 110 lb-ft, setting the class standard for effortless two-up pace. Comfort and touring capability 9.0/10 A seat range of 31.5 to 35 inches and relaxed ergonomics fit almost any rider, though the stock screen divides opinion. Technology and electronics 9.5/10 Matrix LED lighting, four ride modes, cornering ABS, electronic suspension, and the optional Automated Shift Assistant are as deep as this class gets. Value for money 7.5/10 The $20,395 base price is fair, but the GS most buyers actually order stickers closer to $28,000 before destination. Reliability reputation 7.5/10 The boxer format is proven over decades, but this is still a young platform with dense electronics, and early adopters have logged software and fit niggles on owner forums. Verified Spec Card: 2026 BMW R 1300 GS Spec Figure Base MSRP $20,395 (plus $1,095 destination) Engine 1,300cc air/liquid-cooled ShiftCam boxer twin Power 145 hp at 7,750 rpm Torque 110 lb-ft at 6,500 rpm Wet weight 523 lb, road ready and fully fueled Seat height 33.4 inches standard, 31.5 to 35 inches with seat and suspension options Fuel capacity 5.0 gallons Key electronics Full Integral ABS Pro, Dynamic Traction Control, four ride modes, Hill Start Control, Dynamic Cruise Control, TFT with connectivity, matrix LED headlight, heated grips Specs verified against BMW Motorrad USA's published technical data and cross-checked with Motorcycle.com's 2026 listing. Optional equipment includes Dynamic Suspension Adjustment, Riding Modes Pro, radar-based assistance, and the Automated Shift Assistant clutchless transmission. Who It Is For, and Who Should Skip It Buy it if: you tour long distances on mixed surfaces, you value electronics that genuinely work, and you want one bike that can commute Monday and cross a state, or a border, on Saturday. Skip it if: your budget stops near $20,000 once gear and destination fees land, you ride mostly technical off-road where 523 lb is a handful, or you want the simplest possible machine to maintain outside a dealer network. Strengths and Weaknesses Strengths Class-leading engine flexibility: strong drive from low rpm with a genuine top-end rush. The most configurable ergonomics in the segment, from 31.5 to 35 inches of seat height. Electronics suite that rivals luxury cars, including adaptive ride height and matrix LED lighting. Lighter than the R 1250 GS it replaced while making more power. Weaknesses Real-world pricing: popular builds run $26,000 to $28,000, and owners consistently flag the cost of packages that feel like they should be standard. Owner forums report early-production electronics glitches, including connectivity dropouts and warning-light gremlins, typically resolved under warranty. The styling and the new headlight remain divisive among longtime GS owners. Service costs at BMW dealers are among the highest in the class, and independent options are limited in rural areas. Buying Advice Order the Premium Package with Dynamic Suspension Adjustment if you tour loaded; it transforms the bike more than any single option. Test the Automated Shift Assistant before committing, riders are split on it. If you regularly ride 400-mile days far from fuel, look at the R 1300 GS Adventure with its larger tank instead. GS resale values remain strong, so late-model used examples rarely undercut new pricing by much. Gear Pairing for the R 1300 GS This is an armored-textile bike. A laminated Gore-Tex suit like Klim's Badlands Pro or Latitude matches the GS's do-everything brief, and REV'IT's Sand series is the warm-season pick for the same money-to-protection ratio. Alpinestars' Tech-Air airbag vests layer under most ADV shells and are worth the line item on a bike this fast. For shoulder-season and winter riding, our cold-weather layering guide covers the head-to-toe system that keeps a GS usable year-round. Some ADV tourers also stash a thin pair of deerskin gloves as a packable backup, they take up no space and work with heated grips. FAQ Is the BMW R 1300 GS good for shorter riders? More than any previous GS. With the low seat and adaptive vehicle height option, effective seat height drops to 31.5 inches, and the bike carries its weight low thanks to the boxer layout. What changed from the R 1250 GS? Everything structural. The R 1300 GS uses a new sheet-metal main frame and monocoque-style rear frame, revised EVO Telelever and Paralever suspension, a 1,300cc engine with 145 hp, and a lighter overall package at 523 lb wet. How does the R 1300 GS compare to the Honda Africa Twin? The GS is faster, more comfortable on pavement, and far more sophisticated electronically. The Africa Twin counters with a lower price, a stronger reliability reputation, and less intimidating ownership costs. On value alone the Honda wins; on capability the BMW does. Is the Automated Shift Assistant worth it? It depends on your riding. ASA removes the clutch lever's function during normal riding and shifts smoothly at speed. Riders who do technical off-road work or like full manual control tend to skip it; heavy-traffic commuters tend to love it. What is the fuel range of the R 1300 GS? With a 5.0 gallon tank and typical observed economy in the high 40s mpg, plan on 200 to 230 miles between stops. The GS Adventure variant carries more fuel if range is your priority. Does the R 1300 GS have cruise control? Yes. Dynamic Cruise Control is standard, and radar-based Active Cruise Control with braking function is available as an option. Sources BMW Motorrad USA, R 1300 GS technical data BMW Motorrad USA, R 1300 GS model page and pricing Motorcycle.com, 2026 BMW R 1300 GS specifications Last updated: August 6, 2026

The Yamaha MT-07 is a 689cc naked middleweight built for riders stepping up from a small bike, returning riders who want something light, and commuters who want one machine for city and backroad work. Yamaha USA lists the 2026 bike at $8,599 before destination. The 2025 model year brought the fourth generation, and it matters more than a styling refresh usually does: ride by wire throttle, a stiffer frame, an inverted fork, radially mounted front calipers and a five inch colour TFT all arrived at once. It is the wrong bike for long interstate work. There is no fairing, no cruise control at any price, and the tank holds 3.7 gallons. It is also the wrong bike if you want a complete modern electronics package, because there is no IMU, no cornering ABS, and the quickshifter is a paid accessory rather than standard kit. Riders who already ride quickly will find the ceiling low. Yamaha USA publishes no horsepower figure at all, and MCN quotes the claimed output at 72 bhp. What You Are Actually Buying Yamaha's 2026 US specification sheet gives the MT-07 a 689cc liquid-cooled DOHC inline twin with four valves per cylinder, an 80.0mm by 68.6mm bore and stroke, 11.5:1 compression, fuel injection with YCC-T ride by wire, a six speed gearbox with an assist and slipper clutch, and chain final drive. There is one trim in the United States and the factory warranty runs one year. The chassis is a 41mm KYB inverted fork with 5.1 inches of travel, a KYB single shock adjustable for preload and rebound damping with the same 5.1 inches, dual 298mm front discs on radially mounted four piston calipers with ABS, and a 245mm rear disc. Tires are Dunlop Sportmax Q5A in 120/70ZR17 and 180/55ZR17. Yamaha also fits its lightweight SpinForged wheels. MCN's report on the fourth generation explains why so much changed at once. Every chassis part except the headstock is new, the frame is 13 percent stiffer, and the inverted fork, the ADVICS radial calipers and the slipper clutch are firsts for the model. When shopping used, that is the line to shop across. Wet weight 403 lb, Yamaha USA figure including a full tank and all fluids. Seat height 31.7 inches, wheelbase 54.9 inches, ground clearance 5.9 inches. Fuel capacity 3.7 gallons, with Yamaha estimating 57 mpg. ABS and switchable traction control are standard. There is no IMU and no cornering ABS. The Engine, and the Power Figure Yamaha Will Not Print Yamaha USA publishes displacement, weight, seat height and an estimated fuel economy number for the MT-07, and no power or torque figure whatsoever. Anyone quoting a US horsepower number is quoting somebody else. MCN gives the claimed output as 72 bhp and 50.15 lb-ft, which is the European figure for the same engine, so treat it as a claim rather than a measurement. In Europe Yamaha also sells a 35 kW restricted version for A2 licence holders, which is not a US concern but tells you how much headroom the engine has. What the number does not capture is the delivery. The CP2 uses a 270 degree crank, and MCN's launch test describes the ride by wire calibration as deliberately linear with the effort concentrated between 3,000 and 7,000 rpm. The practical result is a bike that feels quick out of corners and ordinary at 80 mph. On fuel, Yamaha's estimate is 57 mpg. MCN averaged 55 mpg on the 2025 bike, but that is an imperial gallon, so roughly 46 US mpg, and MCN quotes a 150 mile tank range. Plan stops around 130 miles. Ergonomics and Seat Height The seat sits at 31.7 inches, or 805mm, unchanged through the redesign. What changed is the shape around it. MCN reports the bike is 25mm narrower at the waist, which makes the same measured height easier to straddle, and the footpegs dropped 10mm to give taller riders more room. Both are real improvements and both are the sort of thing a spec sheet hides. There is a cost to the narrower midsection, and MCN names it: there is less bike to grip with your knees under hard braking and acceleration. The one MCN owner review posted so far on the 2025 model also calls the seat too hard. Yamaha's own accessory catalogue includes an MT-07 Rider Comfort Seat, which suggests the complaint is not unique. What Owners Report, and the Complaint That Is Not About the Engine This is where the MT-07's reputation and its owner data diverge, and it is worth being precise. MCN's owner section for the 2021 to 2024 MT-07 shows a collective 3.6 out of 5 for reliability and build quality. That is a mediocre score for a Yamaha, and MCN says plainly that the bulk of the low ratings target finish quality and a lack of corrosion resistance rather than anything mechanical. The specific cases MCN cites are a swingarm replaced under warranty because of rust and front indicators that worked loose. Neither will strand you. Both cost money at resale, and both are visible standing next to a used bike. The engine is the opposite story: the CP2 has been in production since 2014 across the MT-07, XSR700, Tenere 700, Tracer 7 and YZF-R7, with no widely documented pattern failure. Be careful with owner data on the fourth generation bike. MCN currently shows one owner review for the 2025 model. One review is an anecdote. The honest position for 2026 is that the new bike carries a proven engine into a chassis that has no service history yet. Running Costs, Service and Recall History MCN puts the service interval at 6,000 miles or annually, with valve clearances checked every 24,000 miles, and lists annual servicing at 220 pounds for the previous generation bike. That valve interval is generous for a middleweight twin and is a genuine ownership advantage. Everything else is cheap: 17 inch tires in common sizes, a chain and sprockets, and no shaft or belt. The recall picture is short. NHTSA campaign 14V-657 covered 2015 FZ-07 machines, the US name for the MT-07 at the time, built between 1 May and 30 September 2014. The positive battery cable could be pinched between the seat base and the seat bracket, where it could chafe and short circuit, with a fire risk. Dealers replaced the cable and the seat bracket free of charge and the recall began on 31 October 2014. Beyond that, NHTSA's year by year list of Yamaha models with open recall campaigns does not include the MT-07 for model years 2021 through 2026. A separate 2025 Yamaha campaign covering a throttle position sensor applies to the CP3 triples such as the MT-09 and MT-10, not to this bike. MT-07 Versus the Suzuki GSX-8S and the Family The Suzuki GSX-8S is the sharpest direct rival in the United States. Suzuki lists the 2026 bike at $9,249 plus $700 destination, with a 776cc parallel twin, 445 pounds curb weight, a 31.9 inch seat and the same 3.7 gallon tank. So the Suzuki costs roughly $1,000 more once destination is counted, carries 42 more pounds, and gives you more displacement in exchange. MCN also names the Triumph Trident 660, Honda CB650R and Kawasaki Z650 as class rivals. The more useful comparison for many buyers is inside Yamaha's own showroom, because the CP2 engine is sold four ways. The YZF-R7 at $9,399 is the faired sibling with clip-ons and a sportier riding position, the XSR700 at $8,599 is the retro with the same money and the same motor, and the MT-09 at $10,899 steps up to the 890cc triple for riders who find 72 bhp thin. Test the R7 before assuming you want the naked, because the engine is identical and the ergonomics are not. Common Questions Is the Yamaha MT-07 a good beginner bike? It is one of the best full size first motorcycles on sale, with two honest caveats. The 31.7 inch seat, 403 pound wet weight, light slipper clutch, switchable traction control and three throttle modes make it forgiving, and Yamaha narrowed the waist in 2025 specifically to help shorter riders reach the ground. The caveats are that a claimed 72 bhp in a 403 pound bike is real performance, and that the safety net stops at ABS and traction control with no IMU behind either. Does the MT-07 come with cruise control or a quickshifter? There is no cruise control at any price, and the quickshifter is a paid accessory rather than standard equipment. Yamaha's US accessory catalogue lists an MT-07 Quick Shifter under part number BLW-E81A0-V0-00, so a US buyer can add one, but it is not fitted at the factory. The Y-AMT automated manual Yamaha sells on the MT-07 in Europe is absent from the 2026 US model, which is listed with a conventional six speed only. What should a used MT-07 buyer check first? Corrosion, because that is what owners actually complain about. MCN's 3.6 out of 5 owner score for reliability and build quality on the 2021 to 2024 bike is driven by finish rather than mechanical failure, and includes a swingarm replaced under warranty for rust. Look hard at the swingarm, fasteners and exposed brackets, then ask for proof the 24,000 mile valve clearance check was done if the bike is near that mileage. Should You Buy One Buy a 2025 or newer MT-07 if you want a light, cheap, genuinely entertaining naked bike and you accept that highway comfort and rider aids are not part of the deal. The fourth generation earns the extra money over a used third generation bike because the frame, fork, brakes, clutch and dash all changed together, and because it is the first MT-07 that stops properly. Skip it if you commute long distances on interstate, if you want cruise control, or if you are buying purely on Yamaha's reliability reputation without looking at the paint and the fasteners. On owner-reported build quality this bike is good rather than exceptional. Ride the Suzuki GSX-8S back to back before deciding. One note on gear, because this is a fast, unfaired bike. Look for CE rated armour at the shoulders, elbows, back, hips and knees, and treat unarmoured leather or textile as weather protection rather than crash protection. Nothing about a naked middleweight makes an armoured jacket optional. Rating: 4 out of 5. This is the best version of a bike that was already the sensible answer in its class. It loses a point for owner-reported corrosion, the absent cruise control and an electronics package that is now adequate rather than competitive.

Twenty years ago, a "protective" motorcycle jacket meant thick leather and maybe some foam pads sewn into the elbows. Today you can buy a textile jacket with CE Level 2 armor at every impact zone and an integrated airbag system that deploys in milliseconds. That's real progress. But the marketing around gear has outpaced the engineering in several areas, and some persistent weak spots keep getting glossed over in product copy. Here's an honest breakdown of where the industry has moved the needle — and where riders are still getting shortchanged. What Has Actually Improved CE Armor Standards Got Teeth The shift from vague "armor included" labeling to EN 13594 and EN 13595 certification changed the conversation. Level 1 and Level 2 designations give you a consistent, testable benchmark instead of manufacturer claims. Third-party accredited labs run the tests. That's a meaningful improvement. The result: armor from brands like D3O, Knox, and Alpinestars now absorbs impact energy in ways the foam inserts of the early 2000s simply couldn't. The materials are thinner, lighter, and more flexible — which means riders actually keep the armor in the jacket instead of pulling it out on warm days. For a deeper look at how these certifications work in practice, see our guide to CE armor in motorcycle jackets. Airbag Integration Has Gone Mainstream Airbag technology used to mean a $1,500+ Dainese suit or a tethered Helite vest that looked like a life preserver. Now Alpinestars, Rev'It, and several others have integrated wireless airbag systems into street jackets at price points approaching normal gear. The protection these systems offer at the chest, collarbone, and neck regions is genuinely difficult to replicate with passive armor. This is the single biggest advancement in street riding gear in the last decade. Textile Materials Caught Up to Leather Early textile jackets were basically windbreakers with pockets for foam. Modern Cordura, Dyneema-blend fabrics, and laminated constructions offer abrasion resistance that closes the gap with cowhide in many crash scenarios. Some high-end textiles now carry EN 13595 abrasion ratings that match or exceed entry-level leather. The added benefit: textiles handle weather, ventilation, and all-season use in ways leather doesn't. For riders debating material choices, horsehide vs cowhide motorcycle jackets covers the leather side of that conversation. Helmet Testing Has Become More Demanding MIPS, rotational energy management, and the shift toward SHARP and FIM-rated lids has pushed manufacturers beyond the minimum DOT floor. Virginia Tech's helmet ratings gave consumers a real performance ranking for the first time. ECE 22.06 raised energy thresholds above the previous ECE 22.05. These are genuine advances in head protection standards. What Still Hasn't Improved Enough Back Protection in Jackets Remains an Afterthought The back pocket in most jackets ships with a Level 1 foam insert that's as much about meeting minimum spec as it is about protecting your spine. Standalone CE Level 2 back protectors exist — brands like Alpinestars Nucleon and D3O Viper make excellent ones — but the default fitment in mid-range jackets hasn't kept pace with the armor upgrades elsewhere. Heel and Ankle Protection in Boots Varies Wildly Motorcycle boot CE ratings (EN 13634) cover ankle height, abrasion, and impact resistance, but the heel and malleolus protection in many "certified" boots is marginal. You'll find boots at the same price point with dramatically different ankle armor quality. Read the spec sheets, not just the marketing. Abrasion Resistance in Riding Jeans Is Still Overstated This is probably the biggest gap between marketing and reality. Many riding jeans advertise CE certification for the knee armor but say nothing meaningful about the fabric's abrasion performance. The liner matters more than the outer denim, and the liner coverage area on most jeans is smaller than you'd expect. AAA-rated jeans exist but cost significantly more. The Marketing vs. Testing Gap CE certification sets a floor, not a ceiling. A piece of armor that barely passes Level 1 carries the same label as one that passes by a wide margin. Cheap foam inserts can technically meet Level 1 thresholds. This is why the certification alone doesn't tell the whole story — and why the gap between cheap and premium motorcycle gloves (or any gear category) is often more than just branding. Third-party testing like SHARP for helmets is the model the rest of the industry needs to follow. Until that happens, "CE certified" on a jacket back pad can mean anything from barely adequate to genuinely protective. Race-Derived Tech That Actually Reached Street Gear MotoGP and WSB development has filtered down into street gear faster than most industries see trickle-down innovation. Aerodynamic humps, titanium sliders, and bio-mechanical hinge systems in elbow and knee armor all have racing origins. So does most of the airbag technology. This cross-pollination is real and has benefited street riders. What hasn't translated as well: the attention to fit precision. Race suits are custom or semi-custom. Most street gear is sized for an average that doesn't fit most people, which means armor that drifts off the impact zone when it matters. What Riders Should Still Be Skeptical About "Level 2 certified" on a back pad with no independent test data — ask which lab certified it and which version of the standard it was tested against Abrasion claims on textile jackets without EN 13595 zone ratings — "abrasion resistant" is not a specification Airbag vests that require precise tether tension — test the tether connection before every ride Helmets marketed on MIPS branding alone — MIPS is a system, not a performance rating; check the Virginia Tech score The gear available today is measurably better than it was a decade ago. But a more sophisticated marketing environment has also made it easier to buy something that looks protective without being as protective as it appears. Know what the certifications actually measure. Frequently Asked Questions Has CE armor improved significantly in recent years? Yes. The move to clearly defined Level 1 and Level 2 standards under EN 13594 and EN 13595, combined with improved materials from D3O and similar companies, represents genuine progress. The physical performance of modern certified armor is substantially better than the foam inserts common in gear from 10-15 years ago. Why do cheap jackets still get CE certification? Because CE Level 1 sets a minimum threshold, not an ideal one. An inexpensive foam insert can technically pass Level 1 testing while a premium D3O insert passes by a much larger margin. The certification tells you the gear meets a floor — it doesn't tell you how far above that floor it sits. Are airbag motorcycle jackets worth the price? For riders doing significant highway miles or track days, the chest and collarbone protection offered by integrated airbag systems is difficult to replicate with passive armor. The technology has matured and the prices have come down. For urban commuting at lower speeds, the calculus is different. What's the biggest gap in modern motorcycle gear protection? Back and spine protection in street jackets remains the weakest link for most riders. The CE Level 1 foam pads standard in most jacket back pockets offer minimal protection compared to standalone Level 2 back protectors. It's one of the easiest upgrades a rider can make. Do racing advances actually reach street gear? Yes, though with a lag. Airbag technology, bio-mechanical armor hinges, and advanced abrasion-resistant materials all originated in racing applications before reaching the street market. The main thing that doesn't translate is fit precision — race gear is built to tighter individual fit standards than most street gear.

You've probably noticed the price difference. A motorcycle jacket from an overseas manufacturer might run $150-$300. A comparable jacket made in the USA from brands like BECK or Vanson runs $500-$900 or more. Gloves from Legendary USA cost more than offshore alternatives that claim similar materials. The easy answer is 'American labor costs more.' That's true, but it's only part of the story. Here's the full picture. The Real Cost Breakdown of American-Made Motorcycle Gear 1. Domestic Labor and Fair Wages Manufacturing in the United States means paying workers domestic wages, covering benefits, and complying with labor regulations that don't exist in lower-cost manufacturing regions. A skilled leather worker in Fall River, Massachusetts — where Vanson manufactures — earns a livable wage. The same skill set employed in an overseas factory earns a fraction of that. That wage difference flows directly into the retail price you pay. 2. Material Sourcing and Quality Control American manufacturers sourcing premium materials — horsehide, deerskin, quality cowhide — pay market rates for domestic or premium-graded imported hides. They're selecting specific grades and weights, not buying the cheapest available material in bulk. Offshore manufacturers optimizing for cost use whatever leather meets minimum spec at the lowest price. That might still be 'genuine leather' — a category that encompasses an enormous range of quality. But it's not the same leather. 3. Small Production Runs Brands like BECK, Legendary USA, and Vanson don't produce millions of units annually. They produce what their market demands — which is considerably less than global fast-fashion gear manufacturers. Economies of scale work dramatically at high volumes. A factory producing 500,000 jackets per year has fundamentally different per-unit economics than one producing 5,000. American specialty gear makers don't get those volume advantages. 4. Real Quality Assurance When a product is made in a small American factory, defective pieces don't disappear into a supply chain. A jacket with a problem stitching run or a hide with a quality issue gets caught and addressed, or the people responsible are visible and accountable. American production with direct oversight produces more consistent results. What You're Actually Paying For Longevity that changes the math. A $600 BECK Northeaster jacket that lasts 20-30 years costs far less per riding year than three $200 import jackets replaced over the same period. Riders who actually do this math usually conclude that the premium piece is the economical choice. Materials that can't be compromised. Horsehide isn't available at budget price points. Deerskin at riding-glove quality isn't a commodity. If you want these materials, you're paying for them — and they're not available from manufacturers optimizing for low cost. Craftsmanship that affects performance. Outseam construction is more labor-intensive than conventional construction, but it eliminates the pressure points that make cheap gloves uncomfortable on long rides. American makers like Legendary USA build this way because their customers demand it. What Budget Gear Gets Right This isn't an argument that all expensive gear is good and all cheap gear is bad. Some offshore manufacturers produce genuinely protective gear at accessible prices — and accessible protective gear is better than no protective gear. If you're new to riding and don't know yet what you want, an affordable import jacket or glove is a reasonable starting point. The problem with most budget gear isn't that it's inadequate for its stated purpose — it's that it doesn't last, the materials don't age well, and the construction shortcuts become apparent over time. The Premium Brands Worth the Money Not every expensive brand justifies its price. Some charge premium prices for marketing-driven products with mediocre construction. How to identify the legitimate ones: Transparency about materials — Quality brands tell you exactly what leather they use, where it comes from, and what grade it is. Vague 'genuine leather' claims are a red flag. Verifiable domestic production — Ask where specific products are made. Marketing language around 'designed in the USA' or 'American heritage' is not the same as 'made in the USA.' Rider community reputation — The motorcycle riding community is good at vetting gear. Brands with real quality get real recommendations. Look beyond paid reviews to forum discussions and long-term ownership reports. The brands that pass this filter consistently: BECK for horsehide jackets, Legendary USA and Vanson for gloves, Fox Creek for accessible American-made leather. Frequently Asked Questions Is American-made motorcycle gear always better quality? Not automatically — the 'made in USA' label guarantees location of manufacturing, not quality. But the brands that have earned reputations for quality and happen to manufacture domestically almost universally produce better products than their import competitors at similar price points. Is cheap motorcycle gear dangerous? Budget gear varies enormously. Thin leather with no reinforcement offers minimal abrasion protection. Gear with CE-rated armor panels offers legitimate crash protection even at low price points. The armor matters; the budget leather around it matters less. Can I get quality gear at a lower price? Used American-made gear is one option. A well-maintained Legendary USA or Vanson glove or a vintage BECK jacket on the secondary market often represents excellent value. The gear lasts, so secondhand pieces can still have years of life left.

Something has been shifting in the riding community over the past several years. Riders who once defaulted to whatever major gear brands offered are increasingly looking for something different — older, more intentional, more real. The brands they're finding — BECK, Legendary USA, Vanson, Fox Creek — weren't invented for this moment. They've been here the whole time, making the same things they always made, for the riders who always sought them out. Now more riders are seeking them out. What Defines a Heritage Motorcycle Brand The term gets applied loosely, so it's worth being specific about what actually qualifies. A genuine heritage brand has: Continuous production history — not a recently launched brand with vintage-inspired marketing, but an actual company making motorcycle-specific gear for decades. Material authenticity — using the same materials that defined the original product, not downgraded versions under the original name. Craft-based manufacturing — production that relies on skilled human judgment and hand work. Rider-driven reputation — a following built by actual riders who tested the gear in real conditions. By this definition, BECK Leather qualifies. Legendary USA qualifies. Vanson qualifies — 50+ years of American leather manufacturing in Massachusetts. Why the Shift Is Happening Now The Failure of Disposable Gear The mass-market motorcycle gear market has produced a generation of products that are affordable, look good in photos, and don't last. Riders who buy a $150 jacket and replace it in two years have started to do the math: they've spent $450 over six years on jackets that never fit quite right, never broke in properly, and ended up in landfill. A $600 BECK Northeaster used by a rider for 20 years costs $30 per year. The economics flip completely. The Authenticity Reflex Mass marketing has made 'authenticity' into a commodity aesthetic. Brands spend money making their products look authentic — aged finishes, heritage typography, worn-in photos — without investing in the actual materials and construction that create real authenticity. Riders who pay attention recognize the difference. A BECK jacket looks the way it looks because horsehide ages that way after years of actual use. You can't replicate that with marketing. Community Knowledge Sharing Forums, riding communities, and long-form content have given riders access to information that was previously only circulated through tight-knit riding clubs. Heritage brands benefit disproportionately from this because their products have track records. There are riders who've worn the same pair of deerskin gloves for 15 years. That fact travels differently than any marketing message. What BECK and Legendary USA Represent BECK Leather represents the apex of American horsehide jacket manufacturing. The Northeaster is a jacket designed to actually protect a rider — with storm collar, belted waist, and asymmetrical zipper — made from material that improves with age. It has no marketing department inventing heritage for it. The heritage is simply there. Legendary USA represents the same principle applied to gloves and apparel. Their deerskin gloves are positioned as the best tool for the job, made the right way, by people who understand what motorcycle riders actually need. For riders who've worn these products and compared them to alternatives, the quality difference is immediately obvious. The Vintage Gear Market as an Indicator One clear signal of the heritage brand resurgence is the vintage gear market. Original BECK Northeasters from the 1960s and 70s sell for significant money — not as collector curiosities, but as gear that riders actually intend to wear. People are competing for vintage American leather gear because it was built better than most of what's currently on the market. How to Identify Legitimate Heritage vs Heritage Marketing Look for continuous production history. A brand launched in 2018 with vintage-inspired products is not a heritage brand. Verify materials — Real heritage gear specifies materials: horsehide, deerskin, full-grain cowhide. Check manufacturing location — American heritage brands manufacture in America. Find the community — Real heritage brand fans exist in forums, at rallies, and in riding clubs. They're not primarily social media influencers. The Practical Case for Heritage Gear Beyond the cultural dimension, the case for heritage motorcycle brands is practical. The gear is better. Full stop. Horsehide jackets from BECK outperform mass-market cowhide jackets. Deerskin gloves from Legendary USA provide better feel and more comfortable long-distance riding than most alternatives. Quality leather that lasts decades is a better investment than cheap leather replaced repeatedly. Frequently Asked Questions Are heritage motorcycle brands actually better quality? Yes — the genuine heritage brands have quality that justifies their reputation. They use better materials, apply more skilled construction, and the products last longer. The challenge is distinguishing authentic heritage brands from brands using vintage aesthetics as marketing. Is Legendary USA a heritage brand? Yes — Legendary USA has a multi-decade history of making deerskin and leather riding gear for American riders. Their products are still made in the USA using the same craft-based approach that established their reputation. Why is American-made motorcycle gear considered better? American production isn't automatically superior, but the brands that have maintained American production for decades have done so because their customers demand quality that's difficult to maintain at offshore manufacturing economics. The correlation between domestic production and quality in this segment is strong. What's the difference between vintage motorcycle gear and heritage brand gear? Vintage gear refers to specific older pieces; heritage brands are companies with a long history still producing gear today. Heritage brands provide access to the quality of vintage gear in new production — with the right sizing, current construction, and available inventory.

The first helmet purchase is where a lot of new riders go wrong — either spending too little on something that fits poorly, or getting overwhelmed by specs and buying whatever the sales guy recommended. Neither approach serves you well. A helmet that does not fit correctly provides less protection than the certification sticker promises, and it will make every ride uncomfortable enough that you start cutting corners about wearing it. Here is what actually matters, in the order it actually matters. Fit Is the Only Thing That Cannot Be Fixed After Purchase Before you look at ratings, features, or price, you need to know your head shape. This is not a minor detail — it determines whether a given helmet will fit correctly at all, regardless of how much you spend. Head shapes are generally categorized as round oval, intermediate oval, or long oval. Intermediate oval is the most common and is what most helmets are designed around. Round oval heads are wider side-to-side relative to front-to-back. Long oval heads are the opposite — more narrow at the temples, longer front-to-back. If a helmet fits your size but pinches at the temples after 20 minutes, your head is likely rounder than that helmet's design. If it feels loose at the sides but tight front-to-back, you probably have a rounder oval head in a helmet built for long oval. Neither situation resolves with break-in time — the foam will compress to your head shape over time, but it cannot reshape itself. How to Try a Helmet Properly Put the helmet on and fasten the chin strap. The helmet should feel snug all around — not painfully tight, but no loose spots. There should be no pressure points that cause immediate discomfort. Grip the helmet and try to rotate it side to side and front to back — it should move your skin and scalp, not slide freely on your head. Then leave it on for 15-20 minutes. Pressure points that feel minor at first will become genuinely uncomfortable, and that tells you the fit is not right. Do this in the store before buying. Online purchases are harder — know your head shape before ordering and check the brand's head shape guidance. Safety Certifications Without the Jargon Every helmet sold legally in the US carries a DOT sticker. Here is what you actually need to know: DOT certification is self-certified. The manufacturer tests their own helmets and applies the sticker. The NHTSA can do spot checks and pull non-compliant helmets, but there is no third-party lab approving each model before it goes to market. ECE 22.06 is the current European standard. It requires actual third-party testing before a helmet can carry the label. This is a more meaningful certification than DOT because someone other than the manufacturer has verified the claims. SNELL is an independent non-profit that runs its own certification program, widely respected in track and racing contexts. SNELL-certified helmets have passed rigorous independent tests and are generally considered top-tier for safety. For your first helmet, look for at minimum DOT. Strongly prefer helmets that also carry ECE 22.06 — at the price points common for beginner helmets, many models now include both. SNELL is a bonus. The Shell Size vs Liner Size Trap This catches a lot of first-time buyers. Many helmet manufacturers use the same outer shell for multiple sizes and simply change the interior foam thickness. A medium and a large might be the same shell with different padding. This matters because a correctly fitting helmet in one brand might be a different size in another. More importantly, a helmet that fits because of thick padding rather than correct shell sizing may not distribute impact forces as well as one where the shell itself matches your head size. When trying helmets, check whether the brand uses multiple shell sizes or a small number of shells with liner variation — the spec sheets will say. Do Not Buy a Used Helmet This cannot be said clearly enough. A used helmet may have been in an impact you cannot see. EPS foam — the inner layer that absorbs crash energy — compresses permanently on impact without showing visible damage to the exterior. A helmet that looks clean may have already done its job in a crash and has no remaining capacity to protect you. Do not buy used helmets. Do not accept donated helmets of unknown age or history. The risk is not worth whatever you save. Budget: Where the Actual Sweet Spot Is You can spend $80 on a DOT-stickered helmet. The honest assessment is that below $150, you are getting heavy shells, poor ventilation, basic EPS, and cheap liner materials. These helmets will technically pass DOT standards, but they are not the same product as a $250 helmet. The practical sweet spot for a first helmet is $150-$300. In this range you get ECE-certified options, meaningful ventilation, multi-density EPS, and removable/washable liners. The HJC i10 sits around $150-$180 and is genuinely a solid helmet. The Bell Qualifier runs similar. These are not budget compromises — they are capable helmets at accessible prices. Going above $300 for a first helmet is not wrong, but the improvements become more about refinement — lighter shells, premium materials, better noise reduction — rather than fundamental safety differences. Get the fit right, get the certifications, and do not overspend on features you cannot yet evaluate. For a look at specific models with honest assessments of where corners are cut, see our breakdown of budget motorcycle helmets under $200. When to Replace Your Helmet Every five years from manufacture date, regardless of condition. The EPS foam degrades over time from UV exposure, sweat, and general use, even without any crash. The manufacture date is usually printed on a sticker inside the liner. Replace immediately after any impact — drop on pavement, crash, anything where the helmet struck a hard surface. Even a low-speed drop can compromise the EPS. The helmet may look fine. Replace it anyway. Frequently Asked Questions Does a more expensive first helmet mean more protection? Not necessarily. A $250 ECE 22.06-certified helmet provides real, tested protection. A $600 premium helmet may be lighter, quieter, and more comfortable, but the safety floor is set by the certification, not the price. Spending more on your first helmet is not wrong, but chasing price as a proxy for safety is misleading. Fit and certification matter more. What head shape do most beginners have? Most people have intermediate oval heads, which is why most helmets are designed for this shape. If you have never had a helmet fit problem before — bike rentals, track day loaners, anything — you are probably intermediate oval. If you have had consistent fit issues, it is worth measuring your head and checking manufacturer head-shape guidance before buying. Should I buy a full face helmet as a first helmet? For most riding contexts, yes. Full face helmets offer the most complete protection, including chin and face coverage that open face helmets do not provide. Studies of motorcycle crash injuries consistently show significant chin and face impact rates. If you are exclusively doing low-speed urban riding and have a strong stylistic preference for open face, it is your choice — but full face is the objectively safer option. How do I know if my helmet has been in a crash? You often cannot tell from the outside. This is exactly why buying used helmets is risky. Interior EPS compression from an impact is rarely visible without cutting the foam. If a helmet has any exterior cracks, deformation around the impact liner, or a damaged retention system, those are visible signs — but an impacted helmet can look clean. When in doubt, replace. Can I add ventilation to a cheap helmet? No. Ventilation channels and ports are part of the molded shell design. You cannot meaningfully modify a helmet's airflow. This is one of the real differences between budget and mid-range helmets — better helmets have actually engineered ventilation rather than cosmetic vents that barely move air.

Most riders don't buy a complete gear kit at once. They start with a helmet, add a jacket, eventually get gloves, and maybe never get proper pants. Years later they realize their "kit" is a collection of mismatched pieces with gaps they've rationalized away. Building a deliberate kit from the start — or auditing what you have — is worth the exercise. Here's what full protection looks like, how to allocate your budget, and where to spend versus where you can reasonably save. The Full Kit: What Complete Coverage Means A properly equipped rider has seven categories covered: 1. Helmet — CE/DOT/ECE 22.06 certified full-face or modular 2. Jacket — CE Level 2 shoulder and elbow armor, back protector 3. Gloves — CE Level 1 or Level 2 rated, appropriate for season 4. Pants — CE-rated motorcycle pants or riding jeans with hip/knee armor 5. Boots — over-the-ankle, motorcycle-specific (shift pad, ankle support) 6. Base layer — moisture-wicking, worn against skin 7. Rain gear — waterproof layer for jacket and pants, or integrated into jacket/pants design Budget Allocation Strategy Your protection hierarchy should drive where the money goes. The items most critical to preventing life-altering injuries get the most budget. Helmet: 25–30% of your total budget The single most important piece. A helmet that costs $500 is not twice as good as a $250 helmet — but at the low end, there is a real quality cliff. Stay above $200 for a new helmet. Fresh certifications (ECE 22.06, SHARP ratings) matter more than brand prestige. Jacket: 25–30% Your jacket carries armor and protects your torso and arms in a slide. A back protector (either included or added separately) is not optional — the spine is irreplaceable. Don't buy a jacket without back protection coverage. Boots: 15–20% Cheap motorcycle boots fail where it matters. The ankle protection in a $60 boot is close to nothing. Spend at least $150 for boots with real ankle reinforcement and a proper sole. Gloves: 10–15% Hands always hit the ground first. CE-rated gloves with palm sliders and knuckle protection are worth spending real money on. This is not where to cut costs. Pants: 10–15% Riders underinvest here more than anywhere else. If you're commuting on city streets, CE-rated riding jeans are a reasonable compromise. If you're doing highway miles, proper motorcycle pants with CE Level 2 hip and knee armor are worth the investment. Base layer and rain gear: 5–10% combined These don't need to be expensive. A good merino base layer is $40–$80. A packable rain set is $30–$100. Spend what you need to, but don't overthink it. Buy Order When Money Is Limited If you can't buy everything at once — and most people can't — here's a rational order: First: Helmet and jacket. No exceptions. Ride without pants before you ride without a helmet and jacket. These two items cover the injuries most likely to kill you. Second: Gloves and boots. You'll feel the need for these quickly. Cold hands are a safety issue, not just a comfort issue. Ankle fractures are common crash injuries. Third: Pants. Often the last thing people buy, but the skin-loss injuries from low-sides without pants are severe. Riding jeans are a reasonable interim step. Fourth: Base layer and rain gear. Once your protection is covered, add the comfort and weather systems. When to Upgrade Each Piece Gear has a service life. Here's a realistic replacement guide: Helmet: Replace every 5 years, or immediately after any significant impact. The foam liner absorbs impact energy and doesn't recover. Jacket and pants: Replace when armor is cracked or broken, when stitching fails, or when abrasion protection panels are worn through. Quality leather jackets can last 10+ years with care. Gloves: High-wear item. Expect 2–5 years of regular use before palm sliders, wrist closures, and finger seams start to fail. Boots: Replace when the sole wears through, when ankle reinforcement feels soft or broken, or when zipper/buckle closures fail. What Gets Replaced Most Often In order of replacement frequency for an active rider: 1. Gloves (high wear, direct UV exposure, buckle and velcro fatigue) 2. Base layers (washing cycle degradation) 3. Helmet (safety timeline, tech upgrades) 4. Boots (sole wear, closure failure) 5. Jacket (less frequent — good jackets last) Total Cost of a Properly Equipped Rider Honest numbers for a complete, sensibly-specced kit from reputable brands: A mid-tier complete kit runs $1,500–$2,500 for a rider who's buying thoughtfully. Frequently Asked Questions Do I really need pants, or can I just wear jeans? Regular denim shreds immediately in a motorcycle slide. In any crash where you go down, you'll lose skin through regular jeans before the bike stops moving. CE-rated riding jeans with aramid lining are a minimum — plain denim is not gear. Can I save money by buying used motorcycle gear? For jackets, pants, and boots: yes, if you can inspect them and the construction is sound. For helmets: no. Never buy a used helmet — you can't verify its impact history. How important is CE certification? It's the baseline standard for impact protection. CE Level 1 is the minimum; Level 2 offers measurably better protection. Gear without CE certification is not tested gear.

Quick answer: The Electra Glide Ultra Limited earns an MGR rating of 8.6 out of 10 as a leftover or used buy. Harley-Davidson discontinued it after 2024, but a clean example remains one of the most comfortable full dress tourers on the road, with proven Milwaukee-Eight 114 power and deep dealer support. MGR Rating: 8.6/10 Engine and performance: 8.5/10. The Twin-Cooled Milwaukee-Eight 114 makes 93 hp and 122 lb-ft of torque, an unstressed pairing that pulls a passenger and full luggage without drama. Comfort and ergonomics: 9.5/10. Heated seat options aside, the full batwing fairing with vent, Tour-Pak backrest, floorboards, and 29.1 inch laden seat height make this one of the best two-up perches Harley ever built. Value for money: 8.5/10. With no 2026 successor wearing the name, discounted leftovers and used examples undercut the $32,999 Street Glide Limited that replaced it. Custom potential: 8.0/10. The touring catalog is huge, but most Ultra Limited buyers change seats, audio, and suspension rather than transforming the bike. Reliability reputation: 8.5/10. The Milwaukee-Eight 114 has a strong service record since 2017, with liquid-cooled heads reducing the heat complaints of earlier twins. How we rate: MGR has not ridden the Electra Glide Ultra Limited. This is an editorial research rating built from verified manufacturer specifications, published road tests, and documented owner feedback. The five criteria above average to the overall score. Verified Spec Card Final model year 2024, discontinued for 2025 Final MSRP $32,499 (2024) Engine Twin-Cooled Milwaukee-Eight 114, 1,868 cc Horsepower 93 hp at 5,020 rpm Torque 122 lb-ft at 2,750 rpm Weight 917 lb in running order Seat height 29.1 in Fuel capacity 6.0 gal Who It Is For, and Who Should Skip It Buy it if: you ride long two-up miles, want factory Tour-Pak storage, lower fairing coverage, and a proven engine, and you would rather bank several thousand dollars than have the newest touchscreen. Skip it if: you want the 2026 Skyline OS experience, the 117 or 121 engines, or a lighter bike. At 917 lb this is a committed purchase, and shorter riders should sit on one before signing anything. Strengths and Weaknesses Strengths All day, all week comfort for rider and passenger, with the vented batwing fairing and standard Tour-Pak. Twin-Cooled heads keep cylinder head temperatures in check in slow traffic better than the air-cooled touring models. Massive parts, service, and accessory ecosystem, plus strong club and touring community knowledge. Weaknesses and real owner criticisms Owners consistently cite the weight in parking lots and on cambered driveways, and low speed maneuvers demand respect. The Boom Box GTS infotainment now feels a generation behind the 12.3 inch Skyline OS screens on 2024 and later Street Glide and Road Glide models. Engine heat on the right leg in summer traffic remains a common complaint despite the liquid-cooled heads. Suspension travel is modest for the weight, and heavier two-up loads often push owners toward aftermarket shocks. Buying Advice: New vs Used There is no new Ultra Limited. Harley-Davidson dropped the model after 2024, and for 2026 the full dress role is filled by the Street Glide Limited and Road Glide Limited at $32,999 with the 117 VVT engine. Any remaining zero mile 2024 units on dealer floors should be negotiated well below the final $32,499 sticker. On the used market, condition matters more than year. Check Tour-Pak hinges and latches, verify the water pump and coolant service history on Twin-Cooled bikes, budget for tires given the weight, and confirm the infotainment unit works before you buy. As of August 2026, JD Power had not yet published settled retail values for the 2024 model, so use recent sold listings rather than asking prices to anchor your offer. Recommended Riding Gear Legendary USA Classic touchscreen deerskin gloves, $120: deerskin breaks in soft, and touchscreen fingertips matter on a bike you tour with. Legendary USA fleece-lined gloves, $120: shoulder season miles behind a batwing fairing still freeze your hands first. Legendary USA gauntlet gloves, $145: full cuff coverage for interstate weather. Shoei Neotec 3 modular helmet: a quiet modular is the natural match for a full dress tourer, and it pairs cleanly with communication systems. FAQ Is the Electra Glide Ultra Limited discontinued? Yes. 2024 was the final model year. It does not appear in the 2025 or 2026 Harley-Davidson touring lineups. What replaced the Ultra Limited? For 2025 Harley introduced the Street Glide Ultra, and for 2026 the Street Glide Limited and Road Glide Limited take over the full dress role at $32,999 with the Milwaukee-Eight 117 VVT engine and 12.3 inch touchscreen. How much does a used Ultra Limited cost? Prices vary widely with mileage, service history, and cosmetic condition, and published guide values for the final 2024 year were still settling as of August 2026. Recent sold listings are the most honest anchor, and leftover new units should transact well under the $32,499 final MSRP. Is the Milwaukee-Eight 114 reliable? Its reputation since 2017 is strong. Keep up with oil changes, coolant service on Twin-Cooled bikes, and drive belt inspection, and the platform has a documented record of six figure mileage. Is the Ultra Limited good for two-up touring? It is one of the best used two-up platforms on the market. The passenger gets a backrest, armrest capable Tour-Pak, floorboards, and audio, which is exactly why the model kept loyal buyers for decades. Is it too heavy for new riders? At 917 lb in running order, yes, we would not recommend it as a first bike. Consider a Heritage Classic or Street Bob first and step up later. More Harley Ratings From MGR Street Glide, rated 9.22 | Road Glide, rated 9.34 | Heritage Classic, rated 8.5 Sources Cycle World, Harley-Davidson Ultra Limited buyer's guide: cycleworld.com/harley-davidson/ultra-limited Motorcycle.com, 2026 Harley-Davidson Touring Models First Look: motorcycle.com/bikes/new-model-preview/2026-harley-davidson-touring-models-first-look-44660701 Shasta Harley-Davidson, Pricing of 2025 Harley-Davidson Models: shastahd.com/blog/pricing-of-2025-harley-davidson-models Harley-Davidson USA official touring pages: harley-davidson.com Last updated: August 6, 2026

Cruiser riding is a specific discipline. You sit upright, arms relaxed, moving at a deliberate pace through roads that reward the journey as much as the destination. The jacket you wear needs to match that posture, that pace, and that aesthetic. A racing-cut jacket will bunch at the waist. A textile adventure jacket looks wrong parked outside a roadhouse. What you need is a leather jacket built for the way cruiser riders actually ride. What Makes a Good Cruiser Jacket The best cruiser leather jackets share key traits: full-grain cowhide or horsehide construction, a classic silhouette without racing styling, functional pockets that are not just decorative, and a lining that handles both cool mornings and warm afternoons. A back pocket for a spine protector insert signals a jacket designed for riding, not just wearing. Relaxed Fit Is Not Optional Cruiser riding is an upright, arms-forward position. A jacket cut for a sport bike will bunch at the waist and restrict arm movement. Look for a straight or slightly dropped hem that sits at or just below the hip, and enough room in the shoulders to move freely without the back riding up. Horsehide vs. Cowhide for Cruiser Riders Horsehide has a tighter fiber weave — more abrasion-resistant, longer-lasting, and it develops a genuine patina over time. Cowhide is more widely available and still provides solid protection. For riders who want longevity, horsehide is worth the premium. The Legendary Black Stallion Horsehide Jacket at legendaryusa.com is the option for riders who want that density and durability. Pockets and Hardware Quality At minimum: two external slash pockets and two chest pockets. Interior pockets for phone, wallet, and registration are essential. Zip closures on all pockets — snaps and velcro open at speed. The main zipper should be YKK or equivalent. Cheap zippers fail in cold weather and after heavy use. Style and the Cruiser Aesthetic Cruiser style is clean and direct. A straight black or brown jacket with minimal branding works on a Road King, Sportster, Indian Scout, or any metric cruiser. Avoid factory-applied patches or decorative hardware that dates the jacket. The Legendary Black Hills jacket at legendaryusa.com/products/legendary-black-hills-mens-leather-motorcycle-jacket is a purpose-built cruiser jacket with the right silhouette. Break-In and Long-Term Wear Leather jackets stiffen over time on the hanger and loosen with use. New cruiser riders should expect a 20 to 40 hour break-in period before a quality leather jacket fully conforms to their body shape. Condition it lightly before the first wear and again after the first 10 hours. The leather will reward the investment. Where to Find American-Made Cruiser Jackets American-made options hold their value and hold up to real use. Browse the Legendary USA motorcycle jacket collection at legendaryusa.com/collections/motorcycle-jackets for options suited to cruiser riders at various price points. Use the size guide carefully and read the return policy before ordering. Frequently Asked Questions Q: What cut works best for cruiser riders? A: A straight or relaxed cut with a hem at or just below the hip. Avoid race-cut or tapered jackets — they restrict movement and look wrong on a cruiser. Q: Is horsehide worth the premium for a cruiser jacket? A: Yes, if you plan to keep the jacket for years. Horsehide is more abrasion-resistant and develops better character over time. It takes longer to break in but lasts significantly longer. Q: Should I size up or down in a cruiser jacket? A: Size up if you plan to layer underneath or are between sizes. Leather does not stretch significantly. A jacket that is too tight at purchase will remain uncomfortable. Q: Do cruiser jackets need CE armor? A: Strongly recommended. Shoulder and elbow armor significantly reduce injury risk. A back protector pocket is an additional worthwhile feature. Q: How do I care for a leather cruiser jacket? A: Condition it twice a year. Store on a wide hanger, not folded. Keep away from prolonged direct sunlight. If it gets wet, let it dry naturally away from heat sources.

The 2025 Scout is the first genuinely new Scout since the platform launched. New engine, new frame, more power, more torque, more variants and a second family underneath it at a lower price. After five model years of carryover, Indian replaced essentially all of it at once. The sourcing caveat that has followed every post in this series still applies here, with one wrinkle. Polaris does not release model-level unit sales, so the Scout's position remains a consensus call supported by the company's own description of it as its top-selling platform. And in 2025 the word platform is doing more work than ever: there are five Scout variants, each in three trims, plus a separate Scout Sixty family. No source separates any of them. The Scout in 2025 The engine is the SpeedPlus 1250, a 1250cc unit rated at 105 hp at 6,300 rpm and 82 lb-ft at 6,300 rpm. Against the 1133 it replaced, that is 11 percent more power and 14 percent more torque, and the peaks arrive lower in the rev range. The frame is new as well, a steel-tube design rather than the previous cast structure. Seat height stayed at 25.6 inches, and Indian claims the lowest seat height in the industry. The Scout Bobber lists at $12,999 and weighs 522 lb. That weight figure needs a note: it is Indian's “as shipped” number, which is neither a strict dry weight nor a fully fueled wet weight. It is not directly comparable to a wet figure from another manufacturer, and it is the reason we can finally print a weight for a Scout after five years of declining to. The full lineup runs Scout Bobber at $12,999 and 522 lb, Sport Scout at $13,499 and 528 lb, Scout Classic at $13,999 and 536 lb, Super Scout at $16,499 and 571 lb, and the 101 Scout at $16,999 and 529 lb with 111 hp. Each is offered in Standard, Limited and Limited plus Tech trims, which is how five motorcycles become fifteen configurations. Below all of that sits a separate family. The SpeedPlus 999cc Scout Sixty makes 85 hp and 65 lb-ft through a five-speed gearbox, in three variants starting at $9,999. That is Indian's most accessible motorcycle. What a Ground-Up Redesign Actually Changed The headline is the engine, but the more telling change is the structure of the lineup. The old platform grew to seven SKUs by adding trim and bodywork to one motorcycle. The new one starts from five distinct variants and layers three equipment trims on each, then puts a smaller-displacement family underneath at a lower entry price. That is a different way of thinking about a model range. The 101 Scout is the clearest signal. At $16,999 and 111 hp it sits above every other Scout in both price and output, which the 1133 platform never attempted. At the other end, the Scout Sixty at $9,999 holds a price point Indian clearly did not want to give up. The range now runs from $9,999 to $16,999 under a single name. The power and torque gains, 11 percent and 14 percent, are real but not the point on their own. A 100 hp Scout was never short of engine. What the SpeedPlus 1250 buys is torque arriving lower down, which is what a cruiser rider actually notices, alongside the freedom to spread the family across a wider price range without the small bikes feeling starved. How to Read the 2025 Lineup Before You Shop Fifteen configurations plus a three-variant Sixty family is a lot of choices, and most of them are not engine choices. Work out the variant first, because that determines riding position, bodywork and weight, which range from 522 lb on the Bobber to 571 lb on the Super Scout. Only then pick a trim, because the trims add equipment and cost rather than capability. The weight spread across the family matters more than the price spread suggests. The Bobber's 522 lb against the Super Scout's 571 lb is felt at parking-lot speed far more than the 82 lb-ft figure is. Anyone moving up from a smaller bike should treat the heavier variants as a separate decision rather than a trim upgrade. The exception is the 101 Scout, which is a different proposition at 111 hp, and the Scout Sixty, which is a different engine entirely at 999cc, 85 hp and 65 lb-ft with one fewer gear. Those two are genuine forks in the road. The rest of the range is one motorcycle wearing different clothes, in the same way the 1133 family was. If you are cross-shopping a new 2025 against a used 1133, the honest framing is that the older bike is not obsolete, it is cheaper. What owners report about living with the platform over time is in our Indian Scout owner reports, and the 2025 best sellers roundup covers what the other three brands led with. 2025 closes this series by replacing the thing the series was about. The Scout kept its position through six model years and then arrived at the far end as a different motorcycle with the same job. Our 2025 four-brand comparison sets the new Scout against the year's other category leaders. Cover photo: "Indian Scout (20938880732)" by Bob Adams from Amanzimtoti, South Africa, CC BY-SA 2.0, via Wikimedia Commons.

Ask which Harley-Davidson sold best in 2020 and the answer almost everyone gives is the Street Glide Special. That is our answer too. It is also the least secure answer in this six year series, because under Harley's own reporting categories that year, Touring shipped 56,067 units and Cruiser shipped 55,229, and a gap of 838 across two entire families is not much to build a claim on. Harley-Davidson does not publish unit sales by model and never has. What the company publishes is shipments grouped by family, plus whatever its own marketing chooses to highlight in a given year. So the Street Glide Special as 2020's best seller is a consensus pick supported by family level shipment data and Harley's own language, not a figure anyone can point at. Nobody outside Milwaukee holds the model level numbers. The 2020 Street Glide Special The bike was the Milwaukee-Eight 114, 1868cc, in Harley's Touring chassis. Seat height was 26.1 inches laden and 27.2 inches unladen. Weight in running order was 827 lb. Base price in Vivid Black was $27,699, excluding freight. Torque needs a footnote before anyone quotes it. Harley's published figure for the M8 114 in 2020 was roughly 122 to 123 lb-ft at about 3,000 rpm. From MY2021, the published figure for the same engine became 118 lb-ft at 3,250 rpm. The engine did not get weaker between those two model years. The published measurement changed. If you ever see the 2020 number sitting next to the 2021 number in a table, as though the bike lost five pound feet overnight, that is the reason. One more piece of housekeeping that applies to the first four posts in this series. Through MY2023, the Street Glide and the Street Glide Special were separate SKUs, and the Special was the likelier individual winner of the two. Harley collapsed them into a single Street Glide for MY2024. Separately, the Road Glide sells in the same ballpark and no public data separates the two, so nothing here should be read as the Street Glide beating the Road Glide in any measured sense. It has never been measured in public. What was actually going on in 2020 2020 was not a normal selling year for Harley, and it was not a normal building year either. US production was suspended from 18 to 29 March at York, Tomahawk and Pilgrim Road after a positive COVID case. Revenue fell 24% across the year. Net income landed at $1 million. The bigger story was self inflicted and entirely deliberate. The Rewire, Harley's restructuring under Jochen Zeitz, cut the planned model count by roughly 30%, exited 39 markets, cut around 160 dealers, and cut year end dealer inventory by 59%. That last figure is the one that matters when you are trying to name a best seller. When a manufacturer removes more than half of the motorcycles sitting on dealer floors, what sells is shaped by what is physically there, not only by what buyers walked in wanting. The 2020 sales mix is a supply outcome as much as a demand outcome. That is unusual enough that it should change how much weight you put on the result. The planned model count cut compounds it. The lineup that generated 2020's mix was not the lineup Harley had intended to sell that year, and roughly a third of the models that had been planned were cut before they reached a showroom. A best seller chosen from a catalog that was actively being cut is a different kind of fact from a best seller chosen from a full one. Here is the year in the numbers Harley did publish: 145,246 motorcycles shipped worldwide, Touring 56,067, Cruiser 55,229, Sportster and Street 33,950, with US retail sales of 103,650. Touring led Cruiser by 838 units. In every other year covered here the touring platform has a clear margin over everything else. 2020 does not give it one. For how the rest of the industry looked under the same conditions, see our roundup of the best selling motorcycles of 2020. How to read the 2020 answer Treat the Street Glide Special as the most likely name rather than as a measured result. For it to be the wrong answer, one of two things has to be true. Either the Cruiser family actually outsold Touring at retail in a way the shipment split does not reveal, or no single touring SKU pulled clear of the others inside that 56,067. Both are live possibilities in a year when inventory was being drained on purpose. What is not in doubt is the shape of the company. The bagger sat at the top of a lineup that had just been cut back hard, and it stayed at the top for the next five years. 2020 is simply the year that position was least comfortable, which makes it the year worth being honest about rather than the year to quietly skip. For how Harley's position compared with Indian, Honda and BMW under the same conditions, we put all four side by side in Harley vs Indian vs Honda vs BMW, 2020. The Street Glide Special is the right answer for 2020. It is also the only year in this series where we would not argue very hard with someone who picked differently. Cover photo: "Harley-Davidson Street Glide parked at Hogs for Hospice, Leamington, Ontario, 2025-08-02 04" by Chris Woodrich, CC BY-SA 4.0, via Wikimedia Commons.