2022 gave Indian two headline platform moves in a single model year. The Chief arrived as an entirely new motorcycle, and the FTR was rebuilt around a different set of wheels and tires. Neither one outsold the midsize cruiser that had been carrying over largely unchanged for years. The usual disclosure applies and it is not boilerplate. Polaris reports no unit figures by model for Indian, so the Scout's position here is consensus rather than arithmetic. It is also a platform claim: the Scout name covered five to seven SKUs depending on the year, and no source separates them. Anyone who tells you which specific Scout led 2022 is guessing. The 2022 case is somewhat firmer than 2020 or 2021, but it is still a call, not a count. The Scout in 2022 The 1133cc liquid-cooled 60 degree V-twin carried over at 100 hp and 72 lb-ft, with the 25.6 inch seat unchanged. Pricing is where we have to hedge: our figure for the 2022 Scout Bobber is roughly $12,249, and that number is soft. It may reflect later-cycle pricing rather than the price on the window sticker in early 2022. Treat it as an approximation, not a quote. The lineup did widen. The Scout Rogue and Rogue Sixty joined for 2022 at $11,499 and $9,999, adding a quarter fairing and a different bar and seat treatment to the family. That matters more than it sounds: it is the platform absorbing another two SKUs and covering more of the price ladder without a new engine or frame. Weight is again omitted. The figures published for this generation of Bobber, 552 lb wet and 533 lb dry, are not reconcilable, and printing either one as the spec would be false precision. Two New Platforms, and Neither One Won The all-new Chief was a 2022 model. It is worth stating that clearly, because it was revealed in February 2021 and gets called the 2021 Chief constantly. It is not. The bike went on sale as a MY2022 motorcycle, built on a new steel-tube frame with a round headlight and a four-inch round TFT display, powered by the Thunderstroke 111 at 1811cc and 108 lb-ft or the Thunderstroke 116 at 1890cc and 120 lb-ft. Seat height 26 inches, 670 lb in base form, and six variants spanning $14,499 to $20,999. The FTR changed in a less visible but more consequential way. For 2022 Indian pulled the 19 inch front and 18 inch rear wire wheels and replaced them with 17 inch cast wheels on sportbike rubber. That is not a styling refresh. It changes what tires the bike can run, what it steers like and who the bike is for, and it moved the FTR decisively away from its flat-track costume toward being a street naked. So Indian entered 2022 having rebuilt its heritage cruiser from the frame up and re-aimed its performance model at a different rider. Both were substantial engineering commitments. The platform that led volume was the one that got two new trim variants and a price adjustment. The Chief's own spec sheet shows how far it sat from the Scout's territory. Two engine choices, six variants, a 26 inch seat and 670 lb in base form put it in a different weight class and a different conversation entirely, even before the price ladder starting at $14,499 is considered. The two bikes were never really competing for the same buyer, which is exactly why Indian could launch one without denting the other. How to Weigh a Platform Win Against Two New Platforms The reflex is to read this as the new bikes failing. That is the wrong conclusion. A new Chief in its first model year is competing against a Scout family with years of dealer familiarity behind it, a lower price and a lower seat, and first-year volume for a heritage cruiser starting at $14,499 was never going to match a platform whose Rogue Sixty opened at $9,999. The more useful read is about where a brand's volume actually lives versus where its identity lives. Indian's identity in 2022 was the Chief, a bike explicitly about the company's own history. Indian's volume was a liquid-cooled midsize cruiser that looks almost nothing like the rest of the catalog. Both things were true at once, and the company was clearly comfortable with that. For a used shopper, 2022 is the year the Scout family got wide enough that you should decide which Scout you want before you start looking. Bobber, base, Rogue and the Sixty variants ride and sit differently despite sharing an engine. Our 2022 best sellers roundup covers how the rest of the market looked that year. 2022 is the clearest illustration in this series that new does not mean top-selling. Two significant platform moves, and the volume stayed where it had been. The 2022 four-brand comparison puts that alongside what Harley, Honda and BMW were doing in the same twelve months. Cover photo: "Indian Scout (20938880732)" by Bob Adams from Amanzimtoti, South Africa, CC BY-SA 2.0, via Wikimedia Commons.

The Rebel 500 stayed Honda's best-selling cruiser in 2023, and Honda's wording about it barely moved. What changed was everything sitting above it. By the end of the model year a Rebel could be a $4,749 starter bike or an $11,299 bagger, and the badge had stopped describing one kind of motorcycle. As in every year of this series, there is no published number behind that ranking. Honda does not release US model-level sales, so the position rests on the company's own segment language, which for 2023 called the Rebel 300 and Rebel 500 the best-selling entry-level cruiser models in the powersports industry. Read that phrasing carefully: it carries two models rather than one, and it is a claim about a segment rather than about Honda's street range as a whole. The 2023 Rebel 500 Mechanically a carryover. The 471cc liquid-cooled parallel twin, a 27.2 inch seat, 408 pounds at the curb, 414 with ABS and 414 for the ABS SE. Prices of $6,449, $6,749 and $6,949, each $50 up on 2022. Honda Europe publishes 31.9 lb-ft at 6,000 rpm for the 2023 bike. Honda's US operation still publishes no torque figure at all, which is worth remembering whenever you see that number quoted on an American spec sheet. The year the Rebel stopped being an entry bike Two additions did it. The Rebel 1100T arrived with a fairing and hard bags at $11,299 with the dual clutch transmission, which makes it a bagger by any reasonable definition. And the SCL500 scrambler appeared on the same 471cc platform as the Rebel 500, taking the small engine somewhere the cruiser could not go. The SCL500 is the quieter of the two additions and in some ways the more revealing. It puts the Rebel 500's 471cc engine into a scrambler, which means Honda was now getting two distinct US street models out of one small twin. That is a manufacturer treating a beginner engine as a platform rather than as a stepping stone, and it is the behaviour of a company that expects the small end of its range to keep paying for itself. The bottom of the range is worth as much attention as the top. Honda still had a Rebel starting at $4,749 in a year when it also had one at $11,299, and it kept the 500 sitting at $6,449 in between. Ranges usually drift upward once a manufacturer discovers it can sell a more expensive version. This one stretched in both directions at once, which is a different and more deliberate decision. Put the range end to end and it runs from $4,749 to $11,299. That is a spread of nearly two and a half times, inside one nameplate, in one model year. Honda had turned the Rebel from a model into a sub-brand without ever saying so. The automation thread continues here too. The dual clutch transmission arrived on the Rebel 1100 in 2021 at $9,999. By 2023 a buyer could have a Rebel with a fairing, hard bags and no clutch lever. If you want to know how that transmission behaves in ordinary use rather than in a brochure, we gathered owner accounts in our Rebel 1100 owner reports. What makes 2023 slightly awkward is that Honda's marketing language did not follow its own product. The company was still calling the Rebel 300 and 500 the best-selling entry-level cruiser models in the powersports industry in a year when a Rebel could cost more than eleven thousand dollars. Both things are true. They are just true about different motorcycles wearing the same name. How to shop the 2023 range The first question is whether you want a small cruiser or a Honda cruiser. Those are not the same question any more. If the job is learning to ride, commuting, and being able to hold the bike up at a stop light, nothing higher in the range does it better than the 500, and paying more inside the family buys you a machine that is harder to do that job with. If the job is covering distance with luggage, the 1100T is the honest answer and the 500 is not a cheaper version of it. The two bikes share a badge and very little else. Treating the 1100T as an upsell from the 500 is the mistake we see most often in dealership shopping, and it usually ends with somebody riding a bike that is heavier than they wanted. It is also a good year to look at what four model years of inflation did to this bike, because the answer is: not much. The base Rebel 500 opened at $6,199 in 2020 and at $6,449 in 2023, which is three steps of $100, $100 and $50 across four model years. Whatever Honda was doing with the top of the Rebel range, it was clearly protecting the entry price at the bottom of it. Within the 500 itself, the 2023 ladder is $6,449, $6,749 and $6,949. Those are small gaps in absolute terms. On a used 2023, the difference between two bikes' service history will matter more than the difference between two trims. The short version 2023 is the year the Rebel name got too big for the claim Honda kept making about it, while the cheapest bike wearing that name went on leading the segment. For how that looked next to the rest of the market, see the best-selling motorcycles of 2023, and for the Rebel against Harley-Davidson, Indian and BMW that year, see our 2023 four-brand comparison. Cover photo: "Honda CMX500 Rebel parked at Hogs for Hospice, Leamington, Ontario, 2025-08-02" by Chris Woodrich, CC BY-SA 4.0, via Wikimedia Commons.

Quick answer: The 2026 Harley-Davidson Breakout earns an MGR rating of 8.4 out of 10. It is the drag bike silhouette of the Softail line, with the Milwaukee-Eight 117 delivering 103 hp and real straight line shove. You accept slower steering and modest cornering clearance as the price of that 240 rear tire look. MGR Rating: 8.4/10 Engine and performance: 9.0/10. The Milwaukee-Eight 117 Custom makes 103 hp and 126 lb-ft at 3,000 rpm, and 681 lb is light enough for that torque to feel genuinely fast off a light. Comfort and ergonomics: 7.5/10. Forward controls, a 25.6 inch laden seat, and a stretched riding position look great, but the low seat and lean back posture wear on long days and passengers get an afterthought. Value for money: 8.0/10. $22,999 is serious money for a style first cruiser, though you do get the biggest production engine in the standard Softail range. Custom potential: 9.0/10. The Breakout is a rolling starting point, and the fat tire custom scene supports it with wheels, bars, fenders, and finishes. Reliability reputation: 8.5/10. The Milwaukee-Eight family has a strong record, and the Breakout adds little complexity beyond ride modes and cornering ABS. How we rate: MGR has not ridden the Breakout. This is an editorial research rating built from verified manufacturer specifications, published tests, and documented owner feedback. The five criteria above average to the overall score. Verified Spec Card: 2026 Breakout MSRP $22,999 Engine Milwaukee-Eight 117 Custom, 1,923 cc Horsepower 103 hp at 4,800 rpm Torque 126 lb-ft at 3,000 rpm Weight 681 lb in running order Seat height 25.6 in laden Fuel capacity 5.0 gal Fuel economy 49 mpg estimated Who It Is For, and Who Should Skip It Buy it if: you want maximum presence at the curb, a 21 inch front wheel, a 240 rear, chrome done right, and the strongest engine in the standard Softail line. Skip it if: your roads are twisty. The steering geometry and cornering clearance trade agility for stance, and a Low Rider S runs the same money with far more cornering ability. Strengths and Weaknesses Strengths The 117 Custom engine gives the Breakout muscle to match the look, a real upgrade over the old 114 bikes. The 5.0 gallon tank finally fixed the short range complaint that dogged earlier 3.5 gallon Breakouts. Resale stays strong because the silhouette has a dedicated audience. Weaknesses and real owner criticisms Owners consistently note the 240 rear tire makes the bike want to stand up mid corner and fall into low speed turns, a trait you learn to manage rather than eliminate. Cornering clearance is limited, and forward controls touch down early when ridden with intent. The thin seat and lean back ergonomics get old past an hour, and the passenger accommodation is minimal. Wind blast is unfiltered at highway speed, standard for the style but worth saying out loud. Buying Advice: New vs Used New, the 2026 bike at $22,999 with the 117 and the bigger tank is the Breakout finally sorted, and the new Blood Orange and Teal Thunder colors will hold attention on dealer floors. Used, the 2023 to 2025 117 bikes are the smart target since they share the current engine and tank. Pre 2023 bikes have the 114 and the small tank, so they should be priced meaningfully lower. On any used example, check the rear tire closely: 240 section rubber is expensive, and stunted center wear from straight line riding is common. Recommended Riding Gear Legendary USA Bad Billy goatskin gloves, $99.99: tough, simple, and right for a muscle cruiser. Legendary USA fingerless gloves, $72.99: boulevard cruising in summer, with the tradeoffs you already understand. Legendary USA LowLife club vest, from $425: the Breakout is a bike people build identities around, and the vest matches the mission. Biltwell Lane Splitter helmet: a full face that fits the custom aesthetic without pretending it is a touring lid. FAQ How much horsepower does the 2026 Breakout have? 103 hp at 4,800 rpm and 126 lb-ft of torque at 3,000 rpm from the Milwaukee-Eight 117 Custom, per Harley-Davidson's published figures. Is the Breakout hard to ride? It is not hard, but the 240 rear tire and raked out front end steer slower than any other Softail. Give yourself an adjustment period and it becomes predictable. How far can a Breakout go on a tank? With 5.0 gallons and Harley's 49 mpg estimate, well over 200 miles of theoretical range, though spirited riding brings that down fast. Is the Breakout good for passengers? Not really. The stock pillion pad is small and the passenger sits high with no backrest. It is a solo statement bike first. Breakout or Fat Boy? Same family, different flavor. The Fat Boy is the heavier icon with balanced 160 section steering, the Breakout is the drag stance with the bigger visual hit. We rate the Fat Boy 8.2 and the Breakout 8.4, with the 117 engine and tank size deciding it. More Harley Ratings From MGR Fat Boy, rated 8.2 | Street Bob, rated 8.6 | Low Rider ST, rated 9.0 Sources Harley-Davidson USA, 2026 Breakout model page: harley-davidson.com/us/en/motorcycles/breakout.html Torquepedia, 2026 Harley-Davidson Breakout specifications: torquepedia.com/harley-davidson/breakout/2026 Last updated: August 11, 2026

Quick answer: The Twin Cam powered Harley Big Twins from 1999 to 2017 in 88, 96, 103, and 110 cubic inch versions. It is a strong engine with one famous weakness: the spring-loaded cam chain tensioners used from 1999 to 2006. Buy 2007 and later, or an early bike with documented tensioner work. MGR Reliability Rating: 7.5/10 overall. Spec Twin Cam Production years 1999 to 2017 Displacements 88 (1,450cc), 96 (1,584cc), 103 (1,688cc), 110 (1,801cc CVO and select S models) Configuration 45 degree OHV V-twin, two chain driven cams, 2 valves per cylinder Cooling Air cooled; Twin-Cooled heads on some 2014 to 2016 touring models Used in Dyna, Softail (counterbalanced B versions), Touring, CVO MGR Reliability Rating 7.5/10 overall: roughly 8.5/10 for 2007 to 2017, 6.5/10 for unaddressed 1999 to 2006 engines What the Twin Cam is The Twin Cam 88 replaced the Evolution Big Twin for 1999. The name comes from its two chain driven camshafts, and it brought a stiffer crankcase, better breathing, and a twin gerotor oil pump. Softail models got the counterbalanced 88B version from 2000 because the engine bolts rigidly to that frame. The 96 arrived for 2007 alongside a six speed transmission, the 103 spread across the lineup from 2011 to 2012, and the 110 served CVO and later some S model Softails. Touring models moved to the Milwaukee-Eight for 2017, and the last Twin Cam Dynas and Softails were 2017 models. The cam chain tensioner story, told honestly This is the part of the Twin Cam story that gets exaggerated in both directions, so here it is straight. From 1999 to 2006, the cam chains ran against spring loaded tensioner shoes faced with a plastic composite. The shoes wear. When one wears through or breaks up, the debris can be drawn toward the oil pump and starve the engine of oil pressure, and the failure gives little warning. Harley service practice called for inspection in roughly the 35,000 to 40,000 mile range, but shoe life varies widely, and some wore out far earlier. Harley fixed it. The 2006 Dyna family debuted a new cam plate with hydraulic tensioners, and the rest of the Big Twin line got the hydraulic design with the 96 in 2007, along with a higher flow oil pump. The hydraulic system has proven durable and is not considered a problem area. For early engines there are two accepted fixes: convert to the later hydraulic tensioner setup with an updated cam plate and oil pump (roughly $500 in parts, more installed), or fit gear driven cams, which delete the chains entirely (roughly $750 in parts, often around $1,500 installed). Other known issues Inner cam bearings on early engines (especially 1999 to 2002) have a documented failure history and are usually upgraded to Torrington type bearings whenever the cam chest is opened. Heat. Later 103s in touring trim run lean for emissions and can get uncomfortably hot in traffic. Annoying, not a defect. Base gasket and cam cover seepage on high mileage examples. Normal old Harley stuff, cheap to fix. Which years to buy Best: 2012 to 2017 103 and 110 bikes. Mature platform, six speed, hydraulic tensioners, strongest parts support. Very good: 2007 to 2011 96 and 103. Same fixed architecture, often cheaper. Good value for the informed: 2006 Dyna (first hydraulic cam plate plus six speed). Buyer beware: 1999 to 2006 anything else, unless the seller can show receipts for a hydraulic conversion or gear drive. Price the work into your offer if not. Realistic lifespan A Twin Cam with the tensioner question answered and honest maintenance routinely runs into six figure mileage; the touring community has plenty of documented high mile examples. The bottom end is robust. We will not quote a failure rate for the early tensioners because no reliable public statistic exists, only a well documented failure mode you can engineer out for a known cost. Maintenance and oil notes General guidance, not a substitute for the manual: 5,000 mile oil service with 20W-50, separate primary and transmission fluids, and on any 1999 to 2006 engine without conversion receipts, a cam chest inspection soon after purchase. Listen for top end knocking when cold and check for metal in the oil filter at the first change after you buy. Where you will meet a Twin Cam today Used Dynas, Softails, and touring bikes from this era are the heart of the sub $10,000 Harley market. If you are shopping the modern successors instead, see our Street Glide review and Street Bob review, both now Milwaukee-Eight powered. Our used market roundup later this month covers the best Twin Cam buys specifically. FAQ Which Harley Twin Cam years should I avoid? Unmodified 1999 to 2006 engines are the risk years because of the spring loaded cam chain tensioners. They are fine to buy only if a hydraulic conversion or gear drive is documented, or if you price the work into the deal. How long does a Twin Cam engine last? With the tensioner issue addressed and regular oil service, six figure mileage is common and well documented in the touring community. Neglect, not design, is what kills most of them. Is the Twin Cam a reliable engine? From 2007 on, yes, genuinely reliable, and we would rate those years 8.5/10. The 1999 to 2006 engines are only as reliable as their tensioner service history, which is why our overall rating is 7.5/10. What is the difference between Twin Cam 88, 96, 103, and 110? Displacement, and the running changes that came with each: the 96 brought the six speed and hydraulic tensioners in 2007, the 103 became the standard Big Twin from around 2012, and the 110 was the CVO engine, later used in S model Softails. How much does it cost to fix the cam chain tensioner problem? Roughly $500 in parts for the hydraulic conversion kit or about $750 in parts for gear drive cams, with installed totals commonly landing near $1,000 to $1,500 at independent shops. Prices vary by region and parts choice. Twin Cam or Milwaukee-Eight, which should I buy used? If the budget reaches a 2020 or newer Milwaukee-Eight, that is the more refined and lower risk engine. A 2007 to 2017 Twin Cam is the value play and gives up little in real world durability. Sources Law Abiding Biker: Twin Cam chain tensioner problems 1999 to 2006 Backyard Rider: Harley Twin Cam years to avoid Lowbrow Customs: Harley Big Twin engine timeline The Seasoned Wrench: Harley Twin Cam problems Last updated: August 8, 2026. MotoGearRater is independent. We do not sell motorcycles and nobody pays for a rating.

Quick answer: The 2026 Indian Roadmaster is a legitimate luxury tourer: Thunderstroke 116 torque, 34 plus gallons of storage, heated and cooled seats and a power windshield from $34,999, with a liquid cooled PowerPlus version from $32,499. We rate it 8.4 out of 10. It is heavy, expensive and brilliant at exactly one job: eating miles two up. MGR Rating: 8.4/10 Criterion Score Why Engine and performance 9.0 126 ft-lbs from the Thunderstroke 116 moves 919 lb with ease, and the PowerPlus option adds 126 hp for passing loaded at altitude. Comfort and ergonomics 9.5 Heated and cooled dual seats, power windshield, adjustable passenger boards and real wind protection make it one of the most comfortable motorcycles sold. Value for money 7.5 Feature per dollar it beats Harley's Ultra Limited, but $34,999 before extras is still rarefied air, and Elite trims pass $40,000. Custom potential 7.5 A solid factory accessory list, but full dressers get personalized, not transformed, and the aftermarket is thinner than Harley's. Reliability reputation 8.5 The Thunderstroke has a long, mostly clean record; heat and electronics niggles, not mechanical failures, dominate owner complaints. Honesty first: MotoGearRater has not ridden the 2026 Roadmaster. This rating is an editorial research verdict built from verified manufacturer specifications, published road tests, and documented owner feedback. Scores are our independent judgment, not a ride test. Verified Specs Spec 2026 Indian Roadmaster MSRP (US) $34,999 (PowerPlus from $32,499; Dark Horse $33,499; Limited $33,749; Elite $41,999) Engine Air cooled Thunderstroke 116 V-twin, 1,890 cc Torque 126 ft-lbs at 2,900 rpm Seat height 28.0 in (listed) Weight 891 lb dry, 919 lb running order Fuel capacity 5.5 gal Storage 34+ gal total (bags, trunk, fairing lowers, dash) Tech 7 in Ride Command with Apple CarPlay, heated and cooled seats, power windshield, TPMS, 200 watt audio Specs verified August 6, 2026 against Indian Motorcycle's official Roadmaster pages and Motorcycle.com's spec database. Who It Is For, Who Should Skip Buy it if: you tour two up for days at a time and want the passenger treated as well as the rider. Buy it if: you want Ultra Limited capability with more torque and a lower price of entry. Skip it if: this would be your first big bike; 919 lb in a sloped parking lot is unforgiving. Skip it if: most of your riding is solo day trips. A Chieftain or Challenger does that job with less mass and money. Strengths and Weaknesses Strengths Passenger accommodations that rival the Honda Gold Wing: heated and cooled seats, adjustable floorboards and backrest comfort. 34 plus gallons of lockable storage swallows two people's gear for a week. CarPlay equipped 7 inch Ride Command is one of the better infotainment systems on two wheels. Classic valanced fender styling that stands apart from every batwing bagger at the rally. Weaknesses (real owner criticisms) The weight. Owners repeatedly describe parking lot maneuvers and backing uphill as the price of admission. Air cooled Thunderstroke heat on the right side in summer traffic is the most common complaint on the platform. The 5.5 gallon tank is smaller than the Gold Wing relative to thirst; realistic range is around 180 to 200 miles. Indian's dealer network is thin in exactly the remote regions this bike is built to cross. Resale trails Harley's Ultra Limited, though discounts up front partly offset it. Buying Advice Choose the engine by mission: Thunderstroke for traditional character, PowerPlus for power, cooling and the radar safety aids. Cross shop the Honda Gold Wing if outright refinement matters more than V-twin identity, and the Harley Street Glide if you might not need the trunk. Also read our Chieftain rating; it is the same soul with 80 fewer pounds. Buy the demo or last year's stock if you can; depreciation on full dressers is steep in year one, which makes lightly used Roadmasters exceptional value. Recommended Riding Gear Touring gear earns its keep here. From Legendary USA, verified in stock August 6, 2026: the Fleece-lined gloves at $120 cover cold morning starts and the Gauntlets at $145 seal the cuff gap at highway speed. Both are heritage leather and unarmored, so they are comfort pieces rather than protective equipment. Add a premium modular helmet from an established leader such as Shoei or Schuberth for intercom friendly touring, and a CE level 2 armored textile suit if you ride in all weather. FAQ Is the Indian Roadmaster good for beginners? Absolutely not. At 919 lb it is among the heaviest motorcycles sold and demands experienced low speed technique. What is the seat height on the Roadmaster? Indian lists 28.0 inches for the 2026 model. The seat is wide, so plan on it feeling taller than the number suggests; a test sit matters here. Roadmaster vs Harley Ultra Limited: which is better? The Roadmaster wins on torque, storage and standard features per dollar; the Ultra Limited wins on dealer coverage, resale and aftermarket depth. Both are excellent; the difference is ecosystem versus equipment. Is the Roadmaster reliable enough for long tours? Yes. The Thunderstroke platform has more than a decade of touring service. Carry out software updates, manage summer heat expectations, and it is a dependable mile eater. Roadmaster or Roadmaster PowerPlus? PowerPlus if you ride hot climates, mountains or two up at pace; it is stronger and runs cooler. The Thunderstroke version is for riders who want the classic air cooled feel and look. Sources Indian Motorcycle, 2026 Roadmaster family pages: indianmotorcycle.com/en-us/roadmaster-motorcycles/ Indian Motorcycle, 2026 Roadmaster spec sheet: indianmotorcycle.com/en-us/roadmaster-motorcycles/roadmaster/specs/ Motorcycle.com spec database, 2026 Indian Roadmaster: motorcycle.com/specs/indian/touring/2026/roadmaster/base/detail.html Published August 11, 2026. Specs and prices verified August 6, 2026. US MSRP excludes destination and fees.

The legal path into stunt riding runs through closed courses: licensed rider training first, then dedicated stunt and wheelie schools with purpose built bikes, then private lot practice with the owner's written permission, and eventually community events and sanctioned competitions. No step of that ladder happens on a public road. Part five of Wheelies and Burnouts, our series covering stunt riding as a sport. This post is a map of the sport's legal on ramps, not trick instruction. We have not performed or tested these stunts, and the schools below are simply verified operations we found, not sponsors. MotoGearRater has no affiliation with any of them. Where Does Everyone Actually Start? With boring competence. Every credible voice in the sport says the same thing: be a licensed, comfortable rider before anything else. Basic and advanced rider courses teach clutch control, braking, and low speed balance on closed ranges, and those are literally the raw materials of stunt riding. A rider who cannot do a slow U turn has no business near a balance point. Which Schools Teach Stunt Skills on Closed Courses? Wheelie University (San Diego area, partnered with Triumph San Diego): one day, one on one closed course wheelie classes on school owned Triumph Speed Triples fitted with a wheelie height control device. Classes sell out well in advance. Superbike-Coach (Northern California): a wheelie course on a purpose built training bike that physically limits how far the front can come up. Live100MOTO (Los Angeles): wheelie training plus supermoto school days, all on closed courses. WheelsUp Training (Orlando): motorcycle control and stunt oriented instruction off the public road. The common denominator is the training bike. You are paying for a machine you are allowed to get wrong on, plus an instructor and pavement where a mistake is a lesson instead of a citation. What Counts as a Legal Practice Lot? Private property, with the owner's explicit permission, away from traffic and bystanders. Established stunt communities usually practice on leased industrial lots, event venues, or land someone in the crew owns, and many require gear and waivers. What does not count: an open public street at 2 a.m., a mall lot without permission, or anywhere trespassing is doing the work. Permission is the entire difference between a sport and an offense, and seasoned crews guard their spots by keeping them clean, insured where possible, and drama free. How Do You Reach Actual Competition? The sport has real venues again. In the V twin world, The Brawl has run invite level competition since 2017 and takes competitor inquiries by email, with 2026 stops in Phoenix, San Diego, and the Thunderdome at the Sturgis rally. In Europe, StuntGP has crowned international champions since 2009. Rallies and shows, from Arizona Bike Week's stunt arena to touring productions, hire and showcase riders. The route in is unglamorous: get known at legal practice spots, post clean closed course riding, and be the person organizers can trust with a crowd watching. What Gear Should a New Lot Rider Budget For? Helmet, armored gloves, real boots, and abrasion protection, and expect the gloves to die first. Stunt practice destroys gloves faster than any other riding we cover, which is why armored options from Alpinestars, Icon, and Fox are the standard recommendation for the lot. For everything around the sport, the ride there, the hangout, the daily commute, honest unarmored leather has its place: Legendary USA's Bad Billy goatskin gloves run 99.99 dollars and their Classic touchscreen deerskin gloves run 120 dollars, and both are durable everyday leather. We will say it plainly: those are unarmored, and they are not what you practice tricks in. FAQ Do I need my own stunt bike to take a class? For wheelie schools like Wheelie University and Superbike-Coach, no. Training bikes are provided and are the point of the class. A personal practice bike only enters the picture if the sport sticks. Is there an age limit for stunt schools? Policies vary by school, so check directly. Most require a motorcycle license or endorsement and signed waivers, and minors generally need guardian involvement where accepted at all. Can I just practice in an empty public parking lot? Not legally, in most places. A publicly accessible lot is usually covered by traffic and trespass law even when empty. Permission from the property owner is what changes the answer. How do stunt crews find legal lots? Mostly by asking: industrial property owners, event venues, kart tracks, and fairgrounds. Crews that show up with insurance, waivers, and a cleanup habit keep their spots. Crews that attract complaints lose them. Is stunt riding an expensive sport? Compared to track racing, it is one of motorcycling's cheaper competitive outlets: a used donor bike, protective hardware, consumable tires and clutches, and lot access. The real cost is time. Competition level control takes years of repetition. Keep Reading on MotoGearRater See Wheelies Explained for how the schools teach, Stunt Bike Setup for the hardware, and our new rider gear setup guide for building a protective kit on a sane budget. Sources Wheelie University: https://www.wheelieuniversity.com/ Superbike-Coach wheelie course: https://www.superbike-coach.com/portfolio-item/wheelie-course/ Live100MOTO training: https://live100moto.com/products/wheelie-training-school/ WheelsUp Training, Orlando: https://wheelsuptraining.com/ The Brawl, 2026 schedule and competitor contact: https://rideanddestroy.com/thebrawl/ StuntGP world championship: http://stuntgp.eu/ Last updated: August 13, 2026. MotoGearRater is independent and unaffiliated with the schools, events, and brands mentioned. We cover stunt riding as sport journalism, we have not performed or tested these stunts, and we never recommend stunting on public roads.

Quick answer: The 2026 Harley-Davidson Low Rider S earns an MGR rating of 8.9 out of 10. It pairs the 114 hp Milwaukee-Eight 117 High Output with the best chassis setup in the Softail range for $18,999, making it the performance cruiser benchmark and the value pick under the Low Rider ST. MGR Rating: 8.9/10 Engine and performance: 9.5/10. The 117 High Output makes 114 hp and 128 lb-ft at 4,000 rpm, the strongest standard Softail tune, and the inverted fork and raised shock let you actually use it. Comfort and ergonomics: 8.0/10. Mid controls, moto bars, and a supportive solo seat work for aggressive riding, but taller riders find the triangle tight and there is zero wind protection. Value for money: 9.0/10. $18,999 for this engine and suspension undercuts the $24,199 and up Low Rider ST and most performance cruiser rivals. Custom potential: 9.5/10. The Low Rider S is the club style template, and the FXLRS aftermarket for bars, fairings, suspension, and luggage is enormous. Reliability reputation: 8.5/10. The Milwaukee-Eight has a strong record, and the S adds little beyond ride modes and cornering rider aids to age. How we rate: MGR has not ridden the Low Rider S. This is an editorial research rating built from verified manufacturer specifications, published first looks, and documented owner feedback. The five criteria above average to the overall score. Verified Spec Card: 2026 Low Rider S MSRP $18,999 (Dark Billiard Gray, chrome trim) Engine Milwaukee-Eight 117 High Output, 1,923 cc Horsepower 114 hp at 5,000 rpm Torque 128 lb-ft at 4,000 rpm Weight 670 lb in running order Seat height 27.0 in laden Fuel capacity 5.0 gal 2026 notes Chrome trim returns; Black trim adds $1,000; ride modes and cornering rider aids standard Who It Is For, and Who Should Skip It Buy it if: you want the fastest reacting big twin Softail, plan a club style or performance build, or want ST level go without ST money. Skip it if: you ride long highway days now. The naked front end and solo focus make the Low Rider ST, with its fairing and bags, worth the extra spend for touring. Strengths and Weaknesses Strengths The strongest engine and best suspension pairing in the standard Softail line: 43 mm inverted fork and a taller preload adjustable monoshock. Mid mount controls give real cornering control compared with forward control cruisers. 2026 brings back chrome trim options alongside the blacked out look. Weaknesses and real owner criticisms Owners regularly report strong wind fatigue at interstate speed, and many add a small fairing within the first year. The under bar mirrors look right but split opinion on actual rearward visibility. The firm suspension tune that makes it corner also transmits sharp hits on broken pavement. Tall riders above six feet often call the cockpit cramped with the stock seat pushing them forward. Buying Advice: New vs Used New at $18,999 the 2026 bike is the sweet spot in the current range, and color and trim choices move the price up to $1,650 further, so spec carefully. Used, the 2022 to 2025 bikes already carry the 117 High Output and differ mainly in trim, which makes a clean low mile example a genuine bargain when priced a few thousand under new. The 2020 to 2021 first generation FXLRS runs the 114: still quick, but price it accordingly. Check for crash damage under bar end mirrors and inspect the shock for leakage since these bikes get ridden hard. Recommended Riding Gear Legendary USA Bad Billy goatskin gloves, $99.99: durable goatskin that matches how this bike gets ridden. Legendary USA Aramid touchscreen gloves, $125: aramid reinforcement for a performance cruiser pace, with usable fingertips. Legendary USA LowLife club vest, from $425: the Low Rider S is the club style bike, and this is the club vest. Shoei RF-1400 full face helmet: a 114 hp cruiser with no windscreen deserves a proper full face. FAQ How much horsepower does the 2026 Low Rider S have? 114 hp at 5,000 rpm and 128 lb-ft of torque at 4,000 rpm from the Milwaukee-Eight 117 High Output, per Harley-Davidson. What is the difference between the Low Rider S and Low Rider ST? The ST adds a frame mounted fairing, saddlebags, and touring intent for $24,199 and up. The S is the naked version, lighter feeling and $5,200 cheaper. We rate the ST 9.0 and the S 8.9. Is the Low Rider S good for tall riders? It works to around six feet without complaint. Taller riders commonly fit a different seat or bar risers, both cheap fixes on a bike this supported by the aftermarket. Can you tour on a Low Rider S? People do, with add on fairings and soft bags. But if touring is the plan from day one, buy the ST instead and save the parts spend. Is the Low Rider S a good first Harley? It is a lot of engine for a first big bike, but the mid controls, planted chassis, and standard rider aids make it more manageable than its power figure suggests for an experienced new-to-Harley rider. More Harley Ratings From MGR Low Rider ST, rated 9.0 | Street Bob, rated 8.6 | Fat Boy, rated 8.2 Sources Harley-Davidson USA, 2026 Low Rider S model page: harley-davidson.com/us/en/motorcycles/low-rider-s.html Ultimate Motorcycling, 2026 Harley-Davidson Low Rider S First Look: ultimatemotorcycling.com/2026/03/03/2026-harley-davidson-low-rider-s-first-look-chrome-comeback Torquepedia, 2026 Low Rider S specifications: torquepedia.com/harley-davidson/low-rider/2026/s Last updated: August 13, 2026

The 2025 Rebel 500 got a revised seat and a revised handlebar position, and nothing else. It is still the best-selling cruiser in the industry, and for once that is not our inference. It is Honda's own wording, applied to the Rebel 500 by name. This is the one year in this series where the single-model claim is on the record. In its 2026 model year release Honda calls the Rebel 500 the industry's best-selling cruiser, singling out the 500 instead of claiming the Rebel 300 and 500 as a pair the way nearly every earlier release did. Honda still publishes no US sales by model, so this remains a company claim rather than a counted figure, but it is the clearest single-model statement any of the four manufacturers in this series has made. We still stop at cruiser rather than stretching it across Honda's whole street range. The 2025 Rebel 500 471cc liquid-cooled parallel twin, 27.2 inch seat, 408 pounds at the curb, 414 with ABS and 419 for the ABS SE. Prices held at $6,499, $6,799 and $6,999, unchanged from 2024. Honda Europe publishes 31.9 lb-ft at 6,000 rpm for the 25YM bike, and Honda's US operation still publishes no torque figure for this engine in any year. The change for 2025 is a revised seat and handlebar position on both the Rebel 300 and the Rebel 500. That is an ergonomics update, not a mechanical one. It is also, in six model years, the only time Honda has gone back and adjusted how the rider sits on this bike, which makes it more significant than the size of the change suggests. The Rebel 1100 range was updated for the same model year. The quote, and what Honda did next Attribution matters on this one, so here it is explicitly: the phrase the industry's best-selling cruiser comes from Honda's 2026 model year release, not from 2025 marketing and not from an independent count. Every other Honda claim quoted across this series has been a paired claim covering the Rebel 300 and 500 together, or a segment claim about small-displacement or entry-level cruisers. This is the first time Honda has put a single model's name in front of the superlative. What Honda did alongside that claim tells you where the line is going. For 2026 the non-ABS Rebel 500 is dropped entirely and ABS becomes standard at $6,799. The automatic E-Clutch goes onto the Rebel 300. Which means the automation that started with the Rebel 1100 DCT at $9,999 in 2021 has, in five model years, reached the cheapest bike in the family. Read the two moves together and the direction is obvious. Honda spent the period from 2021 to 2026 taking the two things that stop people buying a first motorcycle, the clutch and the fear of locking a wheel, and making them somebody else's problem. It started at $9,999 on the most expensive Rebel and finished as standard equipment on the cheapest. Nothing in the engine or the chassis changed while that happened. One qualifier on all of this. A model-level claim is not a brand-level one, and the two moved in different directions. Kawasaki passed both Honda and Harley-Davidson for the US number one position in 2025, so Honda holding the best-selling cruiser and Honda leading the American market are separate statements, and only the first one is currently supportable. How to read the 2025 bike as a buyer If you have sat on an earlier Rebel and found the reach or the seat did not suit you, the 2025 revision is the single change in six model years aimed at exactly that complaint. It is worth a test sit rather than an assumption in either direction, because the specification sheet will not show you the difference: seat height is 27.2 inches on this bike as it has been on every other one in this series. Between a 2025 and a 2024, the engine, the chassis, the seat height and the prices are identical. What differs is the seat and bar position and, on the SE, three pounds of curb weight. That is a thin argument for paying a used premium, and a reasonable argument for going and sitting on both. If you are buying new around the model changeover, the $6,499 non-ABS bike is the one leaving the range. ABS at $6,799 is what the Rebel 500 becomes, and paying $300 to avoid the version the manufacturer discontinued is not a difficult call. For how the bike holds up past the showroom, we collected owner accounts in our Rebel 500 owner reports. Standing at the end of six model years, the summary is short. Honda refreshed this motorcycle once, in 2020, adjusted where the rider sits once, in 2025, moved the price by $300 in total, and led the segment throughout. Over the same period Harley-Davidson rebuilt the Street Glide, Indian replaced the Scout's engine, and BMW replaced the GS. Honda's answer to a changing market was to leave a $6,499 motorcycle alone, and that answer kept working. The short version 2025 is the year the Rebel 500's claim finally got specific, on the back of a change to where the rider sits and nothing else. For the wider picture, see the best-selling motorcycles of 2025, and for the Rebel against Harley-Davidson, Indian and BMW in the same year, see our 2025 four-brand comparison. Cover photo: "Honda CMX500 Rebel parked at Hogs for Hospice, Leamington, Ontario, 2025-08-02" by Chris Woodrich, CC BY-SA 4.0, via Wikimedia Commons.

A stoppie lifts the rear wheel under hard front braking so the motorcycle rolls forward on its front tire. It is one of stunt riding's core competition tricks and one of its least forgiving, learned by professionals through slow progression on closed courses. On public roads, stoppies are illegal in most places. Part three of Wheelies and Burnouts, our series on stunt riding as a sport. The usual honesty: MotoGearRater covers this as journalism. We have not performed or tested these stunts, and nothing below is instruction for doing them. What Is a Stoppie? Also called an endo or front wheelie, a stoppie is braking hard enough that weight transfer lifts the rear wheel while the bike keeps rolling on the front tire. In competition you will see rolling stoppies held for surprising distances, pivoting stoppies where the rider swings the tail sideways, and combinations where a stoppie flows straight into another trick. International contests such as StuntGP in Europe have scored stoppies alongside wheelies and drift work since the late 2000s. Why Is the Stoppie So Unforgiving? A wheelie gone slightly wrong usually ends with the front wheel slapping back down. A stoppie gone slightly wrong can send the rider over the handlebars, because the failure direction is forward and down. The whole trick lives on the front contact patch: too much brake or a slick patch of pavement and the front tire washes out, too much height and the bike passes its tipping point. That is why even experienced stunt riders describe stoppie progression as slower and more cautious than wheelie progression, and why it happens on clean, closed pavement with full gear, spotters, and bikes built to be dropped. How Do Professionals Approach Learning It? The pattern reported by professional stunt riders is consistent, and it is about environment rather than technique: a closed course or private lot with permission, low speeds for a long time, hundreds of repetitions that never approach the balance point before any that do, and a practice bike wearing crash protection so a mistake costs plastic and pride rather than a whole motorcycle. Braking skill itself is trainable at legitimate schools. Advanced rider courses and track schools drill maximum braking and front tire feel on closed courses, which is the same foundation the stunt world builds on. What separates sport from street is that professionals rehearse the failure, with room to fall, gear to fall in, and nobody else's bumper in the picture. What Does Stoppie Practice Do to the Bike? Front tire: repeated hard stops flat spot and overheat the center of the tread, so front tires join rear tires on the consumables list. Brakes: pads, rotors, and fluid all run hot. Stunt bikes commonly get upgraded pads and steel braided lines for consistent lever feel. Forks: slamming the rear down and loading the front hard is rough on fork seals and steering head bearings, a theme we expand in the maintenance post of this series. Are Stoppies Legal on the Street? The same answer as every trick in this series: on public roads, generally no. Jurisdictions treat wheel off the ground riding as reckless or careless driving or as a specific stunting offense, with fines, license consequences, and possible impound. The legal venues are private property with permission, closed courses, and sanctioned events. That is not a lecture, it is just how the sport actually operates now. FAQ Is a stoppie harder than a wheelie? Most stunt riders say yes, not because the balance is more complex but because the penalty for error is worse. Falling forward off a braking motorcycle is a harder crash than dropping a wheelie back onto its wheel. What is the difference between a stoppie and an endo? The terms are used almost interchangeably. Some riders reserve endo for the moment the rear comes up and stoppie for a controlled, rolling version, but in competition coverage you will hear both. Do ABS brakes prevent stoppies? Many modern ABS systems include rear wheel lift mitigation and will intervene, which is one reason dedicated stunt bikes are often older machines or have electronics defeated for closed course use. On a road bike, that intervention is a safety feature, not a flaw. Are stoppies scored in real competitions? Yes. Stoppie distance and control elements have featured in international stunt riding contests for years, and modern freestyle runs blend stoppies into linked combinations. What gear matters most for front wheel tricks? Helmet first, always, then armored gloves and wrist protection, because over the bars falls lead with the hands. Stunt riders burn through armored gloves from brands like Alpinestars, Icon, and Fox. Unarmored classic leather, including the deerskin gloves we like for cruising, is the wrong tool at a stunt lot. Keep Reading on MotoGearRater Catch up on Wheelies Explained and Burnouts Explained. For the kind of sportbike that anchors many stunt garages, see our Kawasaki Ninja ZX-6R rating. Sources StuntGP world championship: http://stuntgp.eu/ Cycle World on stunt competition history and the XDL series: https://www.cycleworld.com/2012/12/24/motorcycle-stunt-riding-and-xdl-stunt-competition/ The Brawl, V twin stunt competition: https://rideanddestroy.com/thebrawl/ Last updated: August 9, 2026. MotoGearRater is independent. We cover stunt riding as sport journalism, we have not performed or tested these stunts, and we never recommend stunting on public roads.

The best motorcycle for short riders in 2026 is the Honda Rebel 500. Its 27.2 inch seat, narrow midsection, 414 lb curb weight, standard ABS, and $6,799 price make it the easiest full size motorcycle to manage with a shorter inseam, and it has enough engine to stay on your side for years. If your inseam is under about 28 inches and you want even lower, the Honda Shadow Phantom and Indian Scout Sixty Bobber both put the seat at 25.6 inches. Seat height alone is a half truth, though. A narrow seat lets your legs drop straight down, effectively shortening the reach, and a light bike forgives a tiptoe stop that a heavy one punishes. We weighted all three factors. Verified seat heights and weights Model Price (from) Seat height Weight Notes Honda Rebel 300 E-Clutch (2026) $5,349 27.2 in 379 lb Lightest here, no stall E-Clutch Honda Rebel 500 (2026) $6,799 27.2 in 414 lb Top pick, ABS now standard Kawasaki Vulcan S (2026) $7,649 27.8 in 492 lb Ergo-Fit adjustable reach Honda Shadow Phantom ABS (2025) $8,699 25.6 in 553 lb Lowest seat under $9,000 Indian Scout Sixty Bobber (2026) $9,999 25.6 in 536 lb 85 hp, most power per dollar here Harley-Davidson Nightster (2026) $9,999 27.1 in laden 481 lb Ride modes, lightest Harley Harley-Davidson Super Glide (2026) $15,999 25.2 in laden 656 lb Lowest seat in this guide Specs verified August 2026 on Honda Powersports, Kawasaki, Indian Motorcycle, and Harley-Davidson USA official pages. Note Harley quotes laden (rider aboard) seat heights, which reads about half an inch lower than the unladen figures other brands publish. Compare accordingly. Top pick: Honda Rebel 500 The Rebel 500 is the bike we point short riders to first because it stacks every advantage: the seat is low and narrow, the tank does not splay your knees, the 471cc twin is friendly at the bottom and honest at the top, and 414 lb means a bad footing moment is a wobble, not a drop. For 2026 ABS is standard at $6,799. What it does badly: freeway passing above 75 mph takes planning, the suspension is budget grade, and taller passengers will not thank you. Runner-up: Honda Shadow Phantom If flat feet matter more to you than weight, the Shadow Phantom puts a classic 745cc V twin cruiser at 25.6 inches for $8,699 with ABS. It is 139 lb heavier than the Rebel, and that is the honest tradeoff: easier reach, harder pickup. Shaft drive means less maintenance than the chain driven Rebel. Budget pick: Honda Rebel 300 E-Clutch At $5,349 and 379 lb with the same 27.2 inch seat, the Rebel 300 is the lightest serious option on this page, and the 2026 E-Clutch version cannot stall, which removes the single biggest source of low speed drops for new riders. Downside: the 286cc single runs out of breath on fast highways. City and suburban riders will not care. Premium picks: Indian Scout Sixty Bobber and Harley Super Glide The Scout Sixty Bobber is the performance answer: 25.6 inch seat, 999cc, 85 hp, $9,999. It asks for respect but fits small. The new Harley Super Glide is the heavyweight answer, with the lowest seat here at 25.2 inches laden; honesty demands we repeat that 656 lb is a lot of mass to hold on a slope, whatever the seat height. The lighter Nightster, which we rated 8.3, is the Harley we would actually steer most shorter riders toward, and our women riders Harley guide digs deeper into fit logic that applies to everyone. How we chose Every seat height, weight, and price verified on official manufacturer spec pages in August 2026, with laden versus unladen measurement differences flagged. Narrowness at the seat-tank junction and low speed manageability weighted alongside raw seat height. We have not ride tested these motorcycles. Assessments synthesize verified specs and documented owner and press feedback. No manufacturer input or payment. MotoGearRater is independent. Gear notes for shorter riders Boot choice can add real inches: motorcycle boots with a full sole and defined heel improve ground contact and control feel; pick a proper riding boot from the established brands rather than a fashion lift. Our new rider gear setup guide covers full kits by budget. For cruiser gloves, the Legendary USA Classic touchscreen deerskin gloves at $120 (price verified August 6, 2026) are an honest fit for these bikes; they are unarmored leather, so choose a big brand armored glove if impact protection is your priority. FAQ What seat height do I need for a 28 inch inseam? As a rule of thumb, both feet land flat when the seat height is at or below your inseam minus about an inch on a narrow bike. With a 28 inch inseam, the 27.2 inch Rebels work; the 25.6 inch Shadow Phantom and Scout Sixty give margin to spare. Is it safe to ride if I can only touch with one foot? Many experienced riders do it daily on tall adventure bikes. It requires deliberate stopping technique, and it is a poor idea on a heavy bike for a new rider. Start where you can flat foot, then expand. Can seats be lowered? Often, yes. Factory low seats, aftermarket seat shaves, and suspension lowering links can cut one to two inches, at some cost to comfort or cornering clearance. Try the stock bike first. Is the Vulcan S good for short riders despite the 27.8 inch seat? Yes, because Ergo-Fit lets the dealer set reduced reach pegs, seat, and bars at purchase. It effectively tailors the triangle to shorter arms and legs in a way no other bike in this class does. What about the Kawasaki Eliminator or Yamaha V Star 250? Both are viable small cruisers, but we limited this table to bikes whose 2025 or 2026 specs we could verify on official US pages at publication time. The picks above cover every budget those bikes occupy. Are low sportbikes an option for short riders? Cruisers dominate below 28 inches, but if you want sport style, look at lowered versions of lightweight nakeds. That is a different guide; the physics advice here still applies. Sources Honda Powersports official spec pages: 2026 Rebel 500, 2026 Rebel 300 E-Clutch, 2025 Shadow Phantom ABS Kawasaki USA and Torquepedia: 2026 Vulcan S specifications Indian Motorcycle USA: 2026 Scout Sixty Bobber specifications Harley-Davidson USA: 2026 Nightster and Super Glide model pages MotoGearRater rating post: Harley Nightster (8.3) Last updated: August 9, 2026. Prices are US MSRP excluding freight, setup, and taxes.

The best motorcycle for tall riders in 2026 is the BMW R 1300 GS. Adventure bike ergonomics are simply built for long bodies: a 33.4 inch seat that adjusts higher, a roomy knee bend, and a wide upright bar. We rated the GS 8.6, and no other bike combines its legroom with its road ability. If your budget is half that, the Yamaha Tenere 700 gives you the same tall geometry for $10,999. Tall rider pain is mostly knee angle and reach, not seat height. A 34 inch seat with rearset pegs can cramp a 6 foot 4 rider worse than a 30 inch seat with far forward pegs. We picked bikes with generous seat to peg distance, adjustable seats, and bars that do not fold you over. Tall rider comparison Model Price (from) Seat height Weight Why tall riders fit Yamaha Tenere 700 (2026) $10,999 34.4 in 459 lb Tall flat seat, rally ergonomics Honda Africa Twin (2026) $15,199 34.3 or 33.5 in 510 lb Adjustable seat, upright and roomy Triumph Tiger 900 Rally Pro (2026) $17,995 (Desert edition) 33.9 to 34.6 in 503 lb Highest adjustable seat here BMW R 1300 GS (2026) $20,395 33.4 in (adjustable, taller options) 523 lb Top pick, vast ergo options BMW R 1300 RT (2026) $22,495 30.7 to 33.9 in adjustable 620 lb Tourer with real legroom range Harley-Davidson Road Glide (2026) $25,999 26.6 in laden 838 lb Stretched out cruiser triangle Specs verified August 2026 from BMW, Honda, Yamaha, Triumph and Harley-Davidson official materials plus Torquepedia listings. Harley quotes laden seat height; the Road Glide fits tall riders through forward foot boards and reach, not seat height. Top pick: BMW R 1300 GS The GS earns it with options: multiple factory seat heights, bar risers, and a chassis that carries a 6 foot 5 rider without cramping. The 145 hp boxer is overkill in the best way, and wind protection is genuinely adjustable. What it does badly: the price climbs brutally with packages, the styling divides opinion, and it is not the bike for riders who want simplicity. Full breakdown in our R 1300 GS review, rated 8.6. Runner-up: Honda Africa Twin The Africa Twin gives away little in legroom and costs $5,000 less. The 1084cc twin is relaxed, the DCT option removes clutch work in traffic, and the seat adjusts between 34.3 and 33.5 inches. We rated it 8.7 and called it the sensible flagship. Weak points: less outright power than the GS and a dated dash interface. Budget pick: Yamaha Tenere 700 At $10,999 the Tenere 700 is the cheapest ticket to genuine tall rider comfort. The flat rally seat lets you slide back for knee relief, and at 459 lb it is the lightest bike here. Tradeoffs are real: no cruise control on the base bike, minimal wind protection, and a firm seat on long days. Premium picks: BMW R 1300 RT and Harley Road Glide For dedicated pavement mileage, the R 1300 RT pairs the 145 hp boxer with an electrically adjustable screen and a seat range covering 30.7 to 33.9 inches, rare legroom flexibility in a full tourer at $22,495. If your taste is American V twin, the Road Glide, our highest rated Harley at 9.34, stretches tall riders out on foot boards behind a frame mounted fairing; the honest cost is 838 lb of mass. The Tiger 900 Rally Pro splits the ADV picks with the tallest seat range of the group. How we chose Legroom geometry (seat to peg distance, adjustability) weighted above raw seat height, with all figures verified from official specs in August 2026. Wind protection reach: screens that actually clear a tall torso. We have not ride tested these motorcycles. Assessments are built from verified specifications and documented owner and press feedback. No manufacturer involvement. MotoGearRater is independent. Gear for tall riders Sleeve and torso length ruin more gear purchases than chest size. Our big and tall gear guide lists brands with verified extended sizing. For gloves on these ADV and touring bikes, the Legendary USA deerskin Gauntlets at $145 (price verified August 6, 2026) seal long jacket cuffs properly; note they are unarmored leather, so riders wanting knuckle protection should pick an armored ADV glove from the major brands. Helmets: stick to the established safety leaders, and tall riders with long oval heads should try Arai fits first. FAQ What seat height should a 6 foot 2 rider look for? With a typical 34 inch inseam, seats from 32 to 35 inches allow a comfortable knee bend. Lower works fine too if the pegs are far enough away; that is why we rank seat to peg room over seat height. Are cruisers bad for tall riders? Not automatically. Forward controls and pulled back bars can fit long limbs well, as on the Road Glide. The failure mode is low seats with mid pegs, which fold knees past 90 degrees. Can I make a bike taller? Yes: factory tall seats, aftermarket peg lowering kits, and bar risers each buy one to two inches of room. Combined they can transform fit for under $500. Is the Tenere 700 too basic for long trips? It lacks cruise control and luggage out of the box, so budget for accessories. The bones, tank range and ergonomics, tour just fine, and thousands of owners do. Which bike here suits a tall new rider? None are ideal first bikes. Power and weight aside, tall bikes drop harder. A tall beginner should consider the standard Tiger 900 GT with its lower 32.3 to 33.1 inch seat range, or spend a season on something light before moving up. Our first big twin guide covers the step up logic. Does the Gold Wing fit tall riders? It is roomy for most, but its 29.3 inch seat with relatively close boards can cramp riders over about 6 foot 4. The RT and Road Glide give more stretch. Our Gold Wing review, rated 9.0, covers it in depth. Sources BMW Motorrad USA and Motorcycle.com spec listings: 2026 R 1300 GS, 2026 R 1300 RT (plus BMW Group press materials) Honda Powersports: 2026 Africa Twin and Adventure Sports ES spec pages Yamaha Motorsports USA: 2026 Tenere 700 specifications Triumph and Torquepedia: 2026 Tiger 900 GT Pro and Rally Pro specifications; Rider Magazine 2026 special editions pricing Harley-Davidson USA: 2026 Road Glide model page MotoGearRater rating posts: BMW R 1300 GS (8.6), Honda Africa Twin (8.7), Harley Road Glide (9.34), Honda Gold Wing (9.0) Last updated: August 11, 2026. Prices are US MSRP excluding freight, setup, and taxes.

The Short Answer For most riders, the Nightster. At $9,999 it is $6,000 cheaper than the Sportster S, 21 pounds lighter, lower in the seat, and its 91 hp Revolution Max 975T is more than enough for real-world riding. Choose the Sportster S if you want the full 121 hp 1250T experience, the fat-tire stance, and the stronger spec sheet, and you are comfortable paying $15,999 for a sport cruiser. Read our full Nightster review, rated 8.3, for the deeper dive on the cheaper bike. Spec Comparison, 2026 Models Spec Sportster S Nightster Starting MSRP $15,999 $9,999 ($12,499 Special) Engine Revolution Max 1250T, liquid cooled Revolution Max 975T, liquid cooled Claimed power 121 hp @ 7,500 rpm 91 hp @ 7,500 rpm Claimed torque 93 ft-lbs @ 6,000 rpm 72 ft-lbs @ 5,750 rpm Weight, running order 502 lb 481 lb Seat height, laden 28.9 in 27.1 in Fuel capacity 3.1 gal 3.1 gal Front tire 160/70R17 wide profile Conventional 19 in front Display 4 in color TFT, Bluetooth Analog with multifunction LCD MGR Rating Not yet rated 8.3 Specs verified against Harley-Davidson's official 2026 model pages. Both bikes carry ride modes, traction control, and ABS; the Sportster S adds cornering-enhanced electronics and Brembo brakes. Winner by Use Case Commuting: Nightster. Lighter, lower, narrower tires that steer quicker in traffic, and the same 3.1 gallon range limitation either way. First Harley: Nightster. The $9,999 price, 27.1 inch seat, and friendlier 91 hp make it the obvious entry point. Performance riding: Sportster S. 121 hp, cornering electronics, and Brembo hardware put it in a different league. Touring: Neither is built for it, but the Sportster S's power reserve and TFT navigation support make it the more capable mile eater once you add a windscreen and bags. Resale: Slight edge to the Nightster; its lower entry price keeps used demand broad, while big price cuts on new Sportster S models have pressured used values. Customization: Nightster. Its classic Sportster silhouette takes traditional bars, seats, and bag setups more naturally than the S's chunky stance. What Owners of Each Actually Say General Sportster S owner sentiment: the engine is the star, with owners consistently calling it the fastest Harley they have owned. The recurring complaints are the low-slung exhaust roasting right legs in summer traffic, a stiff rear ride from the short-travel shock, the small tank, and the forward-control riding position dividing opinion. General Nightster owner sentiment: owners praise the approachable weight, the neutral riding position with mid controls, and how far the price undercuts anything else wearing the bar and shield. Honest criticisms: the analog-plus-LCD dash feels cheap next to the S's TFT, 3.1 gallons limits range, and traditionalists still miss the old air-cooled Sportster sound and feel. The Money Question The gap is $6,000: $9,999 versus $15,999. That money buys 30 more horsepower, cornering-aware electronics, Brembo brakes, fully adjustable front suspension, and the TFT dash. It is a genuine hardware upgrade, but it is also 60 percent of a whole second Nightster. Riders who mostly cruise backroads and commutes will never use the difference; riders who chase sportbikes on Sunday mornings will. FAQ Is the Nightster a real Sportster? Yes, in name and role. Harley retired the air-cooled Evolution Sportster line in the US after 2022 and moved the family to the liquid-cooled Revolution Max platform, with the Nightster as its entry point. How much faster is the Sportster S than the Nightster? On claimed figures it makes 30 more horsepower and 21 more ft-lbs from the larger 1250T engine. In practice both are quick; the S simply keeps pulling well past where the 975T signs off. Which is better for shorter riders? The Nightster. Its laden seat height is 27.1 inches versus 28.9, and it carries its 481 pounds lower and narrower. Why is the Sportster S so much more expensive? The bigger 1250T engine, Brembo brakes, adjustable suspension, cornering electronics, and TFT display are the honest answer. Harley has also repositioned pricing on this platform more than once, so watch for dealer incentives. Can a beginner handle the Sportster S? A disciplined beginner can, thanks to ride modes and traction control, but 121 hp and a 160-section front tire make it an unusual first bike. The Nightster is the smarter starting point, and our new rider gear guide covers the kit to budget alongside either. Do they share anything mechanically? The architecture, yes: both use liquid-cooled Revolution Max V-twins as stressed frame members with belt final drive. Displacement, tune, suspension, and brakes are where they diverge. Sources Harley-Davidson official 2026 Sportster S model page, harley-davidson.com Harley-Davidson official 2026 Nightster model page, harley-davidson.com MotoGearRater Nightster review rating Published owner discussion across Sportster and Revolution Max forums, summarized as general sentiment MotoGearRater is an independent editorial site. This comparison is based on manufacturer specifications and published owner feedback, not instrumented ride testing. We have no affiliation with any manufacturer mentioned. Last updated: August 12, 2026