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 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

Quick answer: The Indian FTR is dead as a new model. Production ended in late 2024 and Polaris confirmed the discontinuation in early 2025, so 2026 buyers are shopping leftovers and the used market. Rated as a used purchase, we give the FTR 8.1 out of 10: a 120 hp character bike with real flaws that suddenly makes sense at discounted prices. First, the Discontinuation, Verified Indian quietly ended FTR production in the fourth quarter of 2024, and the decision was confirmed through Polaris communications in February 2025. The reasons reported across the motorcycle press: sales volume never justified the cost of updating the engine for Euro 5+ emissions, and the FTR750 race bike that inspired it aged out of American Flat Track eligibility. The FTR no longer appears in Indian's own model navigation. Verify leftover model year and warranty start date carefully at dealers still holding stock. MGR Rating: 8.1/10 (as a used or leftover buy) Criterion Score Why Engine and performance 9.0 The 1,203 cc V-twin makes 120 hp at 7,750 rpm and 87 ft-lbs; it remains one of the most charismatic American performance engines ever built. Comfort and ergonomics 7.0 An upright stance but a tall seat around 32 inches, a firm ride and limited wind protection make it a short haul machine. Value for money 8.5 New it was priced against stronger European rivals; discounted leftovers and used examples in the low teens are now genuinely strong buys. Custom potential 8.0 Tracker, scrambler and cafe builds abound and parts remain available, though the aftermarket will shrink over time. Reliability reputation 8.0 Generally robust with no pattern failures, but early bikes had fueling quirks largely resolved by updates, and orphan status adds long term parts risk. Honesty first: MotoGearRater has not ridden the Indian FTR. 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 (final generation FTR) Spec Indian FTR Engine Liquid cooled 1,203 cc 60 degree V-twin Power 120 hp at 7,750 rpm Torque 87 ft-lbs at 6,000 rpm Seat height 32.2 in (FTR S, as tested by Rider Magazine) Weight 482 lb dry (FTR S) Fuel capacity 3.4 gal Last full model years Through 2024; leftover units sold into 2025 and 2026 Reference MSRP $14,999 (2022 FTR S) Specs verified August 6, 2026 against Indian's FTR spec page, Rider Magazine's published spec sheet and the discontinuation reporting from Motorcycle.com and RevZilla. Who It Is For, Who Should Skip Buy it if: you want a distinctive American performance twin and can negotiate hard on a leftover or clean used example. Buy it if: you keep bikes long term and are not worried about trading it back in. Skip it if: you are a newer rider; 120 hp with a tall seat and sharp throttle is expert oriented. Skip it if: dealer support matters to you; an orphaned model at a thin dealer network compounds the service question. Strengths and Weaknesses Strengths A genuinely special engine with flat track pedigree and a soundtrack no parallel twin matches. Premium cycle parts on S and R Carbon trims: fully adjustable suspension and Brembo brakes. Discontinuation discounts have made real world prices the cheapest 120 hp on the American market. Future classic potential; low volume character bikes with racing lineage tend to be remembered kindly. Weaknesses (real owner criticisms) Orphaned model: factory accessory supply and dealer familiarity will decline year over year. The 3.4 gallon tank and thirsty twin mean fuel stops every 120 to 140 miles ridden hard. Tall seat and wide tank make it awkward for shorter riders despite the naked bike label. Owner forums document early model fueling and heat complaints at low speed. Resale is a question mark; discontinued models can swing either way, and there is no guarantee of collectibility. Buying Advice Target the FTR S or R Carbon for the adjustable suspension and electronics; the price gap used is small. Check for completed recall and software work at an Indian dealer, insist on a cold start, and price against the Yamaha MT-09, which is the reliability and value benchmark in this space. If the FTR's riding position or seat height puts you off but you want Indian's V-twin character, the Scout line is the current alternative with a warranty and a future. Recommended Riding Gear The FTR gets ridden like a naked sport bike, so gear up accordingly. From Legendary USA, verified in stock August 6, 2026: the Bad Billy goatskin gloves at $99.99 suit street duty, with the honest caveat that heritage leather is unarmored and a track day or aggressive canyon riding calls for gauntleted, armored sport gloves. Non negotiables for a 120 hp naked: a current full face helmet from an established leader such as Shoei, Arai or Bell, and an abrasion rated armored jacket with CE level 2 protectors. FAQ Is the Indian FTR discontinued? Yes. Production ended in late 2024 and Polaris confirmed the model's end in February 2025. Remaining stock and used bikes are the only way to buy one. Is the Indian FTR good for beginners? No. Power, seat height and throttle response are all aimed at experienced riders. Start smaller and come back to it. What is the Indian FTR's seat height? Around 32 inches depending on trim and tires, which is sport bike tall, not cruiser low. Riders under 5 foot 8 should test sit first. Indian FTR vs Yamaha MT-09: which is the smarter buy? The MT-09 is faster revving, lighter, cheaper to run and still in production. The FTR counters with V-twin character, premium parts and discount pricing. Head beats heart: MT-09. Heart beats head: FTR. Will the Indian FTR become collectible? Possibly. Short production runs, racing heritage and distinctive engineering help, but collectibility is never guaranteed. Buy it to ride, and treat any future appreciation as a bonus. Is the FTR reliable? Broadly yes; there is no pattern of major mechanical failure. The practical risks are shrinking parts availability and dealer familiarity, not the engine itself. Sources Motorcycle.com, Indian FTR Discontinued: motorcycle.com/bikes/news/indian-ftr-discontinued-44617384 RevZilla Common Tread, Why Indian discontinued the FTR: revzilla.com/common-tread/why-indian-discontinued-the-ftr Rider Magazine, 2022 Indian FTR S review and spec sheet: ridermagazine.com/2021/03/10/2022-indian-ftr-s-first-ride-review/ Indian Motorcycle, FTR specifications page: indianmotorcycle.com/en-us/ftr-motorcycles/ftr/specs/ Published August 13, 2026. Discontinuation status and specs verified August 6, 2026.

The Short Answer For most riders, the Fat Boy. It is $400 cheaper, its solid-disc Lakester wheels and steamroller stance are the more timeless design, and its resale benefits from thirty-five years of icon status. Choose the Breakout if you want the long, low chopper profile, the 21 inch front wheel, and the drag-bike look; it is 13 pounds lighter and sits even lower. Mechanically this is a coin flip: both run the identical Milwaukee-Eight 117 Custom making 103 hp and 126 ft-lbs. Our full Fat Boy review, rated 8.2, covers the icon in detail. Spec Comparison, 2026 Models Spec Fat Boy Breakout Starting MSRP $22,599 $22,999 Engine Milwaukee-Eight 117 Custom Milwaukee-Eight 117 Custom Claimed power 103 hp @ 4,800 rpm 103 hp @ 4,800 rpm Claimed torque 126 ft-lbs @ 3,000 rpm 126 ft-lbs @ 3,000 rpm Weight, running order 694 lb 681 lb Seat height, laden 25.9 in 25.6 in Fuel capacity 5.0 gal 5.0 gal Wheels Machined Lakester cast, 18 in front, 240 rear tire 26-spoke cast, 21 in front, 240 rear tire Signature look Chrome nacelle, steamroller stance 34 degree rake, long chopper profile MGR Rating 8.2 Not yet rated Specs verified against Harley-Davidson's official 2026 model pages. Both carry full LED lighting, ride modes, ABS, traction control, and cornering enhancements. Winner by Use Case Boulevard presence: Tie, split by taste. The Fat Boy reads as classic muscle; the Breakout reads as custom chopper. Nobody mistakes either for anything else. Commuting: Breakout, barely, for the lighter weight, though the 34 degree rake makes tight U-turns wider work than the Fat Boy's. Honestly, neither is a commuter first. Backroad cruising: Fat Boy. The shorter rake turns in with less effort, and both share the same 240 rear tire compromise in corners. First big twin: Fat Boy, for the $400 savings and slightly more neutral geometry; but see the Street Bob below for the smarter entry. Resale: Fat Boy. Icon status since 1990 and Terminator 2 fame keep demand steady across generations. Customization: Breakout. It is already most of the way to a custom chopper, and the aftermarket treats it as a canvas. What Owners of Each Actually Say General Fat Boy owner sentiment: pride of ownership is the theme; owners call it the definitive Harley silhouette and love the 117 upgrade. Recurring complaints: the 240 rear tire makes the bike want to stand up mid-corner, the solid wheels catch crosswinds noticeably, and at nearly 700 pounds parking-lot maneuvers demand respect. General Breakout owner sentiment: owners buy it for the look and say it delivers every time they park. Honest criticisms mirror the geometry: limited cornering clearance, a wide turning circle from the raked front end, wind pressure on the chest at highway speed with no fairing, and the same 240-section handling quirks as the Fat Boy. Neither owner group complains about the engine. The Money Question The gap is $400: $22,599 versus $22,999. It buys no performance either direction; you are paying for the front-end style you prefer. The real money decision is whether either is worth roughly $4,000 more than a Street Bob, rated 8.6 at MGR, which delivers the same Softail bones for $16,999 territory with a smaller engine and none of the presence. If the look is the point, the premium is the price of the look. FAQ Are the Fat Boy and Breakout the same bike underneath? Largely, yes. Both are Softail-platform cruisers with the Milwaukee-Eight 117 Custom, identical claimed output, 5 gallon tanks, and 240 rear tires. Wheels, rake, and bodywork create the different characters. Which handles better? The Fat Boy, modestly. Its shorter rake steers quicker and holds a line with less effort, while the Breakout's chopper geometry trades agility for straight-line stance. Both are limited by cornering clearance and the wide rear tire before anything else. Which is better for shorter riders? Both are excellent; these are two of the lowest seats in the Harley range at 25.9 and 25.6 inches laden. The Breakout is marginally lower and lighter; the Fat Boy is marginally narrower at the bars for some riders. Do they use the same engine as the touring Harleys? Same 117 family, different tune and cooling package. The Custom tune in these Softails claims 103 hp versus 105 hp for the 2026 touring bikes. Which holds value better? The Fat Boy, historically. It is one of the few cruisers with true icon pricing power on the used market. The Breakout does well but tracks the broader Softail curve. Is either good for two-up riding? Only casually. Both ship solo-focused; adding a passenger seat and backrest works for short rides, but the Heritage Classic, rated 8.5 in our review, is the Softail actually built for two. Sources Harley-Davidson official 2026 Fat Boy model page, harley-davidson.com Harley-Davidson official 2026 Breakout model page, harley-davidson.com MotoGearRater Fat Boy, Street Bob, and Heritage Classic review ratings Published owner discussion across Softail 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 16, 2026

The Short Answer There is no overall winner between Harley-Davidson and Indian, and anyone who declares one is selling something. Harley wins on dealer network, resale value, aftermarket depth, and the sheer size of its riding ecosystem. Indian wins on standard technology, stock engine output at the top of the range, and features per dollar on its big tourers. The honest answer is use case by use case, and that is how this comparison is built. The Brands at a Glance, 2026 Harley-Davidson Indian Motorcycle Founded 1903, Milwaukee 1901, Springfield; revived by Polaris in 2011 2026 US range $9,999 (Nightster) to $51,999 (CVO Street Glide Limited) $9,999 (Scout Sixty) to $33,499 (Roadmaster) Flagship tourer engines Milwaukee-Eight 117, oil and air cooled; VVT 117 on Limiteds PowerPlus 112, liquid cooled Claimed output, flagship bagger 105 hp / 130 ft-lbs (Road Glide) 126 hp / 133 ft-lbs (Challenger) Sport and entry platform Revolution Max 975T and 1250T, liquid cooled Scout V-twin family, liquid cooled Infotainment Skyline OS, 12.3 in touchscreen, CarPlay Ride Command, 7 in touchscreen, CarPlay Dealer network Larger, long established, nationwide Smaller but growing under Polaris Prices and outputs verified against each manufacturer's official 2026 US model pages. Where Harley-Davidson Is Genuinely Stronger Dealer network and support: Harley's US dealer footprint is substantially larger, which matters for road trips, warranty work, and test rides. Resale value: Harley touring models in particular hold value unusually well, and the used market is deep enough that selling is never hard. Aftermarket and customization: No motorcycle brand on earth has a bigger parts and accessories ecosystem. Community: H.O.G. chapters, rallies, and rental availability make the ownership ecosystem bigger than the bike. Where Indian Is Genuinely Stronger Stock performance up top: The liquid-cooled PowerPlus 112 makes a claimed 126 hp against 105 hp for the Milwaukee-Eight 117 bagger equivalents. Standard equipment: Indian tourers bundle features like power windshields and remote-locking bags aggressively at each price point. Ride quality reputation: The Challenger platform's chassis and inverted fork earn consistent praise in comparison tests against fork-mounted rivals. Value: Model for model, Indian often gives you more standard hardware for the same money, especially in the touring range. Winner by Use Case First cruiser: Toss-up on the bikes; both brands now start at $9,999. Harley's Nightster has the bigger dealer and used network behind it, so it is the safer first purchase. See our Nightster review, rated 8.3. Performance bagger: Indian, on stock spec. The Challenger, rated 8.8 at MGR, out-powers the Road Glide, rated 9.34, even though the Harley scores higher overall for us. Long-haul touring tech: Closer than it used to be. Indian's Ride Command set the standard for years; Harley's 2026 Skyline OS with a 12.3 inch screen has largely closed the gap. Resale: Harley, clearly. Customization: Harley, clearly. Standing out at the meetup: Indian, by scarcity alone. What Owners of Each Actually Say General sentiment from Harley owners: they buy the brand as much as the bike, they praise dealer availability and resale, and their most common complaints are price creep, engine heat in traffic on air-cooled models, and paying extra for features rivals include. General sentiment from Indian owners: they praise the PowerPlus engines, ride quality, and standard tech, and their most common complaints are the thinner dealer network, slower parts availability in remote areas, and softer resale when it is time to sell. Both owner groups are famously loyal; crossover riders who own both usually describe the Indian as the better machine on paper and the Harley as the easier bike to live with. The Money Question At the entry point, both brands now start at $9,999. In the middle, Harley's Softail range ($18,999 to $23,999 for the Low Rider pair) overlaps Indian's Scout and Chief families ($9,999 to about $17,000), so Harley asks more for its air-cooled character. At the top, a Road Glide starts at $25,999 against $27,999 for a Challenger; the extra $2,000 for the Indian buys 21 more claimed horsepower, liquid cooling, and a power windshield, while the Harley counters with the bigger screen and the stronger resale story. Neither brand is the value play across the board. FAQ Is Indian owned by Harley-Davidson? No. Indian Motorcycle is owned by Polaris Industries, which revived the brand in 2011. Harley-Davidson is an independent public company. Which brand is more reliable? Neither brand has a decisive, data-backed reliability edge on modern models. Both build mature platforms; both have had recalls. Maintenance access favors Harley simply because more dealers and independent shops know the bikes. Which holds value better, Harley or Indian? Harley, especially the touring models. Indian resale has improved as the brand has grown, but the used market still prices Harleys stronger. Is an Indian Challenger faster than a Harley Road Glide? On claimed output, yes: 126 hp and 133 ft-lbs against 105 hp and 130 ft-lbs. Both are limited more by tires and nerve than by engines. Which brand is better for a new rider? Both offer sub $10,000, sub 500 pound entry bikes. The deciding factors should be seat fit and which dealer is closer to your house. Do Harley and Indian riders actually ride together? Constantly. The rivalry is marketing and bar talk; the road is shared. Sources Harley-Davidson official 2026 US model pages and pricing, harley-davidson.com Indian Motorcycle official 2026 US model pages and pricing, indianmotorcycle.com MotoGearRater review ratings for the models linked above Published owner discussion across brand forums and owner groups, 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 either manufacturer. Last updated: August 8, 2026

Yes, stunt riding has real competitions. In the United States, The Brawl has run judged V twin stunt contests since 2017, with 2026 stops in Phoenix, San Diego, and Sturgis. In Europe, StuntGP has crowned international champions since 2009. Both are closed course, sanctioned events with judges, formats, and safety rules. Part six of Wheelies and Burnouts, MotoGearRater's series on stunt riding as a sport. Everything named below was verified against event and organizer pages as of this post's publish date. As always, this is sport journalism: we have not performed or tested these stunts, and the sport happens on closed courses, not public roads. Is Stunt Riding Actually an Organized Sport? It is, and it has been for longer than most riders realize. Organized street bike freestyle competition goes back to the 2000s, when the XDL Championship built a national US series with pro riders, sponsors, and television coverage, and even drew interest from the FIM, motorcycling's international governing body, in growing the discipline. XDL has not run a national series in years, but its judged format and its generation of professional riders shaped everything that followed. What Is The Brawl? The Brawl bills itself as the first V twin specific motorcycle stunt contest, established in 2017 and produced by Ride and Destroy in partnership with Harley-Davidson and industry sponsors. It is invite level competition: judges, including accomplished stunt riders and industry figures, score riders on overall impression to crown the King of the Lot. The 2026 tour listed three stops: Metro Mayhem in Phoenix, Arizona on April 11, San Diego Harley-Davidson on June 6, and the Thunderdome at the Sturgis rally in South Dakota on August 9. Competitor inquiries go through the organizer directly. What Is StuntGP? StuntGP, organized by the EMS Federation, is an international stunt riding championship that has run since 2009, originally in Poland and later expanding abroad, including a Stunt Grand Prix edition held in China in 2023. Riders from across Europe and beyond compete through semi final and final rounds in front of official judges, with formal safety protocols. It is the closest thing the sport has to a long running world championship, and its results archive stretches back over a decade. How Are Stunt Competitions Judged? Formats vary by event, but the modern pattern is a timed run judged on overall impression: trick difficulty, variety, execution, how cleanly tricks link together, use of the space, and showmanship. Some events run head to head brackets, others score heats into semi finals and finals. Crashes and dabs cost points, which is why the discipline rewards the deep control this series keeps coming back to: wheelie command, stoppie control, and smooth transitions rather than one lucky banger. What About Stunt Shows, Rallies, and Everything In Between? Not everything with smoke and a crowd is a competition. Rally stunt arenas, like the stunt shows at Arizona Bike Week, and touring productions are paid exhibitions: professional riders performing rehearsed routines inside barriers. They matter to the sport because they are where many competitors earn a living between contests, and they are most fans' first live contact with stunt riding. The line to keep in mind is simple: shows entertain, competitions rank. FAQ Can amateurs enter stunt competitions? It depends on the event. The Brawl is invite level but takes competitor inquiries by email. Smaller regional contests and jam style events, where they exist, are the traditional proving ground, and organizers scout riders from legal practice communities and social media. What happened to the XDL Championship? XDL ran as the premier US street bike freestyle series in the 2000s and early 2010s, and at its peak worked with the FIM on growing the sport internationally. It has not run a national series in years. Its alumni and format live on in today's events. Do competition stunt riders use special bikes? Yes: caged, subcaged, handbrake equipped machines built specifically for the sport. Our stunt bike setup post in this series breaks down every piece of that hardware. Is there prize money in stunt riding? Purses exist at major events but vary and are not always published, so we will not quote figures. Most professional stunt riders earn primarily through shows, sponsorships, and content rather than contest winnings alone. Where can I watch stunt competition in person? Follow the organizers: Ride and Destroy publishes The Brawl's tour stops, StuntGP posts its editions and results, and major rallies list their stunt shows in event schedules. Spectating is also the sane first step before anyone touches the sport themselves. Keep Reading on MotoGearRater Start with Wheelies Explained, then see How to Get Into Stunt Riding Legally and Stunt Bike Setup. Sources The Brawl, format and 2026 tour stops: https://rideanddestroy.com/thebrawl/ StuntGP world championship, history and results: http://stuntgp.eu/ Cycle World, XDL stunt competition coverage: https://www.cycleworld.com/2012/12/24/motorcycle-stunt-riding-and-xdl-stunt-competition/ Cycle World, the XDL and FIM partnership: https://www.cycleworld.com/2012/12/24/the-xdl-meets-the-fim-to-grow-sport-of-stunt-riding/ Arizona Bike Week stunt arena: https://azbikeweek.com/stunt-arena/ Last updated: August 15, 2026. MotoGearRater is independent and unaffiliated with the events and organizers 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: Yes, a Harley can wheelie, and professional crews like Unknown Industries have built a whole discipline around it. But the physics are stacked against big twins: hundreds of extra pounds, long wheelbases, and low centers of gravity all resist lifting the front wheel. That is exactly why Harley stunt riding stayed a professional, closed-course specialty. Can a Harley actually wheelie? Any motorcycle with enough torque can lift its front wheel, and Harley-Davidson big twins have torque to spare. The proof is on video every rally season: professional freestyle crews ride entire routines on American V-twins, and even full-dress baggers have been built into dedicated wheelie machines. The honest caveat is that everything about a big twin makes the job harder, which is why the people doing it well are professionals on prepared bikes, not riders on stock machines. What does the physics say? Three numbers explain the difficulty. First, mass: a modern Street Glide weighs over 800 pounds in running order, roughly double a stunt-prepped 600 supersport. Second, wheelbase: at around 64 inches, a touring Harley is nearly a foot longer between axles than a supersport, and a longer lever arm means the engine must rotate far more mass through a longer arc to lift the front end. Third, center of gravity: cruisers carry their weight low, which is wonderful for parking lot manners and terrible for rotation. Torque partially compensates. A Milwaukee-Eight makes its thrust from idle, so a big twin can power the front end up without clutch abuse at speeds where a 600 would bog. But physics always collects its fee: heavier gyroscopic forces, brakes working harder to manage the mass, and a bike that punishes mistakes with sheer weight. None of this is technique advice; it is the reason Harley stunting is its own discipline rather than a bigger version of sportbike freestyle. Who are the crews that built Harley stunt culture? Unknown Industries: the crew most responsible for modern Harley freestyle, famous for routines on Harley FXRs and Dynas, filmed street-to-show productions, and appearances at major motorsports events including Daytona. Buddy Suttle: a professional freestyle Harley rider backed by Monster Energy, one of the discipline's most visible athletes. Bagger stunt builders: specialty shops have built full touring baggers into wheelie bikes, a project Harley media covered precisely because it sounds impossible. The culture grew out of West Coast V-twin scenes and rally entertainment, and it now fills grandstand shows at major rallies. The professional side is the story here: show contracts, sponsors, purpose-built bikes with crash protection, and closed venues. Why FXRs and Dynas instead of baggers? For the same reason sportbike pros ride used 600s: the FXR and Dyna are the lightest, shortest, cheapest-to-crash platforms in the big twin family, with strong frames and simple mechanics. A bagger routine is a spectacle precisely because it is the hardest version of the job. If you want the street-going context for these platforms, our Low Rider ST review and Street Glide vs Road Glide comparison cover the modern descendants. Is any of this legal on the street? No. Wheelies and stunt riding on public roads are illegal in most jurisdictions, for Harleys as much as for sportbikes, and the consequences commonly include reckless driving charges, impounds, and license suspensions. The professional Harley stunt scene exists in shows, sanctioned events, and closed courses, and every crew worth watching says the same thing. MGR covers this as sport and culture, not as an invitation. Frequently asked questions Can a stock Harley bagger wheelie? Physically, the torque is there, but the weight, wheelbase, and low center of gravity make it a professional-level feat, and the bikes that do it in shows carry crash protection and heavy modification. Stock baggers are built to tour. What is the hardest part about stunting a big twin? Mass, everywhere. Every save that takes a flick of the bars on a 400 pound sportbike takes real muscle on an 800 pound twin, and every mistake costs more in parts and in bruises. Do Harley stunt bikes use special parts? Yes: crash cages, reinforced controls, upgraded brakes, and drivetrain protection are standard on show bikes, the same closed-course logic as sportbike stunt hardware. Why do stunt crews love the FXR? It is the lightest, most rigid-feeling chassis of the classic big twin era, with a huge used parts supply. That combination made it the 600 supersport of the V-twin world. Is bagger stunt riding the same as bagger racing? No. King of the Baggers style racing is a separate road racing phenomenon. The two scenes share only the joke that nobody expected touring bikes to do any of this. Where can I watch Harley stunt riding live? Major rally weeks and motorsports events regularly book freestyle Harley shows, and crews announce tour stops on their own channels. Watching from a grandstand at a sanctioned show is the way the sport is meant to be consumed. Sources Unknown Industries Builds a Wheelie Bagger, HDForums: https://www.hdforums.com/articles/unknown-industries-builds-wheelie-bagger/ Unknown Industries Harley Stunt Riding Through Oakland, Motorcycle Cruiser: https://www.motorcyclecruiser.com/unknown-industries-harley-stunt-riding-through-oakland/ Stunts on custom Harley-Davidson FXRs, Hot Bike: https://hotbike.com/journey-unknown-harley-davidson-fxr-stunts/ Buddy Suttle, Monster Energy: https://www.monsterenergy.com/en-us/2-wheel/buddy-suttle/ Motorcycle stunt riding, Wikipedia: https://en.wikipedia.org/wiki/Motorcycle_stunt_riding Last updated: August 14, 2026. Part of the MGR Wheelies and Burnouts series. Read what stunt pros actually ride, the stunt gear guide, and the Evel Knievel lineage.

The best touring motorcycle for 2026 is the Harley-Davidson Road Glide. It is the highest rated motorcycle we have ever scored, 9.34, because the frame mounted sharknose fairing does what touring bikes exist to do: kill wind fatigue without transmitting it to the bars. The Honda Gold Wing Tour, rated 9.0, remains the luxury benchmark, and the BMW R 1300 RT is the value surprise at $22,495 with 145 hp. One 2026 lineup note before the table: Harley discontinued the Ultra Limited this year. Its role is now filled by the new Street Glide Limited and Road Glide Limited at $32,999, which pair the current 117 VVT engine with full dresser amenities. 2026 touring comparison Model Price (from) Seat height Weight Engine Harley Street Glide $24,999 26.4 in laden 811 lb M8 117, 105 hp Harley Road Glide $25,999 26.6 in laden 838 lb M8 117, 105 hp BMW R 1300 RT $22,495 30.7 to 33.9 in adj. 620 lb 1300cc boxer, 145 hp Honda Gold Wing Tour $29,500 29.3 in 845 lb 1833cc flat six Harley Street Glide Limited $32,999 27.5 in laden 893 lb M8 VVT 117, 106 hp Harley Road Glide Limited $32,999 27.5 in laden 919 lb M8 VVT 117, 106 hp Indian Roadmaster $33,499 28.0 in 919 lb Thunderstroke 116 Prices and specs verified August 2026 from Harley-Davidson USA, Honda Powersports, BMW press materials, and Indian Motorcycle official spec pages. Top pick: Harley-Davidson Road Glide The Road Glide wins on the fundamentals of distance: stable in crosswinds, calm behind the fairing, all day ergonomics, and the M8 117 has torque everywhere. Our 9.34 review details why it edges the Street Glide, 9.22, whose batwing fairing turns with the bars and passes more wind load to the rider. What the Road Glide does badly: 838 lb is real in parking lots, rear suspension travel remains short for rough pavement, and infotainment trails the Gold Wing. Luxury pick: Honda Gold Wing Tour Nothing else insulates two people from distance like the flat six Gold Wing Tour: DCT option, electric screen, heated everything, and a ride quality tourers have chased for decades. We rated it 9.0. Honest downsides: trunk capacity trails the American full dressers, the styling is appliance smooth, and at $29,500 to $33,800 it is a serious check. Value pick: BMW R 1300 RT The RT undercuts every full dresser here at $22,495 while carrying the most power (145 hp) and the least weight (620 lb) of the group, with a seat range that fits both short and tall riders. The tradeoff is character: a boxer twin tourer feels clinical next to a V twin dresser, and the options list inflates the real price quickly. Premium full dressers: the Limiteds and the Roadmaster For maximum passenger comfort and trunk space, the new Street Glide Limited and Road Glide Limited carry the VVT 117 and every amenity at $32,999. The Indian Roadmaster at $33,499 answers with the Thunderstroke 116 and classic styling; Indian also fields the liquid cooled PowerPlus based Challenger and Pursuit, which we rated 8.8 as the power play in American touring. At these weights, 893 to 919 lb, none of them are casual purchases; they are rolling living rooms and they demand respect at walking pace. How we chose Verified 2026 prices, seat heights, and weights from official manufacturer sources, August 2026. Wind protection architecture, passenger accommodation, and luggage weighted as core touring criteria. Our published MGR ratings informed rankings. We have not ride tested these motorcycles; ratings are research syntheses of verified specs, documented owner reports, and press consensus. Independent site. Nobody paid for placement. Touring gear worth packing Two-up distance riding is its own gear problem; our passenger gear guide covers the second seat properly. For the rider, the Legendary USA Classic touchscreen deerskin gloves at $120 (price verified August 6, 2026) handle GPS screens without removal on a Gold Wing or Glide dash; they are unarmored leather, so long haul riders wanting impact protection should look at armored touring gloves from the established brands. Helmets for distance: the premium touring lids from Shoei and Schuberth lead on quiet. FAQ What replaced the Harley Ultra Limited for 2026? The Street Glide Limited and Road Glide Limited, both $32,999, took over the full dresser role in the 2026 lineup. Road Glide or Street Glide: which fairing is right? Frame mounted (Road Glide) for stability and less bar input in wind; fork mounted (Street Glide) for classic looks and lighter feeling steering. Distance riders usually end up preferring frame mounted, which our ratings reflect. Is the Gold Wing worth it over a Harley dresser? If silence, smoothness, and technology rank first, yes. If sound, style, and dealer network coverage on American backroads rank first, the Glides make more sense. Resale on both is strong. How heavy is too heavy for a touring bike? The honest answer: whatever you cannot hold on an off camber gravel shoulder. Between 620 lb (RT) and 919 lb (Roadmaster, Road Glide Limited) lies a huge handling range; test the parking lot, not just the highway. Do I need the Limited versions? Only if you tour two-up with luggage regularly. Solo riders keep $8,000 and 80 lb by choosing the standard Street or Road Glide. What about the Indian Challenger and Pursuit? The liquid cooled PowerPlus bikes are the performance choice in American touring, and our 8.8 review covers them; we left pricing out of the table this round pending 2026 model year confirmation. Sources Harley-Davidson USA 2026 model pages: Street Glide, Road Glide, Street Glide Limited, Road Glide Limited Motorcycle.com 2026 Harley-Davidson touring lineup first look (Ultra Limited discontinuation and Limited pricing) Honda Powersports: 2026 Gold Wing Tour specifications BMW Group press release: 2026 R 1300 RT (US pricing and specifications) Indian Motorcycle: 2026 Roadmaster specifications MotoGearRater rating posts linked throughout Last updated: August 17, 2026. Prices are US MSRP excluding freight, setup, and taxes.

The Suzuki GSX-R600 and GSX-R750 are faired inline-four supersport bikes aimed at track day riders, club racers and experienced road riders who want a light, mechanical sportbike with almost nothing between the throttle and the tire. Both are still sold new in the United States. Suzuki announced 2027 versions on 8 August 2026 and lists them at $12,499 plus $650 destination for the GSX-R600 and $13,549 plus $750 destination for the GSX-R750, with 40th Anniversary Z editions at $12,699 and $13,749. What you are buying, though, is a 2011 motorcycle. Cycle World states plainly that the GSX-R750 has not seen any updates since 2011, and Cycle News, testing a 2025 bike, wrote that it is exactly as it was back then. Most riders should not buy one. There is no anti-lock braking and no traction control. Suzuki's own 2027 specification tables list the brakes with no mention of ABS, and Cycle News recorded the electronics as riding modes only, with no traction control and no ABS. If this is your first sportbike, if you ride in rain or cold, if you carry a passenger regularly, or if you want cruise control, a colour dash or a quickshifter, this is the wrong motorcycle. Buy one because you want the 2011 experience, not in spite of it. What You Are Actually Buying Both bikes use a twin-spar aluminium frame, a Showa Big Piston Fork, a remote-reservoir Showa shock adjustable for rebound, compression and ride height, and fully floating 310mm front discs squeezed by radial-mount Brembo Monobloc calipers. The GSX-R750 adds an electronically controlled steering damper that the GSX-R600 does not get. Otherwise the chassis is the same bike with a different engine in it. The 2011 update was the last real one. Cycle News reports Suzuki claimed 19.8 pounds of weight saving at the time from a new chassis, lighter engine internals, a new exhaust, Brembo M4.32 calipers, the Showa fork, lighter wheels and lighter bodywork. Fifteen years later the same parts are fitted, which is why the bike still ships on Bridgestone Battlax BT016 tires, a tire Cycle News notes went out of production years ago and stays standard only because the machine was homologated on it in 2011. GSX-R600, Suzuki US figures: 599cc, 67.0 x 42.5mm bore and stroke, 12.9:1 compression, 412 lb curb weight, 810mm (31.9 in) seat, 54.5 in wheelbase. GSX-R750, Suzuki US figures: 750cc, 70.0 x 48.7mm, 12.5:1, 419 lb curb weight, same 810mm seat, 54.7 in wheelbase. Both carry 4.5 US gallons, or 4.2 gallons on the California model. Warranty is twelve months, unlimited mileage, on both. The Engines and What They Actually Make Suzuki does not publish horsepower for either bike in the US, so the useful numbers are measured ones. On the Cycle World Dynojet 250i, a 2023 GSX-R600 made 102.9 hp at 13,500 rpm and 44.0 lb-ft at 11,600 rpm. A 2022 GSX-R750 on the same dyno made 121.5 hp at 12,560 rpm and 53.0 lb-ft at 10,840 rpm. Those are rear wheel figures. MCN's UK pages for the 2011 to 2018 models quote crank claims of 126 bhp and 148 bhp respectively, so expect roughly an 18 percent gap between the marketing number and the ground. The character difference is larger than 19 hp suggests. Cycle World described the GSX-R600 as having a linear curve and lackluster bottom-end torque that forces the rider to keep the revs up. The 750 makes nine more lb-ft and makes it 800 rpm lower, which means fewer downshifts on the road and a bike that pulls out of a slow corner without drama. MCN reached the same conclusion years ago: unless you were racing a 600 class, the 750 was the sensible buy. Cycle World's automotive scales read 419 lb for the GSX-R600 and 428 lb for the GSX-R750, seven to nine pounds above Suzuki's published curb figures. Treat the factory numbers as the optimistic end. No ABS, No Traction Control, and What That Means This is the single most important thing to understand before buying. Suzuki's rider aid package on both bikes is the Suzuki Drive Mode Selector, which offers push-button selection of two engine maps, plus an instrument cluster with a lap timer and a programmable shift light. That is the whole list. No lean-sensitive anything, no wheelie control, no cornering ABS, no ABS at all. On a dry track that is a feature. Cycle News argued that 120 to 125 rear wheel horsepower with no electronic safety net is more than most riders need and forces you to stay present. On a cold, damp road it is a real limitation, and these bikes ask for skill that a modern 700cc twin does not. One MCN owner puts it plainly: the bike has none of the ABS, traction control or other electronics of modern machinery. The brakes deserve a separate warning. Cycle News found the Brembo M4.32 calipers and their matching master cylinder wooden in feel and said an upgrade would be the first money they would spend on the bike. There is enough outright power, but the feel is fifteen years old. Ergonomics and Running Costs The 810mm (31.9 inch) seat is low for a supersport machine, and it is the reason these bikes suit shorter riders better than the class average. An MCN tester at 5 feet 7 inches reported getting both feet flat on the floor and found the riding position roomier than the hunched look implies. Three-way adjustable footpegs and an adjustable shift lever are standard on both. Fuel economy is where the four-cylinder layout costs you. MCN records averages of 42 mpg for the GSX-R600 and 39 mpg for the GSX-R750 in imperial gallons, which works out to roughly 35 and 32.5 US mpg. Against a 4.5 gallon tank that is a short leg between fill-ups if you are riding hard. MCN also lists an annual service cost of about 260 pounds for the 750 and puts the two bikes in UK insurance groups 15 and 16 out of 17, a fair warning that US supersport insurance is not cheap either. Recalls and Known Faults Two NHTSA campaigns matter on used bikes, and both are worth checking by VIN. Campaign 13V449, Suzuki's 2A31 through 2A36, covered 2004 to 2013 GSX-R600 and GSX-R750 models plus 2005 to 2013 GSX-R1000. Corrosion of the front brake master cylinder piston, combined with older brake fluid, could generate gas and reduce pressure to the front brake. Dealers replaced the master cylinder free from 18 November 2013. Campaign 14V629, Suzuki's 2A40 through 2A43, covered 2011 to 2014 GSX-R750 and 2009 to 2014 GSX-R1000, and Motorcycle.com reported it at 23,073 machines. If a gear was missed on an upshift, the strain on the drive chain at the next shift could move the rear axle and damage the left-side chain adjuster, potentially throwing the chain. Dealers fitted an improved adjuster free and the recall began on 17 October 2014. Beyond those, no chronic mechanical fault is widely documented. MCN says there are no prevailing problems on the 750 and nothing beyond thin paint on the 600. What it warns about is history: many used examples have been tracked, thrashed or dropped, so check for non-matching panels, mismatched fasteners and resprays before you check anything mechanical. How They Compare The direct rival is the Kawasaki Ninja ZX-6R. In Cycle World's own database the ZX-6R measured 108.4 hp against the GSX-R600's 102.9, at 432 lb against 419 lb, so the power-to-weight is close enough that the deciding factors are brakes, electronics and price. At the time of its 2025 test Cycle News listed the ZX-6R at $11,300 and Yamaha's then-new R9 at $12,499, and argued the Suzuki was hard to justify at its own price given a 14 year old design. That criticism has only sharpened. The GSX-R600 now costs $12,499 plus destination for a machine with no ABS, while newer middleweights in the same money bring rider aids, a TFT dash and a quickshifter as standard. The counter-argument is the 750. There is still nothing else on the US market that puts 121 rear wheel horsepower in a 600-sized chassis at 419 lb, and for a club racer or a trackday regular that combination is the entire point. Common Questions Is the Suzuki GSX-R600 still made in 2026? Yes, Suzuki still sells both the GSX-R600 and the GSX-R750 new in the United States, and announced 2027 versions on 8 August 2026. They are not sold in the UK, where Suzuki's current range page lists only the GSX-R1000R and GSX-R125, and MCN treats both models as 2011 to 2018 machines. Does the Suzuki GSX-R600 or GSX-R750 have ABS? No. Neither bike has anti-lock brakes or traction control in any trim or model year currently sold. Suzuki's 2027 specification tables list the brakes without ABS, and Cycle News confirmed the same on a 2025 GSX-R750. The only electronic rider aid is a two-position engine map switch. Should I buy the GSX-R600 or the GSX-R750? Buy the 750 unless a racing class requires a 600. It costs $1,050 more at list, weighs seven pounds more by Suzuki's numbers, and makes about 19 more measured horsepower and nine more lb-ft on the Cycle World dyno, arriving lower in the rev range. The 600 makes sense as a supersport race platform and as the cheaper way into the same chassis. Should You Buy One Buy a GSX-R750 if you want the last simple Japanese supersport, you ride mostly in dry conditions or on track, and you will budget for a brake master cylinder and modern tires straight away. The chassis is genuinely good, the engine is a rare middle ground between a screaming 600 and an intimidating litre bike, and the reliability record is clean. Buy a GSX-R600 only if you race a class that mandates it, or if you find a well documented used one cheaply. Skip both if you want a road bike. At this money a modern middleweight gives you ABS, traction control and a quickshifter, and MCN's comparison logic from a decade ago still holds. A used GSX-R750 from this same 2011 generation, with a service history and no track damage, is the smartest version of this purchase. On gear, treat these as what they are. Supersport riding means armour, so look for CE-rated protectors at shoulders, elbows, back, hips and knees, and a one-piece or zip-together suit with a certification label. Unarmoured leather is weather protection, not crash protection, no matter how good it looks. Rating: 3.5 out of 5. The GSX-R750 in particular is a wonderful motorcycle and would rate higher on the ride alone. It loses points for a 2011 specification sold at a 2027 price, obsolete standard tires and the complete absence of ABS on a machine making well over 100 horsepower.

Quick answer: The 2026 Harley-Davidson Pan America 1250 Special earns an MGR rating of 8.3 out of 10. Five years in, the 150 hp Revolution Max adventure bike is a legitimate GS alternative at $19,999, with semi active suspension and Adaptive Ride Height nothing else offers, held back mainly by dealer network depth off pavement and early build reputation. MGR Rating: 8.3/10 Engine and performance: 9.5/10. 150 hp at 8,750 rpm and 94 lb-ft from the Revolution Max 1250 puts it at the sharp end of the big bore ADV class on paper. Comfort and ergonomics: 8.5/10. Adjustable seat heights of 31.1 and 32 inches, Adaptive Ride Height that drops the bike at stops, and relaxed wind protection make a tall class unusually accessible. Value for money: 8.5/10. $19,999 with semi active suspension and a 6.8 inch TFT undercuts comparably equipped European rivals by thousands. Custom potential: 7.5/10. Racks, guards, luggage, and suspension support exist from the major ADV houses, but the ecosystem is thinner than for a GS or Africa Twin. Reliability reputation: 7.5/10. Early 2021 and 2022 bikes generated recalls and software complaints, and while the platform has matured, its long trip reputation still trails Honda and BMW. How we rate: MGR has not ridden the Pan America 1250. 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 Pan America 1250 Special MSRP $19,999 Engine Revolution Max 1250, liquid cooled, 1,252 cc Horsepower 150 hp at 8,750 rpm Torque 94 lb-ft at 6,750 rpm Weight 578 lb in running order Seat height 31.1 in low, 32.0 in high; Adaptive Ride Height available Fuel capacity 5.6 gal 2026 notes New styling with finned covers, lighter exhaust, 6.8 in TFT; Pan America 1250 Limited joins at $26,499 with aluminum luggage Who It Is For, and Who Should Skip It Buy it if: you want a genuine adventure tourer with the strongest spec sheet per dollar in the class, you value the lowering trick for inseam confidence, or you simply want your ADV bike serviced at a Harley dealer. Skip it if: your rides go far beyond pavement in remote country, where the depth of the GS and Africa Twin support networks, and their longer proven records, still matter. Strengths and Weaknesses Strengths Adaptive Ride Height remains unique: the bike lowers itself as you stop and lifts for travel when moving. The 2026 refresh sheds exhaust weight and cleans up styling without touching the strong mechanical package. Nine ride modes, semi active suspension, and cornering aids come standard on the Special rather than as options. Weaknesses and real owner criticisms Early production years drew recalls and electronic gremlin reports, and that history still colors owner forums even as newer bikes behave. At 578 lb in running order it is heavy to pick up off road, a complaint shared with most of the class but felt keenly here. Rear cylinder heat in slow technical riding and traffic is a recurring note. Resale values have trailed the Japanese and German competition, good for used buyers, tough for first owners. Buying Advice: New vs Used New, the 2026 Special at $19,999 is the value pick, and the new Limited at $26,499 bundles aluminum luggage and touring extras for riders who would buy them anyway. Used is where the Pan America gets interesting: soft resale means 2021 to 2023 Specials often sell for a fraction of new price. Insist on proof that all recall work and software updates are done, check the semi active suspension for fault codes, and favor bikes already fitted with crash bars and racks since that spend is real money. Recommended Riding Gear: ADV Kit, Not Cruiser Leather Klim Krios Pro helmet: a carbon ADV lid with peak and face shield flexibility that matches how this bike gets used. Klim Badlands Pro jacket and pants: the benchmark heavy duty ADV suit for riders who actually leave pavement. Alpinestars Tech 7 Enduro boots: real ankle protection for a 578 lb bike on loose ground. Alpinestars Belize Drystar boots: the road biased alternative if your Pan America lives mostly on asphalt. FAQ How much horsepower does the Pan America 1250 have? 150 hp at 8,750 rpm and 94 lb-ft at 6,750 rpm from the Revolution Max 1250, per Harley-Davidson's 2026 figures. Is the Pan America good for short riders? It is one of the best big ADV options for shorter riders because Adaptive Ride Height lowers the bike a full increment as you slow to a stop, and the seat adjusts between 31.1 and 32 inches. Is the Pan America reliable? The record has improved markedly since the 2021 launch year issues. Buy a bike with documented recall completion and updated software and the platform has proven capable of serious mileage. What is the difference between the Special, ST, and Limited? The Special is the core adventure model, the ST is the street biased version on 17 and 19 inch wheels, and the 2026 Limited adds aluminum luggage, semi active suspension, and adaptive headlights at $26,499. Pan America or BMW R 1300 GS? The GS remains the segment benchmark and we rate it accordingly, but the Pan America counters with more standard equipment per dollar and the ride height trick. Budget and dealer proximity should decide it. More Ratings From MGR BMW R 1300 GS | Honda Africa Twin | Triumph Tiger 900 | Harley Sportster S Sources Harley-Davidson USA, 2026 Pan America 1250 Special model page: harley-davidson.com/us/en/motorcycles/pan-america-1250-special.html Motorcycle.com, 2026 Harley-Davidson Touring Models First Look, Pan America 1250 Limited: motorcycle.com/bikes/new-model-preview/2026-harley-davidson-touring-models-first-look-44660701 Torquepedia, 2026 Pan America 1250 Special specifications: torquepedia.com/harley-davidson/pan-america1250/2026/special Last updated: August 17, 2026

Quick answer: The 2026 Honda Rebel 1100 is the thinking rider's big cruiser: the Africa Twin derived 1,084 cc twin, cruise control, ride modes and an optional DCT automatic from $9,699, undercutting every American big twin by thousands. We rate it 8.6 out of 10. What you give up is V-twin theater; what you get is competence everywhere else. MGR Rating: 8.6/10 Criterion Score Why Engine and performance 8.5 The 1,084 cc parallel twin pulls hard to redline and embarrasses bigger cruisers when the road bends, though it lacks low rpm V-twin thump. Comfort and ergonomics 8.0 A 27.5 inch seat and sensible pegs work well solo; the firm seat and minimal passenger accommodation limit long two up days. Value for money 9.0 $9,699 with cruise, ride modes and traction control, or $10,399 with a true automatic, is unmatched in big bore cruising. Custom potential 8.0 A growing catalog of bags, screens and seats, plus the factory 1100T bagger version, though the ecosystem trails Harley's by miles. Reliability reputation 9.5 The Africa Twin engine family is one of the most durable powertrains Honda builds, and the DCT gearbox has a decade of proven service. Honesty first: MotoGearRater has not ridden the 2026 Rebel 1100. 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 Honda Rebel 1100 MSRP (US) $9,699 manual; $10,399 DCT; Rebel 1100T bagger versions also offered Engine 1,084 cc liquid cooled parallel twin, Unicam Transmission 6 speed manual or 6 speed DCT automatic Seat height 27.5 in Curb weight 497 lb manual; 518 lb DCT Fuel capacity 3.6 gal Electronics Cruise control, 4 torque control levels, wheelie control, ride modes, ABS Specs verified August 6, 2026 against Honda Powersports' official pages and the Motorcycle.com spec database. Who It Is For, Who Should Skip Buy it if: you want big cruiser capability with sport bike era electronics and Honda running costs. Buy it if: you want an automatic; the DCT is the best two wheeled automatic sold and transforms city riding. Skip it if: the sound and feel of a big V-twin is the whole point of cruising for you; the Rebel's twin is effective, not evocative. Skip it if: you tour two up regularly; the passenger perch and 3.6 gallon tank are the weak points. Strengths and Weaknesses Strengths Real performance: it out accelerates and out brakes traditional cruisers costing twice as much. DCT option opens cruising to riders who cannot or prefer not to clutch. Cruise control standard at under $10,000 remains rare in this class. Honda dealer density and cheap insurance keep total ownership costs low. Weaknesses (real owner criticisms) Owners note handlebar buzz at certain rpm on long highway stints. The 3.6 gallon tank limits range to roughly 150 to 170 miles. Firm stock seat draws consistent criticism past the one hour mark. Resale trails Harley equivalents because the badge carries less cachet in this segment. Styling is divisive; it reads more techno bobber than classic cruiser. Buying Advice Test both transmissions before deciding; DCT converts skeptics quickly and holds value slightly better. If you tour, price the factory Rebel 1100T with its fairing and bags against adding accessories. Cross shop the Harley-Davidson Nightster and Indian Scout for the American alternative, and read our Rebel 500 rating if you are earlier in your riding career. Deals appear late season, but Honda discounts are modest because demand stays steady. Recommended Riding Gear A 87 hp class cruiser deserves proper kit. Helmet and armored jacket first, from the established leaders such as Shoei, Bell or Alpinestars for CE level 2 protection. From Legendary USA, verified in stock August 6, 2026: the Classic touchscreen deerskin gloves at $120 for warm weather and the Fleece-lined gloves at $120 for shoulder season commutes. As always, the honest note: heritage leather is unarmored, so treat these as comfort gloves and keep armored gauntlets in the rotation for aggressive riding. FAQ Is the Honda Rebel 1100 good for beginners? It is manageable for a careful newer rider thanks to ride modes and a low seat, but 87 class horsepower and near 500 lb make it a better second bike. Start on the Rebel 500 if in doubt. What is the seat height on the Rebel 1100? 27.5 inches, low enough for most riders to flat foot despite the big engine. Rebel 1100 manual or DCT: which should I buy? City riders and tourers tend to love DCT; purists and aggressive backroad riders keep the manual. Resale slightly favors DCT because supply is thinner. Rebel 1100 vs Harley Nightster: which is better? The Rebel wins on price, equipment, reliability record and running costs. The Nightster wins on badge, sound and resale. As transportation the Honda is the stronger buy; as an object of desire that is personal. Is the Rebel 1100 reliable? Yes. The engine and DCT both trace to the Africa Twin line with over a decade of hard service, including rental and adventure fleets. It is about as low risk as big bikes get. Sources Honda Powersports, 2026 Rebel 1100 tech specs: powersports.honda.com/motorcycle/cruiser/rebel-1100/2026/rebel-1100 Motorcycle.com spec database, 2026 Rebel 1100 base: motorcycle.com/specs/honda/cruiser/2026/rebel-1100/base/detail.html Motorcycle.com spec database, 2026 Rebel 1100 DCT: motorcycle.com/specs/honda/cruiser/2026/rebel-1100/dct/detail.html Published August 17, 2026. Specs and prices verified August 6, 2026. US MSRP excludes the $600 destination charge.