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

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.

The Kawasaki Ninja 650 is a fully faired 649cc parallel twin that looks like a supersport and behaves like a light sport tourer, for riders who want weather protection, a relaxed seating position and small running costs. Kawasaki's 2026 United States listing puts it at $7,599 without ABS and $8,199 with it, plus $685 destination, on a steel trellis frame with a 31.1 inch seat, a 4.0 gallon tank and a listed curb weight of 425.6 pounds with ABS. Engine and chassis are shared with the naked Z650, which is the comparison that settles most of these purchases. The rider who should not buy one is the person shopping for an actual sportbike. The bar sits high, the pegs sit low, and MCN's testers called the bike a Ninja by name only, with a sit-up-and-beg riding position close to the Z650's. Anyone who wants electronics should also look elsewhere. Kawasaki lists the rider aids as traction control and ABS and nothing else, and Cycle World found the Rideology phone app limited to basic functions because there is no inertial measurement unit and no ride modes to configure. A Fairing Wrapped Around a Commuter Chassis The current bike dates to the 2017 redesign, and that redesign is why it is worth buying. RevZilla's launch report describes a new steel trellis frame, a lighter steel swingarm, a linkage rear shock, rake pulled to 24 degrees and trail cut to 3.9 inches. The engine lost four pounds and became a rigidly mounted stressed member of the frame, where the old motor hung off a beam backbone in rubber mounts. The 2020 update was cosmetic and electronic rather than structural: new bodywork, twin LED headlights, a 4.3 inch colour TFT dash and a slightly lowered screen. What that leaves is a fairing and a good frame bolted to deliberately cheap running gear. The fork is a non-adjustable 41mm telescopic unit, the rear shock adjusts for preload only, and the front brake is a pair of 300mm discs on two-piston calipers, a generation behind the radial four-piston setups on similarly priced rivals. Kawasaki curb weight, full tank included: 425.6 lb with ABS, 423.4 lb without, 50-state models. Seat 31.1 in, wheelbase 55.5 in, fuel 4.0 gal, ground clearance 5.1 in. Traction control and ABS are listed together, so the base bike goes without both. The 649cc Twin, and What 67 Horsepower Actually Means Kawasaki's US page claims 67.0 hp at 8,000 rpm and 48.5 lb-ft at 6,700 rpm. Read the footnote on that same page: Kawasaki measured the figure to ISO standard 4106 and warns it may read higher than the same engine measured to an SAE standard. For a number nobody is marketing, Cycle World put the identical 649cc twin on a dyno in Z650 form and recorded roughly 58 hp at 7,900 rpm and about 42 lb-ft at 6,600 rpm at the wheel, with close to 40 lb-ft from 3,500 to 7,500 rpm. That flat curve is the character of the bike. RevZilla's tester described a 6,000 to 8,000 rpm sweet spot in which you stop bothering with the gearbox, and a motor running out of breath above 9,000 rpm. It is a 180 degree crank twin, so there is an inherent rocking imbalance, and both RevZilla and MCN report the buzz landing in the seat and in the bars around 60 mph rather than the pegs. Cycle World's dyno comparison puts this engine roughly 10 hp behind a Suzuki SV650 or a Yamaha FZ-07, now sold as the MT-07, a real gap worth knowing before a test ride. Wind Protection, Seat Height and Long Days This is the section that decides Ninja 650 against Z650. The Ninja stands 45.1 inches tall and 29.1 inches wide against the Z650 S at 42.5 inches tall and 31.7 inches wide, which is another way of saying the Kawasaki trades bar width for a screen and fairing panels. MCN's staff long-termer, who ran one for a season, reported that the fairings offer decent wind protection, that the riding position was not cramped, and that serious miles looked possible on it. MCN's original road test was harsher, calling the screen ineffective for a rider around six feet, the saddle short on room and the raised pillion seat awkward on longer trips. Both are true, and the difference is rider height and time in the saddle. The published seat is 31.1 inches, 790mm in European figures, low for the class and one reason this bike keeps winning over shorter riders. Kawasaki sells a taller seat that RevZilla said adds roughly an inch. The stock foam is the weak point: MCN's long-termer called the standard saddle a little wooden after a few hours. Where Kawasaki Saved the Money Suspension, and it is not subtle. Cycle World's 2020 test said the standard suspension seemed motivated more by price point than performance, described the fork diving too much under hard braking, and reported that on one bumpy corner the entire press group had the rear wheel step out several inches over the same mid-corner bump. MCN found the same trait from the other side, noting that sharp undulations compress the rear shock hard enough to lift an unprepared rider off the seat. The good news is that the parts that cost most to fix later are the parts Kawasaki did not skimp on. MCN rates the brakes as powerful and progressive despite the modest hardware, praises the gearbox, and points to an engine adapted from the ER-6f motor that has been in production in some form for two decades. Reliability, Servicing and the Recall Question The recall record here is genuinely clean, and that is worth stating precisely. A sweep of every NHTSA safety recall campaign filed from 2016 through 2026 returns 31 Kawasaki motorcycle campaigns, from the Z125 Pro to the Ninja H2 SX, and not one covers the EX650 Ninja 650. NHTSA's own vehicle detail page for the 2017 Ninja 650 shows zero recalls. Note that NHTSA's recalls-by-vehicle lookup returns a count of zero even for bikes that do have open campaigns, so that count alone proves nothing. The campaign sweep does. Owner data is thin but positive. MCN's owner section for the 2020 onward Ninja 650 shows 4.8 out of 5 overall and 4.8 out of 5 for reliability, across only four owner reviews, which is an indication rather than a record. The same page puts annual servicing at £160. No chronic fault is widely documented on this engine or chassis. Ninja 650 Against the Z650 and the Honda The Kawasaki Z650 is the obvious alternative and the honest first question. For 2026 it is sold in the United States as the Z650 S ABS at $7,699, so it sits $500 under an ABS Ninja 650 and $100 above a base Ninja without ABS. It is also 6.6 to 8.9 pounds lighter by Kawasaki's own curb figures, gets a wider handlebar for leverage, and has ABS as standard rather than as a $600 option. What it does not have is a fairing. If your riding involves sustained highway speed or cold weather, that outweighs everything else here. The Honda CBR650R E-Clutch is the step up, at $9,199 plus $600 destination for 2026. It brings an inline four, a Showa inverted fork, radial four-piston calipers on 310mm discs and Honda's automatic clutch, and its naked CB650R sibling carries a listed 456 pound curb weight. Against an ABS Ninja 650 that is about $900 more once destination is counted, on a heavier machine. Common Questions Is the Kawasaki Ninja 650 a good beginner bike? It is one of the easiest 650s to learn on, with two caveats. The 31.1 inch seat, the light assist and slipper clutch, levers adjustable for reach and a torque curve with no step in it all make the bike forgiving, and MCN's small owner sample rates it 4.8 out of 5. The caveats are that ABS and traction control come bundled into the more expensive trim rather than as standard, and that 425 pounds is a lot of motorcycle to pick up. Is the Ninja 650 fast enough for highway riding? Yes for cruising, with less overtaking authority than the 67 horsepower claim suggests. Cycle World measured this engine at roughly 58 hp and 42 lb-ft at the wheel, and MCN records an average of 52.1 mpg on imperial gallons, near 43 US mpg, for a quoted tank range of 172 miles. The engine thins out above 9,000 rpm, so plan a downshift before a pass. Should I buy a Ninja 650 or a Z650? Buy the Ninja if you ride at highway speed or in bad weather, and the Z650 if you do not. The two share an engine, frame, wheels, brakes and suspension, so the decision is fairing against no fairing, a narrower bike against a wider handlebar, and roughly eight pounds. Kawasaki prices the 2026 Z650 S ABS at $7,699 against $8,199 for an ABS Ninja 650. Should You Buy One Buy an ABS Ninja 650 if you want a faired, warrantied, easy middleweight for under $9,000 out the door, you value comfort and weather protection over lap times, and you accept that suspension is the one thing you will eventually spend money on. Buy used with confidence: this platform has no NHTSA recall history, and 2017 onward bikes are the ones with the trellis frame. Skip it if you want a sportbike. The riding position, the fork and the brake hardware all point at commuting and touring, and MCN's own 3 out of 5 rating reflects a bike that is honest rather than exciting. If handling matters more than a fairing, the Yamaha MT-07 at 403 pounds and $8,599 is quicker and lighter. If a fairing and real sportbike hardware both matter, save for the Honda. If you want the same bike for less, the Z650 is right there. One note on gear: these are 100 mph machines that riders use daily, so look for CE rated armour at shoulders, elbows, back, hips and knees, and treat unarmoured leather or textile as weather protection rather than crash protection. Rating: 3.5 out of 5. The engine, the frame and the total absence of a recall history are genuinely good. It loses a point and a half for suspension that testers criticise consistently and for costing more than the naked bike it is built from.

Quick answer: The 2026 Harley-Davidson Sportster S earns an MGR rating of 8.2 out of 10. The 121 hp Revolution Max 1250T makes it the hardest accelerating bike in the sport cruiser class for $15,999, but the 3.1 gallon tank and aggressive ergonomics keep it a weekend weapon rather than an all rounder. MGR Rating: 8.2/10 Engine and performance: 9.5/10. 121 hp at 7,500 rpm and 93 lb-ft from the liquid cooled Revolution Max 1250T in a 502 lb package is genuinely fast by any cruiser standard. Comfort and ergonomics: 7.0/10. Forward foot controls with a low 28.9 inch laden seat and a firm short travel rear end make long days work, and owners say so loudly. Value for money: 8.5/10. $15,999 for this much engine, a TFT dash, and full cornering rider aids undercuts most performance rivals. Custom potential: 7.5/10. Exhausts, seats, bars, and suspension are well covered, but the water cooled platform lacks the vast build culture of the old Evolution Sportsters. Reliability reputation: 8.5/10. The Revolution Max has matured since 2021 with a solid record in both Sportster S and Pan America service history. How we rate: MGR has not ridden the Sportster S. 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 Sportster S MSRP $15,999 Engine Revolution Max 1250T, liquid cooled, 1,252 cc Horsepower 121 hp at 7,500 rpm Torque 93 lb-ft at 6,000 rpm Weight 502 lb in running order Seat height 28.9 in laden Fuel capacity 3.1 gal 2026 notes Finned engine covers, new colors, 4 in TFT with Bluetooth, five ride modes Who It Is For, and Who Should Skip It Buy it if: you want modern superbike adjacent tech and acceleration wrapped in cruiser styling, and your typical ride is one to three hours. Skip it if: you tour, carry a passenger, or hate frequent fuel stops. The 3.1 gallon tank is the honest deal breaker for distance riders, and the Nightster is friendlier for newer riders. Strengths and Weaknesses Strengths Class leading power to weight for a big twin cruiser, with ride modes that make it usable in the rain. Real electronics: cornering ABS, traction control, drag torque slip control, tire pressure monitoring, and cruise. The fat 160 front tire and high pipes give it a look nothing else on the floor has. Weaknesses and real owner criticisms Owners report real world range as low as 100 to 120 miles before the fuel light, which shapes every trip. The short travel rear suspension is a persistent complaint on broken pavement, even after setup with the preload adjuster. Radiated heat from the rear cylinder in traffic is noticeable, a known trait of the tuned for emissions Revolution Max. The stock forward control position with the low seat splits opinion, and many owners retrofit the mid control kit. Buying Advice: New vs Used New, $15,999 for the 2026 with the refreshed cosmetics is fair, and Harley has held this price point steady for several years, which also caps used values. Used, 2021 and 2022 first year bikes trade at meaningful discounts and share the same engine: check for completed software updates, verify no persistent TFT gremlins, and look for the usual dropped bike scuffs on pipe and bar ends. Factory mid control conversions and better shocks are the two most common owner spends, so a used bike that already has them is worth a premium. Recommended Riding Gear Legendary USA Aramid touchscreen gloves, $125: aramid reinforcement matches the pace this bike encourages, and the TFT rewards working fingertips. Legendary USA Bad Billy goatskin gloves, $99.99: a tough everyday glove at the right price for a $15,999 bike. Legendary USA fingerless gloves, $72.99: for slow boulevard duty in high summer, eyes open about the tradeoff. Alpinestars SMX-1 Air V2 riding shoes: a sport shoe suits the Sportster S better than a touring boot. FAQ How fast is the 2026 Sportster S? Harley lists 121 hp at 7,500 rpm and 93 lb-ft at 6,000 rpm pushing 502 lb. That is the strongest power to weight ratio of any current Harley cruiser. What is the Sportster S fuel range? The tank holds 3.1 gallons and Harley estimates 49 mpg, which is roughly 150 miles on paper. Owners riding briskly report reserve lights closer to 100 to 120 miles. Is the Sportster S good for beginners? No. 121 hp with instant throttle response is a lot for a first bike even with rider aids. The Nightster, which we rate 8.3, is the accessible entry into the modern Sportster family. Does the Sportster S have a clutch or belt maintenance schedule concern? It runs a low maintenance belt final drive and hydraulic valve lash is not a service item on the Revolution Max, so scheduled maintenance is mostly fluids, plugs, and inspections. Sportster S or Nightster? The S is the performance flagship at $15,999 with 121 hp, the Nightster trades power for approachability and a lower price. Buy the S for the engine, the Nightster to learn on. Can you tour on a Sportster S? Short trips with soft luggage work, but tank size, seat, and suspension travel argue against multi state touring. A Low Rider ST is the better Harley for that job. More Harley Ratings From MGR Nightster, rated 8.3 | Low Rider ST, rated 9.0 | Iron 883 used guide, rated 7.8 Sources Harley-Davidson USA, 2026 Sportster S model page: harley-davidson.com/us/en/motorcycles/sportster-s.html Rider Magazine, 2025 Harley-Davidson models unveiled (Sportster S pricing): ridermagazine.com/2025/01/23/2025-harley-davidson-models-unveiled Last updated: August 15, 2026

Ready to move up from your starter bike? The Harley-Davidson Street Bob is the best first Big Twin for 2026. At $14,999 it is the cheapest and lightest way into the Milwaukee-Eight 117, its 25.8 inch laden seat keeps both feet planted, and we rated it 8.6, the best value Softail. But whether you are ready matters more than which bike, so this guide covers both. Are you actually ready? The honest checklist You have at least one full season and several thousand miles on your current bike, in traffic, rain, and wind. Slow speed control is boring to you now: U turns, clutch feathering, trail braking to a stop, no drama. You have picked up a dropped motorcycle at least once and know the technique. Your current bike no longer feels fast by the second gear redline. Torque doubling from a 471cc twin to a 117 cubic inch V twin is a bigger jump than most riders expect. You can afford insurance on a $15,000 to $24,000 motorcycle without wincing. Get quotes before you shop. What actually changes on a Big Twin Weight is the headline: a Rebel 500 is 414 lb, a Street Bob is 646 lb. That extra 230 lb disappears at speed and reappears in every driveway, gravel lot, and cambered stop sign. Torque is the second change: the Milwaukee-Eight 117 makes around 120 ft lb almost off idle, so ham fisted throttle in a parking lot moves you several feet instantly. Third is heat, a big air cooled V twin in summer traffic warms your right thigh in a way no liquid cooled starter bike does. None of this is a reason to stay away; it is a reason to move up deliberately. The 2026 first Big Twin shortlist Model Price (from) Seat height (laden) Weight Engine Street Bob $14,999 25.8 in 646 lb M8 117 Classic, 98 hp Super Glide (new for 2026) $15,999 25.2 in 656 lb M8 117 Classic, 98 hp Deadwood (new for 2026) $17,999 25.5 in 686 lb M8 117 Classic, 98 hp Low Rider S $18,999 27.0 in 670 lb M8 117 High Output, 114 hp Heritage Classic $19,999 26.3 in 719 lb M8 117 Classic, 98 hp Low Rider ST $23,999 27.0 in 712 lb M8 117 High Output, 114 hp Prices and specs verified on Harley-Davidson USA model pages, August 2026. Top pick: Street Bob Lightest, cheapest, simplest. The Street Bob is a Big Twin with nothing you do not need, which is exactly right for a first one: fewer plastics to crack in a tip over, less weight to manage while you adapt, and the full 117 experience. Downsides we noted in our 8.6 review: the mini ape bars are not for everyone and the suspension is basic. The new Super Glide is the same recipe with a lower seat if flat footing rules your decision. Runner-up: Heritage Classic If your riding is already trips rather than bar hopping, skip a step and get the Heritage Classic, rated 8.5: windshield, bags, and passenger comfort from day one. It is 73 lb heavier than the Street Bob, and that is the honest cost of the convenience. Premium pick: Low Rider ST The Low Rider ST, rated 9.0, is the enthusiast answer: 114 hp High Output 117, real suspension, and a fairing that works. It is the best riding Softail Harley makes, and also the least forgiving choice here for a rider fresh off a 500. If you are two or three seasons in rather than one, it is worth the stretch. In between, the Low Rider S offers the same engine without the fairing for $5,000 less. Trading up without getting hurt at the dealer Sell your starter bike privately if you can; trade in offers on high demand beginner bikes routinely run well below private sale value. Late summer and fall are the strongest negotiating windows as dealers clear model years. On used Big Twins, engine generation matters enormously for reliability. Our most reliable Harleys guide breaks down years to seek and avoid. Budget the first service and insurance jump into the purchase math. How we chose Verified 2026 prices, laden seat heights, and running order weights from Harley-Davidson USA official pages, August 2026. Weight and simplicity weighted for first Big Twin suitability; our published MGR ratings informed the ranking. We have not ride tested these motorcycles. Ratings are research scores from verified specs, documented owner feedback, and reliability records. Independent site, no manufacturer money. Gear for the step up A heavier, faster bike is the moment to upgrade contact points. From Legendary USA, the Bad Billy leather gloves at $99.99 are a durable cruiser glove, and the LowLife club vest from $425 is a buy once piece if your riding scene runs club style (prices verified August 6, 2026). Straight talk: both are unarmored leather, protective against abrasion, not impact; pair them with an armored jacket or pick armored gloves from the big moto brands if that is your priority. Helmet and armor leaders remain Shoei, Arai, and Bell. If you skipped proper gear on your starter bike, fix that first with our new rider gear setup guide. FAQ How long should I ride a starter bike before a Big Twin? Most riders are genuinely ready after one to two full seasons and a few thousand varied miles. The calendar matters less than the checklist above. Is 98 horsepower too much after a Rebel 500? The horsepower is manageable; the instant torque and the 230 extra pounds are the real adjustments. Spend your first week on empty roads and parking lots, not group rides. Should my first Big Twin be new or used? Used 2020 and newer Milwaukee-Eight bikes are the value sweet spot, modern engines past their early issues at a real discount. See our reliability year by year guide. What about jumping straight to a Street Glide or Road Glide? People do it, and our Street Glide review, 9.22, explains the appeal. But 811 plus pounds with a fairing catching crosswinds is a lot to learn on. A season on a Softail first makes the tourer feel easy instead of frightening. Is the Nightster a Big Twin? No, it uses the liquid cooled Revolution Max 975T. It is a superb bridge bike though; our beginner Harley guide makes that case. Do I need to drop money on training again? An intermediate or advanced rider course on your new bike is the cheapest crash insurance you can buy, and many insurers discount for it. Sources Harley-Davidson USA official 2026 model pages: Street Bob, Super Glide, Deadwood, Low Rider S, Heritage Classic, Low Rider ST Honda Powersports 2026 Rebel 500 specifications (starter bike comparison) MotoGearRater rating posts: Street Bob (8.6), Heritage Classic (8.5), Low Rider ST (9.0), Street Glide (9.22) Last updated: August 13, 2026. Prices are US MSRP excluding freight, setup, and taxes.

Quick answer: The 2026 Honda Rebel 500 remains the default answer to the question of what cruiser a new rider should buy. $6,799 with ABS now standard, a 27.2 inch seat, 414 lb curb weight and a friendly 471 cc twin that still entertains experienced riders. We rate it 8.9 out of 10, the highest score we have given a cruiser to date. MGR Rating: 8.9/10 Criterion Score Why Engine and performance 8.0 The 471 cc parallel twin is smooth, forgiving and quick enough for the highway; it simply is not a torque rich V-twin and does not pretend to be. Comfort and ergonomics 8.5 The 27.2 inch seat and neutral pegs fit an unusually wide range of riders, though the stock seat gets hard past an hour. Value for money 9.5 $6,799 with standard ABS and a slipper clutch is the strongest value in cruising, full stop. Custom potential 9.0 One of the biggest bolt on ecosystems in modern motorcycling: bars, seats, bags and complete style kits are everywhere. Reliability reputation 9.5 The CB500 derived twin is one of the most proven engines Honda makes; owners routinely pass 50,000 miles with basic maintenance. Honesty first: MotoGearRater has not ridden the 2026 Rebel 500. 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 500 MSRP (US) $6,799 (SE trim $6,999); ABS standard on all 2026 trims Engine 471 cc liquid cooled parallel twin, DOHC Transmission 6 speed with slipper clutch Seat height 27.2 in Curb weight 414 lb Fuel capacity 3.0 gal Wheelbase 58.7 in Rebel 300 notes: the smaller sibling continues for 2026 as the Rebel 300 E-Clutch at $5,349 with a 286 cc single, 379 lb curb weight and the same 27.2 inch seat. Honda's E-Clutch handles clutch work automatically while keeping a foot shifter, which makes it the easiest possible on ramp to motorcycling. Most adults outgrow the 300's highway performance quickly; if in doubt, buy the 500. 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 are a new or returning rider who wants a forgiving, low seat cruiser that will not punish mistakes or your wallet. Buy it if: you are experienced but want a light, cheap, reliable second bike for the city. Skip it if: you regularly ride two up at highway speed; the 471 cc twin runs out of comfortable passing reserve. Skip it if: you already know you want big V-twin sound and torque; no bolt on fixes that, and you would trade it within a year. Strengths and Weaknesses Strengths Class benchmark ergonomics: nearly anyone can flat foot it and the controls are light. ABS and a slipper clutch standard at $6,799 embarrasses pricier competitors. Legendary Honda reliability and huge dealer coverage keep running costs minimal. Resale is excellent because demand from new riders never stops. Weaknesses (real owner criticisms) The stock seat is thin; most owners replace it within the first season. The 3.0 gallon tank means fuel stops around 130 to 150 miles. No tachometer on the base display annoys some riders. Suspension is budget grade and gets choppy on broken pavement, especially two up. Highway cruising above 75 mph feels busy compared with bigger twins. Buying Advice Buy new if you can; the 2026 price with standard ABS is fair and Honda resale keeps used prices high enough that saving is minimal. Budget $150 to $300 for a comfort seat and you have fixed the bike's main flaw. Coming from a permit course, this plus proper gear is the complete starter package; see our complete new rider gear setup for 2026 for the priced kit. When you are ready for more power, the Indian Scout or Honda's own Rebel 1100 are the natural next steps, and the Kawasaki Vulcan S is the main same class rival to test ride. Recommended Riding Gear New rider budgets are real, so spend where it counts. Helmet first: a current full face from an established leader such as Shoei, Bell or HJC, sized properly at a shop if possible. Add a CE armored jacket before summer gloves. From Legendary USA, verified in stock August 6, 2026: the Classic touchscreen deerskin gloves at $120 are a soft, all day glove that works with phone screens; note honestly that heritage leather like this is unarmored, so it is the comfort choice, not the maximum protection choice, and armored gloves are the safer call for new riders still building smoothness. FAQ Is the Honda Rebel 500 good for beginners? It is arguably the best beginner cruiser on sale: light, low, forgiving, with standard ABS and a slipper clutch. That is exactly why it is everywhere. What is the seat height on the Rebel 500? 27.2 inches. Riders from about 5 feet even to 6 foot 2 fit; taller riders may want forward peg relocation. Rebel 500 vs Kawasaki Vulcan S: which is better? The Rebel is lighter, cheaper and easier to flat foot; the Vulcan S offers more engine, more room and adjustable ergonomics for taller riders. Under 5 foot 10 and new, take the Rebel; over 6 feet or planning highway miles, test the Vulcan first. Is the Rebel 500 reliable? Exceptionally. The engine family dates to 2013 across Honda's CB500 line with a near spotless record. Valve checks are infrequent and parts are cheap. Can the Rebel 500 handle the highway? Yes, comfortably up to around 75 mph with enough left to pass. It is at its best on backroads and city streets, but it will not strand you on the interstate. Should I buy the Rebel 300 instead? Only if you are significantly under 150 lb, ride purely in town, or want the E-Clutch's automatic clutch experience. The 500 costs little more and lasts most riders years longer. Sources Honda Powersports, 2026 Rebel 500 tech specs: powersports.honda.com/motorcycle/cruiser/rebel-500/2026/rebel-500 Honda Powersports, 2026 Rebel 300 E-Clutch tech specs: powersports.honda.com/motorcycle/cruiser/rebel-300/2026/rebel-300-e-clutch Motorcycle.com spec database, 2026 Honda Rebel 500: motorcycle.com/specs/honda/cruiser/2026/rebel-500/base/detail.html Published August 15, 2026. Specs and prices verified August 6, 2026. US MSRP excludes the $600 destination charge.

The Honda CRF300L is a 286cc single-cylinder dual-sport that weighs 311 pounds with a full tank and is genuinely good off road, which makes it a trail bike with a license plate rather than a small adventure bike. Honda's current US listing is the 2025 CRF300L at $5,749 plus a $600 destination charge, with ABS standard and switchable off at the rear. The same money buys the CRF300LS, which is the identical motorcycle with a 32.7 inch seat instead of a 34.7 inch one. The rider who should not buy one is the rider with a highway commute. The CRF300L will sit at 70 mph, and that is close to all it has. Rider Magazine's 2025 test of the mechanically identical CRF300LS found sixth gear pulling 7,000 rpm at 70 mph and reported that extra power for hills and brisk passing at highway speed is essentially non-existent. The tank holds 2.1 gallons, so range is roughly 130 miles. If you need to cover distance, the Rally or a bigger bike is the answer. What You Are Actually Buying Honda's spec sheet describes a deliberately simple machine: a 286cc liquid-cooled DOHC single with four valves, PGM-FI through a 38mm throttle body, a six-speed gearbox and an O-ring chain. The suspension is a 43mm inverted Showa fork and a Pro-Link shock with 10.2 inches of travel at each end, and 11.2 inches of ground clearance. Braking is a 256mm front disc on a twin-piston caliper and a 220mm rear, both with ABS. What matters more than any single number is the combination. There is no other street-legal bike sold in the United States that offers this much suspension travel and ground clearance at 311 pounds and under $6,000. That is the entire argument for the CRF300L, and it is a strong one. Curb weight 311 lb, Honda's figure, including all fluids and a full tank. Seat height 34.7 in on the L and 32.7 in on the LS, which also gives up ground clearance, down to 9.6 in. Fuel capacity 2.1 gallons including a 0.5 gallon reserve. ABS is standard on both L and LS and can be switched off at the rear for dirt. Valve inspection interval 16,000 miles, which is long for a small single. The Engine, and the Honest Highway Answer Honda claims 27.3 hp at 8,500 rpm and 19 lb-ft at 6,500 rpm at the crank, figures Rider Magazine published at the 2021 launch. Dirt Rider put a CRF300L on a Dynojet 250i and measured 22.7 hp at 8,500 rpm and 16.7 lb-ft at 6,300 rpm at the rear wheel. Both numbers are correct and they describe the same engine, so use the crank figure when comparing brochures and the rear-wheel figure when setting expectations. In practice that power buys you an engine that is easy everywhere below 70 mph and finished above it. MCN's testers reported the CRF300L will happily sit at 70 mph with revs in hand and that 80 mph is about all it will reach. Rider found the same ceiling from the other direction: enough to hold freeway pace or climb a pass with a downshift or two, and nothing left for a confident pass with a passenger's worth of extra weight aboard. The 2021 redesign that turned the CRF250L into the CRF300L added 36cc through an 8mm longer stroke, shortened the lower gears and made sixth an overdrive. That gearing choice is why the bike works: first gear is short enough to crawl a rocky climb without slipping the clutch, and sixth is tall enough that highway revs are tolerable rather than frantic. Seat Height, the CRF300LS and the Rally At 34.7 inches the standard CRF300L is a tall bike, and Honda solved that properly in 2023 by adding the CRF300LS. Honda gets to a 32.7 inch seat by shaving 0.4 inch off the saddle and taking about an inch out of the suspension at each end, leaving 9.3 inches of front travel and 9.0 inches at the rear. Ground clearance falls from 11.2 inches to 9.6 inches, so a skid plate moves up the shopping list. Everything else, including the price, is identical. The CRF300L Rally is the third option and a different bike in use. Honda's 2026 spec sheet gives it a 3.4 gallon tank, a 35.2 inch seat, 333 pounds curb weight and a 296mm front disc, at $6,499. The extra 1.3 gallons roughly doubles the useful range and the fairing takes the wind off your chest. It also adds 22 pounds and half an inch of seat height, which you will feel the first time you pick it up off a trail. Suspension Is the Weak Point, and Honda Knows It Every serious review of the pre-2025 CRF300L says the same thing about the suspension, and MCN put it most bluntly: the rear shock is the weak point and is best replaced if you plan to ride anything rougher than a smooth green lane. The fork has no adjustment and the shock has spring preload only, so tuning means buying parts. Honda revised it for 2025. The press material lists stiffer shock damping, a bearing replacing the rubber bushing in the upper shock mount and new, firmer fork damping, alongside LED lighting and a new radiator fan and grille. Rider Magazine rode a 2025 back to back against a 2023 and described the difference as immediately obvious, with less bottoming, less bump steer and less fork dive, while still calling it soft for larger riders with preload as the only adjustment. The practical reading is that a 2025 or newer bike is meaningfully better standing still, and that a heavier rider on any year will still want a rear spring rated for their weight. Setting rear preload for correct static sag is the first job on a used one. What It Costs to Run, and the Recall Rider Magazine averaged 65.7 mpg over a test of the 2025 bike, saw a best of 71.4 mpg and calculated roughly 130 miles of range. MCN records an average of 72 mpg on UK routes, which is imperial gallons and works out near 60 US mpg. Either way the fuel bill is trivial and the tank size, not the economy, is what limits your day. Servicing is equally undemanding: MCN gives a 4,000 mile service interval with the valve clearance check at 16,000 miles, which is a long interval for a small single that gets worked hard. Consumables are a 520 chain, a 21 inch front tire and an 18 inch rear. There is one recall on the record. NHTSA campaign 21V-382, Honda's KM3, covered 28,528 machines across the 2020 and 2021 Honda range including the 2021 CRF300L. The rear reflector lens was not bright enough to meet Federal Motor Vehicle Safety Standard 108, dealers replaced it free, and owner letters went out on 7 July 2021. It is the only campaign filed between 2020 and 2026 that lists the CRF300L, and it is a reflector, not a mechanical fault. CRF300L Versus Kawasaki KLX300 The Kawasaki KLX300 is the direct rival and it is genuinely close. Kawasaki lists 292cc, 25.0 hp at 8,000 rpm and 17.7 lb-ft at 7,000 rpm, 302.1 pounds curb weight, a 35.2 inch seat, a 2.0 gallon tank and $5,649 plus $650 destination. The horsepower figure uses the ISO 4106 standard that Kawasaki's own footnote admits reads high against SAE. The KLX is nine pounds lighter and has the better suspension on paper, with adjustable compression damping in the fork and compression, rebound and preload at the rear against the Honda's preload-only setup. The Honda answers with standard ABS, which Kawasaki's KLX300 spec sheet does not list at all, a taller sixth gear that makes it the better road bike, and a reliability reputation carried over from the CRF250L. If you ride mostly dirt, look hard at the KLX. If any part of the ride is pavement, the Honda is the safer buy. Common Questions Can the Honda CRF300L handle highway riding? It can hold 70 mph indefinitely but it has almost nothing in reserve above that. Rider Magazine measured sixth gear pulling 7,000 rpm at 70 mph with a 10,500 rpm redline, and reported that power for hills and brisk passing at that speed is effectively gone. MCN's testers put the practical ceiling at about 80 mph. Short freeway links are fine, a daily 75 mph commute is not. Is the CRF300L reliable? The CRF300L has no documented chronic mechanical fault and one recall in six model years, and that recall was a rear reflector. MCN's owner panel is small at three reviews, rating reliability and build quality 4.3 out of 5, so treat the sample size accordingly. The most common owner complaint is cosmetic: frame paint wears through quickly where boots rub. Should I buy the CRF300L, the CRF300LS or the Rally? Buy the LS if the 34.7 inch seat stops you riding, the Rally if you want range, and the standard L for everything else. The L and LS cost the same $5,749 and differ only in suspension travel and seat foam, so the choice is purely about inseam versus ground clearance. The Rally adds $750, 1.3 gallons and 22 pounds. Should You Buy One Buy a CRF300L if you want a light, cheap, street-legal bike that is actually good in the dirt and undemanding to own, and if you accept that highway work is something it tolerates rather than does well. Buy a 2025 or newer one if you can, because the suspension revision is real. Buy the LS without hesitation if you are shorter, since it is the same motorcycle at the same price. Skip it if you commute at freeway speeds, if you ride two-up, or if you want to tour, because 2.1 gallons and 22.7 rear-wheel horsepower do not stretch that far. A Honda NX500 or a Kawasaki KLR650 makes far more sense for distance, and a Kawasaki KLX300 is the better choice if your riding is almost entirely dirt. On gear, this class puts riders down at low speed on rocks and roots rather than at high speed on tarmac, so prioritise CE-rated armor at knees, hips, elbows, shoulders and back, plus off-road boots with real ankle support. Unarmored leather or textile is weather protection, not crash protection. Rating: 4.5 out of 5. The CRF300L is the most capable and least troublesome way to spend under $6,000 on a street-legal dirt bike, and Honda finally fixed the suspension in 2025. It loses half a point for the small tank and for an engine that runs out of ideas at 75 mph.