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.

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.

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.

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.

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.

A stunt bike is usually a cheap used sportbike rebuilt as sports equipment: a crash cage to survive drops, a 12 bar to land vertical wheelies on, a subcage with rear stunt pegs, a handbrake for rear brake control from the bar, and shorter gearing. The build exists because practice guarantees crashes. Part four of Wheelies and Burnouts, MotoGearRater's series covering stunt riding as a sport. This post explains what the hardware is and why it exists. It is not a build guide or an installation manual, and as always, we have not performed or tested these stunts ourselves. Why Do Stunt Bikes Start Life as Cheap Used Bikes? Because they get dropped. A stunt practice session is a controlled experiment in finding limits, and finding limits means the bike hits the ground, over and over, for years. Nobody sacrifices a new bike to that. The classic donors are used middleweight sportbikes with strong parts support, and in the V twin scene, older Harley-Davidson models built into dedicated stunt machines. Torquey naked bikes get attention too. If you are shopping the used market anyway, our Yamaha MT-07 rating and Yamaha MT-09 rating explain why those platforms are loved for their torque and simplicity, and our Kawasaki Ninja ZX-6R rating covers the middleweight sportbike template the stunt world grew up on. What Is a Crash Cage? A crash cage is a welded steel or chromoly structure that bolts around the engine and frame so the bike lands on the cage, not on the cases, when it goes down. Specialist companies such as Impaktech and Racing 905 build model specific cages for popular platforms, and stunt retailers sell them alongside complete stunt packages. A good cage is the single reason a practice bike can be dropped dozens of times in a session and still run. What Is a 12 Bar? The 12 bar, named for the 12 o'clock wheelie, is a steel loop mounted behind the tail section. When a rider brings a wheelie near vertical, the bar touches the ground instead of the tail plastic, and riders deliberately scrape it as a trick element. Sparks off a 12 bar are one of the signature images of modern stunt competition. Without one, a single 12 o'clock attempt would destroy the back of the bike. What Are Subcages and Stunt Pegs? A subcage replaces the rear subframe brackets with a stronger structure carrying oversized passenger position pegs. Many tricks are ridden standing on those rear pegs, so they need to hold a rider's full weight through landings and survive drops. Cages, subcages, and 12 bars together are why a stunt bike looks armored: it basically is. What Does the Handbrake Do? The rear brake pedal is useless when your feet are on rear pegs or off the bike entirely, so stunt bikes run a handbrake: an extra lever on the handlebar plumbed to the rear brake, often alongside the stock pedal. Rear brake control is what keeps a high wheelie from going over backward, which makes the handbrake the single most important control modification in the sport. Kits from stunt parts specialists route a second master cylinder or a dual line setup to the rear caliper. What Else Changes on a Stunt Build? Gearing: a larger rear sprocket trades top speed for low speed control, which suits a sport played at parking lot speeds. Heavy duty clutch and steel braided lines: constant clutch work and brake heat demand consistency. Seat traction and grip tape: riders climb around the bike, so surfaces get grippier. Sacrificial bodywork or none at all: plastics are either cheap replicas or removed, because they will be ground away. FAQ How much does a basic stunt build cost? It varies with donor bike and parts choices, so we will not invent a number. The pattern is consistent though: the donor is bought cheap and used, and the protective hardware is where the money goes, because it is what makes practice survivable. Is a caged stunt bike still street legal? The cage itself is usually not the issue; lighting, mirrors, plates, and emissions equipment determine street legality, and dedicated practice bikes often shed those. Many stunt bikes are trailer only equipment, exactly like a motocross bike. Why do stunt riders love older middleweight sportbikes? Cheap to buy, cheap to fix, light enough to muscle around, powerful enough for every trick, and supported by model specific cages and parts from the stunt industry. Crashworthiness per dollar is the whole equation. Do Harley and V twin stunt bikes use the same parts? Same concepts, different hardware. The V twin scene that competes at events like The Brawl runs cages, bars, and handbrakes engineered for those platforms, with suspension and driveline vendors supporting the niche. Does a stunt setup make a bike better on the street? No. Shorter gearing, stripped bodywork, and lot focused controls make a worse street bike. The build only makes sense for its sport, on closed pavement, which is where these machines belong. Keep Reading on MotoGearRater New to the series? Start with Wheelies Explained and Stoppies Explained. Curious about used V twin donors? Our used Harley Iron 883 buying guide covers what to check on older air cooled Sportsters. Sources Impaktech USA, model specific crash cages: https://impaktechusa.com/ The Stunt Factory, Racing 905 cage, 12 bar, sprocket, and handbrake packages: https://thestuntfactory.com/st4stpara905.html StreetBike Supply, crash cage catalog: https://streetbikesupply.com/collections/crash-cages The Brawl, V twin stunt competition: https://rideanddestroy.com/thebrawl/ Last updated: August 11, 2026. MotoGearRater is independent and has no affiliation with the brands mentioned. We cover stunt riding as sport journalism, we have not performed or tested these stunts, and we never recommend stunting on public roads.