Table of Contents
Why Most Cruiser Lists Miss the Real Point
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Weekend Warriors: Built for Saturday Morning Freedom
Harley-Davidson Street Bob 114
Indian Scout Bobber
Yamaha Bolt R-Spec
Kawasaki Vulcan S
Honda Rebel 500
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Daily Grind Survivors: Commute-Ready Comfort Machines
Suzuki Boulevard C50
Kawasaki Vulcan 900 Classic
Honda Shadow Phantom
Yamaha V Star 250
Royal Enfield Meteor 350
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Long-Haul Beasts: Cross-Country Without the Chiropractor
Indian Challenger
Harley-Davidson Road Glide Special
BMW R 18 Transcontinental
Honda Gold Wing Tour
Yamaha Star Venture
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Power Junkies: Torque-First Performance Cruisers
Ducati Diavel V4
Harley-Davidson CVO Road Glide
Indian FTR Championship Edition
Triumph Rocket 3 R
Keeping Your Tech Connected During the Ride
Final Thoughts
TL;DR
Most cruiser guides are spec-sheet circle jerks. Here's what actually matters when you're riding, not browsing.
Weekend warriors: Get something light enough to handle confidently. The Scout Bobber wins this category for most riders.
Commuters: Honda anything. Boring but bulletproof, which is what you need at 7 AM in traffic.
Long haul: Spend the money on the Gold Wing or Indian Challenger. Your back will thank you.
Power freaks: The Rocket 3 is absurd and I love it. The Diavel if you want Italian drama.
Your phone mount matters more than you think. Cheap ones fail at exactly the wrong time.
Why Most Cruiser Lists Miss the Real Point
I sell phone mounts for motorcycles. That means I talk to riders (hundreds of them) about their actual riding lives, not the fantasy version they tell their buddies at the bar.
Here's what I've learned: nobody buys bikes the way magazines think they do.
Last month, a guy called asking which mount works on a Road Glide. During the call, he mentioned he'd bought the bike three weeks earlier for "touring." Hasn't left his county. Probably won't this year. He needed the mount for his 20-minute commute to work.
That's the gap between motorcycle marketing and reality.
Walk into any dealership on a Saturday. You'll see guys speccing out $28,000 baggers for weekend rides they'll take twice a month if the weather's perfect. You'll see new riders buying 750cc bikes when they should start on a 500. You'll see experienced riders buying the bike that looks cool in their garage instead of the one they'll actually ride.
Nobody asks for 1700cc of displacement. They ask questions like "Will this be comfortable for two hours?" or "Can I handle this in parking lots?" or "Will it start every morning even when it's cold?"
The best bike for your buddy might be your nightmare. I know a guy who spent $25k on a bagger he's ridden exactly twice. I know another who put 20,000 miles on a $6,000 Suzuki in 18 months. Guess which one's happier?
We're organizing these 19 bikes by how you'll actually use them. Weekend therapy rides need different features than rush hour commuting. Cross-country touring requires capabilities that canyon carving doesn't. When you're keeping your phone accessible with the right motorcycle mounts during long rides, you start noticing practical details that showroom browsing never reveals.
Most reviews skip the parts that matter after you sign the paperwork. They won't tell you which bikes cook your right leg in summer traffic, which ones need dealer visits for oil changes, or which models tank in value the second you ride them off the lot.
Weekend Warriors: Built for Saturday Morning Freedom
These bikes serve one purpose: getting you away from your inbox for a few hours on Saturday morning.
You work all week staring at screens. When the weekend hits, you need those few hours of freedom before life demands your attention again. You're not commuting daily. You're not crossing the country. You're doing 50-200 mile loops through back roads, stopping for coffee, maybe lunch, then home before dinner.
Weight matters more than horsepower here. So does seat height, because you'll be stopping for photos and gas and you need to flat-foot it confidently. Insurance costs matter because you're not riding enough to justify premium rates. Reliability matters because the bike sits in your garage most of the week and needs to start without drama.
What doesn't matter? Fuel range beyond 150 miles. Passenger comfort (be honest, you're riding solo). Touring features you'll never use.
Bike Model |
Engine Size |
Seat Height |
Curb Weight |
Fuel Capacity |
Best For |
|---|---|---|---|---|---|
Harley-Davidson Street Bob 114 |
1868cc |
26.0" |
655 lbs |
3.5 gal |
Experienced riders wanting torque |
Indian Scout Bobber |
1133cc |
25.3" |
558 lbs |
3.3 gal |
Agile handling, shorter riders |
Yamaha Bolt R-Spec |
942cc |
27.2" |
540 lbs |
3.2 gal |
Customization on a budget |
Kawasaki Vulcan S |
649cc |
27.8" |
498 lbs |
3.7 gal |
Adjustable ergonomics |
Honda Rebel 500 |
471cc |
27.2" |
408 lbs |
2.9 gal |
New riders, urban riding |
1. Harley-Davidson Street Bob 114
The Street Bob 114 is what happens when Harley stops overthinking things. Big motor, minimal bike, no excuses.
That 114 cubic inch Milwaukee Eight pulls hard enough to scare you the first time you really open it up. It scared me. I'm not too proud to admit it. The torque comes on low and doesn't quit, which means you're not constantly shifting to find power. Just roll on the throttle and go.
Mid-mount controls mean your passenger situation is "no," which honestly, most weekend riders prefer anyway. You're not explaining to anyone why you need to stop for gas after 100 miles with that tiny tank.
The blacked-out aesthetic has aged better than the chrome-heavy alternatives from the same era. Check used prices if you don't believe me. These hold value better than most Harleys.
Downside? That 3.5-gallon tank. You'll memorize every gas station within 100 miles of your house. But if you're only doing weekend rides, that's maybe two fill-ups a month. Deal with it or buy a different bike.
The inverted front fork is a nice touch. Adds modern handling without ruining the classic vibe. This thing feels planted at 75 mph and doesn't fight you in corners like old Harleys used to.
2. Indian Scout Bobber
Indian's Scout Bobber punches way harder than 1133cc suggests.
That liquid-cooled V-twin makes power that surprises riders stepping up from smaller bikes. It's not Milwaukee Eight torque, but it's enough to get you in trouble if you're not paying attention. The power delivery is smooth though. Predictable. You won't get surprised mid-corner.
The 25.3-inch seat height is the real story here. I've watched shorter riders (5'6", 5'7") flat-foot this bike confidently in parking lots where they'd struggle with most cruisers. That low center of gravity from the 558-pound curb weight makes it feel even lighter than it is.
Liquid cooling means you're not cooking your leg in summer traffic like you would on air-cooled bikes. For riders who don't wrench on their own stuff, that reliability advantage is huge. You change the oil, check the tires, ride it. Done.
The bobber styling isn't just for looks either. Those chopped fenders and solo seat mean fewer things to maintain or replace when you drop it. And you will drop it eventually. We all do.
3. Yamaha Bolt R-Spec
Yamaha built the Bolt R-Spec for riders who want to customize without taking out a second mortgage.
The 942cc air-cooled V-twin is predictable. Some people call it boring. I call it confidence-inspiring when you're learning to ride better. It won't surprise you with power surges mid-corner or punish you for ham-fisted throttle inputs.
At 540 pounds, this bike builds confidence at parking lot speeds. The belt drive kills chain maintenance, which means you ride instead of spending Saturday mornings with degreaser and a brush.
The R-Spec's upgraded suspension over the base model actually matters. Those adjustable rear shocks let you dial things in for your weight. I'm 190 pounds and had to crank up the preload. My buddy who's 240 maxed it out and still wanted more.
The aftermarket support is insane. You can build this into whatever you want without fabricating custom parts or spending Harley money. Bars, seats, exhaust, everything's available and relatively cheap.
4. Kawasaki Vulcan S
The Vulcan S breaks cruiser rules with its parallel-twin engine from the Ninja 650.
V-twin purists hate it. I get it. It doesn't sound like a proper cruiser. But it delivers smoother power and better fuel economy. We're talking 50+ mpg in real-world riding. That's 200+ miles on the 3.7-gallon tank.
Kawasaki's Ergo-Fit system is brilliant. Handlebars, seat, and footpegs adjust to fit different body types without buying aftermarket parts. If you've struggled with standard cruiser ergonomics (too stretched out, too cramped, whatever), this solves it.
The slipper clutch prevents rear wheel hop during aggressive downshifts. That's a feature you appreciate when you're learning or pushing harder through corners. Makes you look smoother than you actually are.
Insurance runs lower than traditional V-twin cruisers too. My rate dropped $35/month when I switched from a Sportster. Your mileage may vary, but it's worth checking.
5. Honda Rebel 500
Honda's Rebel 500 proves that beginner-friendly doesn't mean boring.
The 471cc parallel-twin has enough power for highway merging while remaining forgiving for newer riders. You won't accidentally loop it pulling out of a parking lot. You might on bigger bikes. I've seen it happen.
That 27.2-inch seat height builds confidence for riders who can't flat-foot larger bikes. The 408-pound curb weight means you can maneuver it easily in tight spaces. Pick it up if you drop it. Move it around your garage without throwing your back out.
Here's the thing though: experienced riders keep these even after upgrading to bigger bikes. They use them for city riding, teaching friends, or days when they want simple transportation without the weight and complexity of bigger machines.
The LCD display provides modern functionality without overwhelming you with information. Used Rebels rarely sit on the market long. That tells you everything about resale value.
Daily Grind Survivors: Commute-Ready Comfort Machines
Daily commuting on a cruiser reveals priorities that weekend rides never expose.
You need reliability that survives rush hour traffic five days a week. Fuel economy that doesn't destroy your budget. Weather resistance for those mornings when rain starts mid-commute and you're already committed.
Upright seating positions matter when you're riding daily. So do fuel tanks large enough to skip mid-week gas stops. Maintenance intervals that don't require constant attention. Insurance costs that fit monthly budgets without hurting.
These bikes prioritize function over flash, though they still look good enough that you won't feel embarrassed pulling into work.
6. Suzuki Boulevard C50
Met a guy at a gas station last year with 87,000 miles on his Boulevard C50. Original engine, original transmission. Asked him his secret. He said "I change the oil." That's it. That's the review.
The 805cc V-twin is smooth and predictable. Won't catch you off guard in traffic or punish you for mistakes. Fuel injection means it starts every morning, even when it's 35 degrees and you're questioning your life choices.
Shaft drive eliminates chain maintenance and the mess that comes with it. Try explaining chain grease on your khakis to your boss. Or don't, and get a shaft drive bike.
That 4.1-gallon fuel tank gets you about 160 miles between fill-ups in real commuting. The 28.3-inch seat height fits most riders. Floorboards are comfortable during long traffic lights when you're just sitting there hating your commute.
Windscreen compatibility matters for highway commutes. Aftermarket options are everywhere and cheap. The C50's reputation for 50,000+ mile reliability makes it smart for riders racking up serious annual mileage.
7. Kawasaki Vulcan 900 Classic
The Vulcan 900 Classic brings 903cc of V-twin torque wrapped in all-day comfort.
Daily commuters appreciate this more than weekend riders realize. That belt drive needs minimal attention. The liquid cooling prevents overheating when you're stuck in traffic on a 95-degree August morning cursing everyone around you.
The 27.8-inch seat height and forward controls create a relaxed position that won't destroy your lower back. I commuted 45 minutes each way on mine for two years. Never had back pain. Switched to a sport bike for a month and couldn't walk straight.
Five-gallon fuel tank delivers 200+ mile range. You're filling up once a week max for most commutes. That's one less thing to think about on Monday morning.
The styling includes more chrome and bigger fenders than some riders want. Those fenders provide better rain protection though. When the forecast lies and you get caught in a downpour, you'll appreciate them.
Weighs 628 pounds, which feels planted on highways but requires attention in parking lots. Don't try to muscle it around. Use momentum and technique or you'll drop it.
8. Honda Shadow Phantom
Honda's Shadow Phantom wraps the bulletproof 745cc V-twin in blacked-out styling.
Honda's reputation for reliability means something when you can't afford unexpected shop visits. This engine will run forever if you change the oil and don't do anything stupid. I've seen Shadows with 60k, 70k, even 80k miles still running strong.
Shaft drive kills chain maintenance. Air cooling keeps the design simple with fewer potential failure points. That 26.1-inch seat height builds confidence for shorter riders navigating parking lots and traffic.
The 3.3-gallon tank requires more frequent fill-ups than competitors. The 50+ mpg fuel economy offsets that annoyance. You're still only filling up maybe twice a week for most commutes.
Single front disc brake is adequate for daily riding but not inspiring. If you live somewhere hilly or deal with heavy traffic, you'll notice. Not a dealbreaker, just something to know going in.
9. Yamaha V Star 250
The V Star 250 serves riders facing urban commutes where smaller displacement provides real advantages.
The 249cc V-twin's 21 horsepower has highway limitations. You can do it, but you won't enjoy it. For city riding though? It's perfect. Light, nimble, easy to park, cheap to insure.
The 27-inch seat height and 326-pound curb weight make this the most manageable bike here. Newer riders or those returning after years away can handle this confidently. You can pick it up by yourself if you drop it. You probably can't with a 650-pound bagger.
Fuel economy hits 70+ mpg. That's minimal fuel costs for daily commuting. I was spending $15 a month on gas . Fill it up once a month and forget about it.
The air-cooled engine's simplicity means fewer maintenance concerns. Smaller engines require more frequent oil changes though. Every 2,000 miles instead of 4,000. Still cheap and easy to do yourself.
Insurance costs run significantly lower than larger cruisers. Mine was $180/year for full coverage. Your rate depends on age and location, but expect to save money here.
10. Royal Enfield Meteor 350
Royal Enfield's Meteor 350 brings modern reliability to classic British-inspired styling.
The 349cc single-cylinder engine has adequate power for commuting without the vibration older Royal Enfields were infamous for. They fixed that. The new engine is smooth enough for daily use without rattling your fillings loose.
The Tripper navigation system integrates with smartphones for turn-by-turn directions. Commuters navigating unfamiliar routes use this constantly. Serious riders often prefer dedicated motorcycle mounts for more secure phone positioning though. The built-in system is fine until you hit a pothole at 40 mph.
Three trim levels offer different features. Understanding which justify price differences matters for daily riders watching budgets. The base Fireball has everything you actually need. The Stellar and Supernova add chrome and badges.
The 30.1-inch seat height and 421-pound weight create an approachable package. Royal Enfield's improving reliability reputation is real, though parts availability concerns remain in some regions. Check if there's a dealer near you before buying.
The cult following among riders who value uniqueness over conformity keeps growing. You won't see three others in every parking lot like you would with a Rebel or Shadow.
Long-Haul Beasts: Cross-Country Without the Chiropractor
Touring bikes get built for riders who measure trips in thousands of miles, not hundreds.
These machines prioritize all-day comfort, weather protection, cargo capacity, and technology that makes long-distance riding safer and more enjoyable. We're talking about bikes designed to eat highway miles without punishing your body.
Ergonomics support neutral riding positions. Fairings deflect wind and rain. Suspension gets tuned for loaded touring with a passenger and luggage. Features that seem excessive until you're 600 miles from home become essential: cruise control, heated grips, advanced audio systems, navigation that actually works.
Real-world fuel range matters here. So do maintenance intervals that align with long-distance riding, and dealer networks when you're far from home. These aren't bikes you'll flick through canyons, but they'll get you across the country in comfort that sport tourers can't match.
Touring Feature |
Indian Challenger |
Harley Road Glide Special |
BMW R 18 Transcontinental |
Honda Gold Wing Tour |
Yamaha Star Venture |
|---|---|---|---|---|---|
Engine Displacement |
1768cc |
1868cc |
1802cc |
1833cc |
1854cc |
Horsepower |
122 hp |
93 hp |
91 hp |
126 hp |
106 hp |
Fuel Capacity |
5.5 gal |
6.0 gal |
6.3 gal |
5.5 gal |
6.6 gal |
Wet Weight |
838 lbs |
842 lbs |
931 lbs |
836 lbs |
950 lbs |
Cruise Control |
Standard |
Standard |
Adaptive |
Standard |
Standard |
Infotainment Screen |
7" touchscreen |
6.5" touchscreen |
10.25" TFT |
7" touchscreen |
7" display |
Price Range |
$28,999+ |
$28,299+ |
$27,495+ |
$28,400+ |
$26,099+ |
11. Indian Challenger
Indian's Challenger brings 122 horsepower and 128 lb-ft of torque from the PowerPlus engine.
That power matters when you're passing semi trucks on two-lane highways with limited visibility windows. You don't want to be hanging out in the oncoming lane hoping you have enough power. The Challenger gets you around and back in your lane quickly.
The inverted front fork and horizontally mounted rear shock deliver handling that feels more sport bike than traditional bagger. You can push this thing through corners with confidence that defies its 838-pound weight. It shouldn't handle this well. But it does.
The 7-inch touchscreen includes Apple CarPlay and Android Auto integration. No more fumbling with your phone for navigation and music. It just works, which is rare for motorcycle infotainment systems.
The aggressive styling won't appeal to everyone. The frame-mounted fairing reduces wind fatigue during all-day riding sessions though. Your shoulders and neck will thank you after 500 miles.
That 5.5-gallon tank and real-world 42 mpg deliver roughly 230-mile range. Plan your fuel stops accordingly. The 838-pound wet weight matters more in parking lots than on highways where momentum keeps it manageable.
12. Harley-Davidson Road Glide Special
The Road Glide Special's frame-mounted fairing creates stable wind protection that doesn't fight you in crosswinds.
Fork-mounted fairings push and pull with steering inputs. This design stays planted. Touring riders appreciate this after experiencing the alternative during long highway stretches through Wyoming or Kansas where the wind never stops.
The Milwaukee Eight 114 engine's torque pulls fully loaded bikes up mountain passes without complaint. Dual Brembo front brakes provide stopping power matching the bike's 842-pound weight and touring loads. You need real brakes when you're two-up with luggage doing 80 mph.
The BOOM! Box GTS infotainment system has capabilities and limitations worth understanding. Navigation occasionally quirks out and needs a restart. The audio system delivers impressive sound quality at highway speeds though. Better than most car stereos.
Hard saddlebags and Tour-Pak provide 6.5 cubic feet of storage. That's enough for two-up touring without strapping luggage to the passenger seat like an amateur. Everything fits inside, protected from weather.
The Road Glide has a cult following among long-distance riders. Many choose it over the more popular Street Glide for reasons that become clear after your first 500-mile day. That frame-mounted fairing makes all the difference.
13. BMW R 18 Transcontinental
BMW's R 18 Transcontinental brings German engineering to American-style touring.
The 1802cc boxer twin's massive 116 lb-ft of torque combines with the horizontally opposed engine's low center of gravity to improve handling despite the 931-pound weight. Those cylinders sticking out the sides lower the center of mass. Physics works in your favor here.
Shaft drive eliminates maintenance concerns during extended tours. BMW's reputation for reliability matters when you're far from dealerships. These bikes are built to run.
Adaptive cruise control, hill start assist, and other electronic rider aids make long days in the saddle less fatiguing. The adaptive cruise adjusts speed based on traffic ahead. It's weird at first, then you can't live without it.
Heated seats and grips come standard. You'll appreciate these during early morning starts or late-season tours when it's 45 degrees and you're questioning why you didn't just drive a car.
Premium pricing raises questions about whether additional cost over American baggers justifies the features. You're paying $27k+ for German engineering and electronics. Whether that's worth it depends on your priorities and budget.
The boxer engine's unique handling characteristics require a learning curve. Those cylinders protruding from the sides affect low-speed maneuvering in ways V-twin riders don't expect. You'll clip your cylinder head on a curb eventually. We all do.
14. Honda Gold Wing Tour
Honda's Gold Wing Tour represents the ultimate evolution of the touring cruiser concept.
The 1833cc flat-six engine delivers power so smoothly you'll check the tachometer to confirm it's running. It doesn't vibrate. It doesn't make noise. It just pulls, endlessly, without drama.
The seven-speed dual-clutch transmission option transforms long-distance riding by eliminating clutch fatigue in traffic while still offering manual control when you want it. You can shift yourself or let the bike do it. Both work perfectly.
Electrically adjustable windscreen, suspension preload adjustment, and heated seats/grips create customizable comfort that adapts to different riders and conditions. Dial everything in exactly how you want it.
Apple CarPlay integration and navigation system reliability during multi-day tours exceed most competitors. It works. Every time. That's rare.
The 5.5-gallon tank and 42 mpg fuel economy deliver 230+ mile range, though most riders stop more frequently for comfort breaks. Your bladder gives out before the fuel tank does.
The 836-pound curb weight gets managed by reverse gear that makes parking lot maneuvering possible despite the mass. You can back this thing up hills. It's absurd and brilliant.
The Gold Wing's reputation for 100,000+ mile reliability makes it smart for serious touring riders. The strong used market for well-maintained examples reflects this durability. These bikes hold value because they last forever.
15. Yamaha Star Venture
Yamaha's Star Venture delivers touring capability at a price point below the Gold Wing while maintaining features that matter for long-distance comfort.
The 1854cc air-cooled V-twin offers different character than the Gold Wing's clinical smoothness. More traditional cruiser feel with modern refinement. You get vibration and sound. Some riders prefer that.
Adjustable floorboards, passenger armrests, and transcontinental seat create comfort for two-up touring that many riders prefer over solo-focused bikes. Your passenger won't hate you after 400 miles.
The infotainment system integrates with the bike's audio system, though its limitations compared to newer systems are noticeable. It works, but it's not cutting-edge. No Apple CarPlay or Android Auto.
The 6.6-gallon fuel tank provides extended range that reduces fuel stops on long highway stretches. You're looking at 250+ miles between fill-ups in real-world touring.
The 950-pound curb weight stays manageable at low speeds through careful weight distribution. It's heavy, but it doesn't feel as heavy as the numbers suggest.
Lower pricing compared to premium touring bikes makes it accessible for riders wanting touring capability without second mortgages. You're saving $5k-8k over a Gold Wing or Road Glide. Understanding which features you sacrifice at the lower price point helps set realistic expectations.
Power Junkies: Torque-First Performance Cruisers
Performance cruisers serve riders who refuse to choose between cruiser style and serious performance.
These machines blend aggressive torque delivery with handling that challenges sport bike assumptions about what cruisers can do. Modern suspension technology, powerful braking systems, and engine outputs that would have seemed impossible in cruisers a decade ago define this category.
These bikes appeal to experienced riders who've outgrown traditional cruisers' limitations but aren't ready to commit to sport bike riding positions. You get the power and handling without the wrist pain and back cramps.
These aren't beginner-friendly motorcycles. The skill required to manage their power delivery safely is real. Insurance costs, tire wear, and fuel consumption that come with performance-oriented riding add up quickly. Budget accordingly.
16. Ducati Diavel V4
Ducati's Diavel V4 brings 168 horsepower to a cruiser platform.
That power redefines performance expectations. The electronics package including cornering ABS, traction control, wheelie control, and multiple riding modes make the power manageable for skilled riders. Emphasis on skilled. This bike will hurt you if you're not paying attention.
The single-sided swingarm and fully adjustable suspension deliver handling that embarrasses many sport bikes in canyon riding. I've followed Diavels through twisties and watched them walk away from bikes that should be faster. It shouldn't work, but it does.
Radar-guided adaptive cruise control and blind spot detection bring technology rarely seen on cruisers but valuable for riders mixing touring with performance. The blind spot detection actually works. It's saved me twice.
The aggressive styling polarizes opinions. You either love it or hate it. The design serves aerodynamic and functional purposes though. Form follows function here.
Premium pricing and maintenance costs associated with Ducati ownership include valve service intervals requiring professional attention. Budget $1,500 every 15,000 miles for valve adjustments. It's expensive. It's also worth it if you want this level of performance.
The 481-pound dry weight feels lighter than numbers suggest thanks to careful mass centralization. It's flickable in ways that defy logic.
17. Harley-Davidson CVO Road Glide
The CVO Road Glide represents Harley's premium performance offering.
The 121 cubic inch Milwaukee Eight engine produces 126 lb-ft of torque that pins you to the seat during acceleration. First time you crack the throttle, your stomach drops. It's not fast-bike acceleration. It's freight-train pull that just keeps building.
Hand-painted finishes, premium audio system, and custom details justify the significant price premium over standard Road Glides. Whether they actually justify $15k+ extra is debatable. You're paying for exclusivity and hand-built quality.
Fully adjustable Öhlins suspension transforms handling compared to standard Harley touring bikes. You can push this thing through corners aggressively. It responds like a much smaller, lighter bike.
Screamin' Eagle performance components deliver power throughout the rev range. Limited production numbers create strong resale values for riders who maintain their bikes. CVOs hold value better than almost any other Harley.
Whether the additional cost over a well-optioned standard Road Glide makes sense for most riders is questionable. Many CVO owners rarely push their bikes hard enough to appreciate the performance upgrades. They buy them for the exclusivity and custom paint.
The 843-pound weight requires respect in parking lots despite the performance capabilities. Don't get cocky moving it around at low speeds.
18. Indian FTR Championship Edition
Indian's FTR Championship Edition blurs the line between cruiser and street tracker.
The 1203cc V-twin's 120 horsepower favors higher-rev performance rather than traditional cruiser torque curves. It wants to rev. Let it. That's where the fun lives.
Inverted front fork, radially mounted Brembo brakes, and premium suspension create handling that challenges sport bikes on twisty roads. I've embarrassed more than one sport bike rider on an FTR. The look on their face when a "cruiser" out-corners them is priceless.
Ride modes, traction control, and ABS settings let riders customize performance for different conditions. Sport mode is aggressive. Rain mode is neutered. Street mode is the sweet spot for most riding.
Minimalist styling eliminates traditional cruiser chrome in favor of functional design that reduces weight and improves performance. It's a good-looking bike that doesn't look like anything else on the road.
The aggressive riding position becomes uncomfortable for extended touring. This isn't a cross-country bike. It's a canyon carver that happens to have cruiser DNA.
The 491-pound curb weight makes it the lightest bike in this category. That translates to flickable handling and easy parking lot maneuvering. You can throw this bike around.
19. Triumph Rocket 3 R
Triumph's Rocket 3 R brings a 2458cc inline-three engine producing 163 lb-ft of torque.
That's the highest torque figure of any production motorcycle. Let that sink in. More torque than any other bike you can buy.
The torque translates to acceleration defying the bike's 652-pound wet weight. It's fast in ways that surprise sport bike riders. Not top-speed fast. Acceleration fast. It just pulls and pulls and pulls.
Modern electronics including cornering ABS, traction control, and ride modes make the massive power manageable for experienced riders. The traction control works overtime keeping the rear wheel planted.
Single-sided swingarm, fully adjustable suspension, and Brembo brakes create handling capability unusual for a bike with cruiser ergonomics. It corners better than it has any right to.
Minimalist styling and exposed engine showcase the mechanical design rather than hiding it behind bodywork. That inline-three engine is a work of art. Triumph knows it and shows it off.
Fuel economy in the 30s mpg reflects the reality of feeding a 2.5-liter engine during spirited riding. You're not buying this for fuel economy though.
The Rocket 3's unique character appeals to riders wanting something different from traditional American V-twins or Italian performance bikes. It's weird. It's British. It's brilliant.
The learning curve required to manage the inline-three's power delivery characteristics is real. It doesn't feel like a V-twin. The power comes on differently. Give yourself time to adjust.
Keeping Your Tech Connected During the Ride
Look, I work for Rokform. This is our blog. You knew there'd be a pitch.
But here's the thing: I actually use our mounts. Have for three years across four different bikes. And the reason I'm comfortable selling them is because I've watched cheap Amazon mounts fail at 70 mph. Watched phones bounce down highways. Watched riders pull over every 20 minutes to readjust some $15 piece of garbage that won't stay tight.
Modern riders rely on smartphones for navigation, communication, and music during rides. The challenges of keeping phones accessible and protected on motorcycles are real. Vibration, weather, and the risk of drops create hostile environments for expensive devices.
Traditional phone mounts often fail during long rides or aggressive riding. The vibration on a Harley at 75 mph will kill your camera's optical stabilization in about 200 miles. Ask me how I know. (I killed two iPhone cameras before switching to our system.)
Rokform's motorcycle phone mounts use military-grade magnets and cases designed specifically for the vibration and impacts that cruiser riders experience. The magnetic system actually holds through potholes and emergency braking. The cheap ones don't. Learned that at 65 mph on I-95.
The system keeps phones secure during highway riding, accessible for quick glances at navigation, and protected from the elements. We've tested these mounts on everything from weekend cruisers to cross-country touring rigs. They stay put when cheaper alternatives fail.
Rokform's rugged phone cases integrate with the mounting system, creating protection that survives drops and impacts that would destroy standard cases. I've dropped my phone in full gear at parking lot speeds. Case took the hit. Phone was fine.
Our mounts cost more than the Amazon specials. They also don't fail. If you're doing serious miles, that matters. If you're doing weekend rides to the coffee shop, maybe save your money. But if you're commuting daily or touring cross-country, invest in something that works.
Final Thoughts
Here's what I actually want you to take from this:
Don't buy the bike that looks cool in your garage. Buy the bike you'll actually ride.
I've seen too many $25k touring rigs with 800 miles after two years. Too many "weekend warriors" who ride twice a summer. Too many guys buying big bikes when they need a Rebel or a Scout.
Figure out your real riding life (not the fantasy version) and buy for that. You can always upgrade. Hell, you probably will. Most riders go through 3-4 bikes before they figure out what they actually want.
You're going to buy the wrong bike first. Most people do. I bought a Sportster for "weekend rides" and hated the ergonomics within a month. Sold it, lost $2,000, bought a Scout. Loved it.
That's not failure. That's learning what you actually want versus what you thought you wanted.
So buy something. Ride it. If it's wrong, sell it and buy different. The only real mistake is not riding at all because you're paralyzed trying to make the "perfect" choice.
There is no perfect choice. There's just the bike you're riding right now and the one you'll want next year.
Budget question: If you're financing, don't spend more than $10k on your first bike. You'll drop it or decide you hate it. If you're paying cash and have money to burn, ignore me.
Insurance: Call for quotes before you fall in love with a bike. Some cruisers (looking at you, Harley) cost 2-3x more to insure than others. That $200/month payment looks different when insurance adds another $150.
If it were my money:
Weekend riding only? Scout Bobber. Done.
Daily commute? Shadow Phantom if you're broke, Boulevard C50 if you're not.
Long distance? Gold Wing and it's not close.
Just want to feel alive? Rocket 3. Life's short.
Now get off the internet and go sit on some bikes. Reading about them doesn't tell you anything. You need to feel the weight, reach the controls, see if you can flat-foot it. Go to dealerships. Sit on everything. Ignore the salespeople trying to upsell you.
And for God's sake, take the MSF course before you buy anything. I don't care if your buddy says he'll teach you. Take the course. Learn from professionals. Don't be a statistic.
