Ten Motorcycles That Define Their Era

##A journey from Milwaukee iron to modern global adventurers

The motorcycle world runs on nostalgia as much as gasoline. Few machines capture this better than those that become icons—bikes that don't just transport us, but transport us back. From Harley-Davidson's collector-coveted treasures to today's accessible global adventurers, here's a chapter-by-chapter ride through ten motorcycles that prove two wheels transcend time.

1: 1995 Harley-Davidson Heritage Softail Nostalgia FLSTN—The "Moo Glide"

In 1995, Harley-Davidson created something utterly ridiculous and completely brilliant: a factory motorcycle that looked like it had been upholstered by a cattle rancher. The Heritage Softail Nostalgia FLSTN—forever known as the "Moo Glide" or "Cow Glide"—was a limited-edition model that dared to be different in an era of chrome and leather conformity.

The Specs That Matter:

Engine: Evolution V-twin, 1,340cc (81 cubic inches)
Power: Approximately 48 horsepower (36 kW) at 4,900 rpm
Transmission: 5-speed manual
Seat Height: 27.0 in (686 mm)
Distinguishing Features: Contrasting black-and-white paint with genuine cowhide inserts on the seat, saddlebags, passenger backrest, and windshield bag

Harley only produced approximately 2,700 units across its three-year run (1994-1996), making the FLSTN an instant collector's item. The bike represented Harley's willingness to take risks with heritage styling, blending 1950s visual cues with a touch of agricultural whimsy.

The Riding Experience:
Throw a leg over the Moo Glide and you're immediately transported to a different era. The first thing you notice is that iconic seat—genuine calfhide inserts that look straight off a dairy farm. At 27.0 in (686 mm) low, it provides easy footing, but the comfort is... let's call it character-building. Cycle World's test noted the seat is "good for only about a half-hour, its comfort quotient not helped at all by its thin, firm padding and the stitching welts where the calfhide insert joins the vinyl". This is a motorcycle that demands you stop for coffee and conversation every 30 miles—a feature, not a bug.

The ultra-wide 34.0 in (864 mm) handlebar requires a reach that feels extreme for smaller riders, putting you in a "hung-in-the-wind seating position" that gets old quickly on the highway. At speeds above 65 mph (105 km/h), the solid-mounted Evolution engine's vibrations become pronounced through the grips, seat, and floorboards—though at lazy cruising speeds, the vibes "aren't really objectionable" and simply remind you there's a living, breathing V-twin beneath you.

Acceleration is... leisurely. The quarter-mile takes 14.33 seconds at 92.87 mph, with a top speed of 107 mph (172 km/h). But performance isn't the point. "Ride the bike as it was intended, that is to say slowly, and the suspension performs well, floating bike and rider down backroads and boulevards in a smooth, unruffled fashion". The Softail chassis with its hidden horizontal Showa shocks provides 4.1 in (104 mm) of travel, while the reproduction Hydra-Glide front end offers 5.5 in (140 mm)—adequate for boulevard cruising but revealing its "softly sprung and underdamped character" when pressed harder.

The floorboards ground easily in tight turns, accompanied by dramatic scraping noises, as does the lower exhaust pipe and sidestand—clearance is not this bike's strong suit. But around town or for short, slow backroad hops, the Cow Glide is pure fun, "with the right look, the right sound and the passing world reflecting crazily off that big chromed headlight shell".

What makes the FLSTN truly iconic is how it captured mid-90s Harley culture at its peak. Most observers couldn't believe it was a new bike—one gas-station attendant enthused, "Hey, nice restoration. What year is it, a '52?". That's a win for Willie G. Davidson and the styling department. The Moo Glide taught us that motorcycles could be fun, first and foremost—even at the expense of comfort and performance.

2: 2011 Harley-Davidson Cross Bones FLSTSB—The Springer-Forked Bobber

By 2011, Harley-Davidson had entered its "Dark Custom" phase, stripping away chrome and nostalgia in favor of minimalist, industrial aesthetics. The Cross Bones FLSTSB represented the factory's interpretation of the bobber movement—raw, purposeful, and utterly cool.

The Mechanical Heart:

Engine: Twin Cam 96B, 1,584cc (96 cubic inches), air-cooled
Power: 65 horsepower at 5,500 rpm
Transmission: 6-speed Cruise Drive
Front Suspension: Springer fork (a throwback to pre-hydraulic fork era)
Brakes: Disc front and rear with standard ABS
Styling: Solo seat, bobbed fenders, and a stripped-down WWII-era aesthetic

The Cross Bones paired Harley's then-new Twin Cam 96B counterbalanced engine with a Springer front end, creating a mechanical contradiction that somehow worked perfectly. The B-engine's counterbalancer reduced vibration while the Springer fork provided undiluted vintage character.

The Riding Experience:
Climbing onto the Cross Bones is like stepping into a time machine that's missing a few safety features. The sprung solo seat—"beautifully padded, hand-stitched"—sits at 30.1 in (764 mm) unladen and provides surprising comfort, though it's strictly a single-seater (unless you add the optional pillion and sissy bar). At just over 700 lb (318 kg), this is a heavy machine, and you feel every ounce when lifting it off the sidestand.

The Springer front end is the star of the show. Unlike modern telescopic forks, the Springer requires more attention and delivers a completely different feel—it's slightly vague yet connected in a way that makes you feel like you're riding something from the 1940s. The ride quality is "actually very good" because the sheer weight simply squashes bumps, while the soft suspension and sprung seat serve to "make things even more comfortable on bumpy roads".

However, that weight demands respect. Braking "has to be done very early to avoid obstacles" with the stronger of the two brakes being the rear. Corners need to be "caressed and not attacked," and in a perfect world (like in the US), avoided altogether. A low seat makes paddling the bike around easier and helps low-speed handling—this is a cruiser, pure and simple.

Power delivery is modest for 1,584cc. One owner notes it "doesn't have as much grunt as you'd expect from such a big motor, but it's happy just to plod along all day in the sunshine at 50mph (80 km/h)"—the ideal cruising speed with an open-faced helmet. Another owner, after installing cams and exhaust upgrades, says it "runs like a raped ape," but stock, it's happiest at a relaxed pace.

What makes the Cross Bones iconic is its honesty. This was Harley saying, "We understand the custom scene, and we'll build it from the factory." Everywhere you go, you get attention because of that solo leather seat and Springer front end. One owner on a 2,100-mile trip through Oregon, Idaho, and Montana reported "no major comfort problems" even on a 500-mile (805 km) day, though he had a detachable windscreen for highway work.

The bike isn't perfect—it's heavy, doesn't like twisty roads, is slow, and was ridiculously expensive at nearly $13,000 new. But as one two-year owner puts it, "the cool quotient went off the charts with the sound of these pipes, and it looked cool before". The Cross Bones is a factory bobber that actually bobbed—no passenger seat, no excess chrome, no apologies.

3: 2012 Harley-Davidson Heritage Softail Deluxe FLSTN—The Comfortable Classic

By 2012, Harley had evolved the Softail platform significantly. The Heritage Softail Deluxe FLSTN (note the same model designation as the 1995, but a very different machine) represented the culmination of the brand's "modern classic" philosophy—vintage style with contemporary capability.

The Modern Specifications:

Engine: Twin Cam 103B, 1,687cc (103 cubic inches)
Torque: 98.7 lb-ft (134 Nm) at 3,000 rpm
Transmission: 6-speed Cruise Drive
Seat Height: Ultra-low 24.5 in (622 mm) laden with collapsing sides
Weight: 726 lb (329 kg) wet
Technology: Optional ABS, fuel injection, hidden rear shocks

The 2012 Deluxe brought back classic '50s styling—white-wall tires, studded leather saddlebags, and chrome everywhere—but wrapped it around Harley's most powerful air-cooled engine yet.

The Riding Experience:
This is one of the most confidence-inspiring Big Twins Harley has ever produced. The "collapsing sides" seat design creates a narrow profile that makes flat-footing easy for riders of any height, while the pull-back handlebars and forward controls create a comfortable, upright riding position. At 24.5 in (622 mm) laden, it's among the lowest seats you'll find, yet the bike doesn't feel cramped.

The weight—726 lb (329 kg) wet—is substantial, but "the low seat makes for a very low center of gravity making it relatively easy to move the weight around". The only time you really feel the mass is lifting it off the sidestand or turning around on a slight grade, which "requires slow careful movements". This isn't a bike most riders can whip around, but once moving, it feels surprisingly manageable.

The Twin Cam 103B engine delivers massive torque at barely-above-idle RPMs, making the Deluxe "seem much lighter" than its 724-pound (328 kg) weight suggests. For most riders, 98.7 lb-ft (134 Nm) at 3,000 rpm is "more than enough power," with plenty of "get-up-and-go" for passing and highway merging. The counterbalanced engine reduces vibration significantly compared to the old Evolution motor, though you still get that signature Harley pulse.

Ride quality is plush. The floorboards let you reposition your feet and the heel-toe shifter becomes intuitive after a few rides—"once you've gotten used to the smooth heel-toe rhythm, you'll never give it up". The hidden rear shocks provide 4.1 in (104 mm) of travel, maintaining that vintage hardtail look while delivering modern comfort. Around town, the bike is confidence-inspiring; on the highway, the six-speed transmission drops RPMs to a relaxed cruise.

What sets the Deluxe apart is its versatility. As one reviewer notes, "this is one of the most confidence-inspiring Big Twins" because it combines classic styling with functional features like optional ABS and a six-speed transmission. The integrated luggage rack and detachable passenger pillion make it practical for weekend trips, while the chrome grab rail and nostalgic details ensure you look good doing it.

The 2012 Deluxe proved that classic styling didn't require classic compromises. It could tour two-up comfortably, handle highway miles effortlessly, and still look period-correct. While some purists scoffed at the hidden Softail suspension, most riders appreciated not feeling every road imperfection in their spine. This model represented Harley at its most refined—before the Rushmore redesigns, before the Milwaukee-Eight engine—capturing a perfect balance of tradition and technology.

4: 2022 Harley-Davidson Low Rider El Diablo—The Devil's Details

In 2022, Harley-Davidson launched its Icons Collection with the Low Rider El Diablo, a modern expression of the legendary 1983 FXRT that ignited the West Coast custom movement. Limited to just 1,500 serialized examples worldwide, this $27,999 masterpiece combined hand-applied artistry with Milwaukee-Eight 117 muscle.

The Technical Specifications:

Engine: Milwaukee-Eight 117 V-twin
Displacement: 117ci (1,923cc)
Power: 103 hp (77 kW) @ 4,750 rpm
Torque: 125 ft-lbs (170 Nm) @ 3,500 rpm
Transmission: 6-speed Cruise Drive
Weight: 728 lb (330 kg) curb
Seat Height: 28.3 in (719 mm)
Fuel Capacity: 5 gal (18.9 L)
Wheelbase: 63.8 in (1,621 mm)

The El Diablo starts with the Low Rider ST chassis—a Softail frame with a frame-mounted fairing and hard saddlebags—then adds Gunslinger Custom Paint's multi-layer red scheme featuring El Diablo Bright Red, Dark Red Metallic Fade, and hand-applied Pale Gold pinstripes.

The Riding Experience:
"El Diablo is a supermodel in a town of beautiful people," notes Ultimate Motorcycling's Don Williams. The first impression is the paint—deep, lustrous, and flawless. As a numbered edition (#1148 of 1,500), it draws admiration at every stoplight. But this is more than a pretty face.

The Milwaukee-Eight 117 is "a friendly beast" with 125 ft-lbs (170 Nm) of torque at just 3,500 rpm, pushing 728 lb (330 kg) with authority. Around town, the mid-mount foot controls and high grips create a comfortable urban riding position. Lane-splitting feels natural once you get over the anxiety of scratching that $6,250 premium paint job. The bike moves effortlessly through traffic, the torque making every gap accessible without downshifts.

Hit the open road and the El Diablo reveals its true character. Climbing the notorious Five Mile Grade—a six percent incline on I-5 north of Los Angeles—the 117's torque hauls you up at triple-digit speeds without leaving sixth gear. "You can’t complain about 125 ft-lbs of torque," Williams writes, "and it’s pushing around about 125 fewer pounds than a standard Road Glide". At 90 mph (145 km/h) cruise, vibration through the pegs is minimal; push past 100 mph and it becomes more pronounced but never unpleasant.

The frame-mounted fairing cuts wind cleanly—"no aerodynamic abnormalities"—with a Splitstream vent under the windscreen and side openings that keep you cool in 90°F (32°C) heat. The 5-gallon (18.9 L) tank delivers 240+ mile range, while the hard saddlebags swallow enough gear for weekend escapes.

On twisty mountain roads like California's Highway 33, the El Diablo's "ergonomic triangle splits the difference between cruiser, sport, and touring". The 28° rake and 63.8-inch (1,621 mm) wheelbase provide stability, while the inverted 43mm Showa fork (5.1 in / 130 mm travel) and preload-adjustable rear shock (4.4 in / 112 mm) handle sweepers with confidence. Cornering clearance is decent for a cruiser, though you'll scrape floorboards if you push too hard. "You have to ride sensibly and smoothly," Williams advises. "Work with it, not against it, and you’ll be surprised at how quickly you get to your destination".

After 300 miles, the seat never caused complaint—"my rear end never complained for a moment"—proving it's a legitimate touring motorcycle despite its Softail chassis. The 28.3 in (719 mm) seat height keeps it accessible, while the 5.1-inch ground clearance handles most road imperfections.

The factory-installed Rockford Fosgate audio system—250-watt amp and 5.25-inch speakers—adds six pounds but provides crisp sound at lower speeds. Williams, a full-face helmet wearer, admits it's "not loud and clear enough for enjoyable listening when rolling down the road at high speeds," but for around-town cruising, it enhances the pride of ownership.

What makes the El Diablo iconic is its combination of exclusivity, artistry, and performance. As Brad Richards, H-D's VP of Design, states, it "embodies the spirit of counterculture in Southern California in the ‘80s in a contemporary package". The hand-applied paint, serialized console plaque, and limited production run ensure collector status. Yet it's not a garage queen—it's designed to be ridden hard, to climb grades at triple digits, to carve canyons, and to arrive in style.

The El Diablo proves that Harley's Icons Collection isn't just about nostalgia—it's about taking the best of the past and forging it into something that performs in the present. It's a $28,000 motorcycle that feels worth every penny when you're effortlessly passing traffic on a mountain grade, the V-twin rumbling through those 2-into-2 shotgun exhausts, and you realize you're riding a piece of rolling art that will only become more coveted with time.

5: 2025 Vespa GTV 310—The Italian Style Icon

While Harley-Davidson mastered American nostalgia, Vespa perfected Italian flair. The 2025 Vespa GTV 310 represents the evolution of the legendary "Big Vespa," combining timeless design with modern performance in a package that turns every commute into a fashion statement.

The Specifications:

Engine: 310cc single-cylinder HPE (High Performance Engine), liquid-cooled, 4-valve
Power: 25 hp (18.6 kW) @ 6,500 rpm
Torque: 19.9 lb-ft (27 Nm) @ 5,250 rpm
Transmission: CVT automatic
Price: $8,599 USD
Weight: 346 lb (157 kg) curb
Seat Height: 31.1 in (790 mm)
Fuel Capacity: 2.2 gal (8.5 L)

The GTV 310 embodies Vespa's "sporty appeal," with matte color schemes, contrasting graphics, and a single-seat racing-look saddle that add exclusivity to the iconic design.

The Riding Experience:
The GTV 310 delivers an experience that's more La Dolce Vita than lap times. Thumb the starter and the liquid-cooled single hums to life with minimal vibration and noise—"smooth, silent and efficient riding that is stable and rewarding". The automatic CVT transmission means no clutch, no shifting, just twist-and-go simplicity that makes urban navigation effortless.

Around town, the GTV shines. The 31.1 in (790 mm) seat height is accessible for most riders, and the wide body provides excellent stability at city speeds. The single-arm front suspension and twin rear shocks absorb bumps surprisingly well, though the 12-inch wheels mean you'll want to avoid potholes. Acceleration is peppy enough for urban cut-and-thrust, with the 25 hp engine delivering smooth power from a standstill up to about 60 mph (97 km/h), after which progress becomes more leisurely.

The riding position is upright and commanding, with the distinctive low-mounted LED headlight and exposed handlebars giving you that classic Vespa vista. The ergonomics are "designed down to the smallest detail to offer a truly excellent experience"—the racing-look single seat is surprisingly comfortable for both short jaunts and longer outings, though the flat profile might have you shifting around after an hour or two.

Where the GTV truly impresses is in its details. The keyless ignition system means you can leave the fob in your pocket—a small luxury that feels revolutionary after fumbling with keys. The 8.7 in (220 mm) front and rear disc brakes, paired with dual-channel ABS and ASR traction control, provide reassuring stopping power and grip, especially on wet Italian cobblestones or slick city streets. The full-LED lighting package, including the signature low headlamp, ensures excellent visibility while enhancing the bike's iconic design.

The digital dashboard features a circular color LCD display that's clear and intuitive, showing all essential information at a glance. A USB port in the leg shield keeps your phone charged, while the optional Vespa MIA connectivity system lets you manage calls, messages, and music directly from the handlebars—though you'll want to keep your eyes on the stylish traffic around you.

Storage is generous for a scooter: the under-seat compartment swallows a full-face helmet, plus there's a lockable glove box in the front shield for smaller items. At 71.2 mpg (3.2 L/100km), fuel stops are infrequent, making it perfect for weekend escapes to the coast.

The GTV 310 isn't about performance; it's about la bella figura—making a beautiful impression. As one reviewer notes, "the 310-cc Euro 5+ HPE offers smooth, silent and efficient riding that is stable and rewarding, with minimal vibrations and noise". Every ride feels special, whether you're navigating Roman traffic or cruising California coastal highways. It's a scooter that makes you dress better, smile more, and remember that motorcycling should be as much about style as substance.

6: 2025 Honda ADV 160—The Urban Adventurer

Fast-forward to 2025, and the motorcycle world looks very different. The Honda ADV 160 represents a new kind of icon: accessible, practical, and globally minded. This isn't a garage queen or a weekend toy—it's a daily tool that expands your definition of "possible."

The Specifications:

Engine: 156.9cc single-cylinder, liquid-cooled, SOHC 4-valve
Power: 16 hp (12 kW), 9.8 lb-ft (13.3 Nm) torque
Transmission: Honda V-Matic CVT (automatic)
Price: $4,449 USD
Weight: 294 lb (133 kg) wet
Ground Clearance: 6.5 in (165 mm)
Fuel Capacity: 2.1 gal (7.9 L)
Storage: 27 L (7.1 gal) under-seat plus dash compartment

The ADV 160 defies easy categorization. It's a scooter, yes, but with Showa suspension offering 5.1 in (130 mm) of front travel and 4.1 in (104 mm) rear—nearly double a typical scooter's capability.

The Riding Experience:
Getting started is ridiculously simple. Walk up with the fob, twist the switch, pull the brake lever, hit start, and you're moving. The handlebar switchgear is intuitive, with a switch and two buttons on the LCD dash for scrolling through information—though you should probably do that while stopped to avoid distraction.

In urban settings, the ADV 160 absolutely excels. Its compact 52.1 in (1,323 mm) wheelbase and sub-300-pound weight make it "agile in traffic," able to slice through gridlock and U-turn in tight spaces. The 2.1 gal (7.9 L) fuel tank delivers around 75 mpg (3.1 L/100km), meaning "visits to the gas station will be infrequent"—a godsend for daily commuters.

The ergonomics are surprisingly comfortable. Spacious floorboards let you reposition your legs on longer rides, and the 30.1 in (765 mm) seat height is manageable for most riders. The motor is Honda's Smart Power design, focusing on fuel consumption and emissions, but fortunately, "this isn't a stop-start system that turns off the motor at stops"—it just runs smoothly and predictably.

Acceleration is linear and smooth from a stop until about 50 mph (80 km/h), after which "it's a slow climb to the 70 mph (113 km/h) top speed". There are no power modes because it doesn't need any—"if you're capable of riding a two-wheeler, the ADV160 shouldn't intimidate". Traction control is standard, though you'll be "hard-pressed to feel it engage" given the modest power output.

The Showa suspension handles urban assaults admirably. The 31mm fork's 5.1 in (130 mm) of travel and the piggyback-reservoir shocks with triple-rate springs soak up "Los Angeles's deteriorating urban roads" with ease, even when heavier editors pushed it hard. The 14 in (356 mm) front and 13 in (330 mm) rear wheels wear IRC Trail Winner GP-212 tires that provide confidence on both pavement and smooth dirt roads.

Braking is strong up front with a 240mm disc and standard ABS, while the rear is a traditional 130mm mechanical drum—easy to modulate and includes a locking parking brake lever. Initial engagement of both brakes is "gently reassuring—no surprises".

Freeway capability exists, but it's marginal. While it can hit 70 mph (113 km/h), "you really don't want to take it on a road with a speed limit over 55 mph (88 km/h)" for extended periods. It works for short freeway runs and lane-splitting through slower traffic, but longer high-speed rides demand a more powerful scooter.

The two-position adjustable windscreen requires no tools—just pull the knobs and slide it up or down. The lower position directs airflow to the rider in summer heat, while the higher position channels windblast over your helmet.

Storage is generous: 27 L under the seat swallows a full-face helmet or grocery tote, accessed electronically via a rocker switch (with a mechanical backup). A dash cubby holds your smartphone with a powered USB-A port (though USB-C would be more 2025).

Off-road? Curb your enthusiasm. While the ADV name and IRC tires suggest adventure, the small wheels and light-duty suspension "limit you to well-groomed off-pavement experiences." The suspension is "quickly overwhelmed by bumps," and the lack of a fuel tank to grip between your knees limits confidence. Stick to smooth urban dirt roads and avoid rocks that compromise the 6.5 in (165 mm) of ground clearance.

The ADV 160 proves that adventure isn't about cubic inches—it's about ground clearance, reliability, and the willingness to take the unpaved shortcut. It's redefining motorcycling for urbanites who want one vehicle that can do everything: commute, grocery run, and escape the city on weekends.

7: 2025 Honda XL750 Transalp—The Balanced Adventurer

Honda revived the legendary Transalp name for 2025, creating a mid-capacity adventure bike that strikes a near-perfect balance between urban agility, touring comfort, and off-road capability. The XL750 Transalp proves you don't need 1,000cc to have serious adventure credentials.

The Mechanical Heart:

Engine: 755cc parallel-twin, liquid-cooled, 8-valve with 270° crank
Power: 90.5 hp (67.5 kW) @ 9,500 rpm (83 hp US version)
Torque: 55.2 lb-ft (75 Nm) @ 7,250 rpm
Transmission: 6-speed manual with slipper clutch and quickshifter
Weight: 463 lb (210 kg) wet
Seat Height: 33.7 in (850 mm) (optional low seat: 32.6 in / 830 mm)
Fuel Capacity: 4.4 gal (16.9 L)

The Transalp features a steel diamond frame, Showa suspension with 7.9 in (200 mm) front and 7.5 in (190 mm) rear travel, and 21/18-inch spoked wheels with tube-type tires.

The Riding Experience:
The Transalp's magic lies in its versatility. Fire it up and the parallel-twin settles into a characterful rumble, the 270° crank providing V-twin-like pulses without excessive vibration. Around town, the 33.7 in (850 mm) seat height (or 32.6 in / 830 mm with the optional low seat) gives you commanding visibility over traffic. The wet weight of 463 lb (210 kg) feels lighter than numbers suggest, thanks to excellent weight distribution and a low center of gravity.

Urban navigation is effortless. The 61.5 in (1,560 mm) wheelbase provides stability without sacrificing agility, and the upright riding position—scooped saddle, raised tubular handlebar, mid-set footpegs—gives you complete control in stop-and-go traffic. The six-speed transmission with standard quickshifter makes clutchless upshifts buttery smooth, while the slipper clutch prevents rear-wheel hop on aggressive downshifts.

When the road opens up, the Transalp comes into its own. The 755cc engine delivers "a great spread of thump" across the rev range, with peak power at 9,500 rpm but strong mid-range torque that makes highway passing effortless. At 62 mph (100 km/h) in sixth gear, the engine purrs along at just 4,000 rpm, the tall gearing ensuring relaxed cruising and excellent fuel economy—Honda claims 54 mpg (4.3 L/100km), giving a theoretical range of 240 miles (386 km) from the 16.9 L tank.

The Showa suspension shines on imperfect pavement. The 43mm SFF-CA inverted fork and Pro-Link monoshock absorb everything from frost heaves to potholes with composed damping. On smooth twisty roads, the Transalp handles with "middleweight agility"—it's not a sportbike, but it carves corners with surprising precision for a 21-inch front wheel adventure bike. The Pirelli Scorpion Rally STR tires provide confident grip on tarmac while preserving off-road capability.

Speaking of off-road, the Transalp is more capable than its "adventure-touring" billing suggests. The 8.3 in (210 mm) ground clearance and long-travel suspension handle fire roads and moderate trails with confidence. The "Gravel" riding mode adjusts power delivery and traction control for loose surfaces, and the rear ABS can be deactivated for controlled slides. The 21-inch front wheel floats over rocks and ruts, while the 18-inch rear provides decent traction. It's not a hardcore dirt bike, but it will get you to that remote campsite without drama.

The five-inch TFT display is clear and bright, offering all essential information and Bluetooth connectivity through Honda's RoadSync app. Five riding modes (Sport, Standard, Rain, Gravel, User) adjust power delivery, engine braking, and traction control to suit conditions. The standard cruise control is a welcome feature on long highway stretches.

What makes the Transalp iconic is Honda's "360-degree" approach to design. This isn't a dirt bike with luggage or a street bike with long suspension—it's a cohesive package that works everywhere. It has the "urban agility" to split lanes, the "touring comfort" for 500-mile days, and the "off-road ability" to explore that dirt road you always wondered about. For riders seeking one bike that truly does it all without breaking the bank, the Transalp delivers.

8: 2026 Honda CB1000F—The Modern Classic

Honda's 2026 CB1000F resurrects the spirit of the legendary CB750F and CB1300 Super Four, wrapping a detuned Fireblade engine in retro styling to create a roadster that proves high performance and classic aesthetics can coexist beautifully.

The Technical Specifications:

Engine: 1,000cc inline-four, liquid-cooled, DOHC, 16-valve
Power: 122 hp (91 kW) @ 9,000 rpm
Torque: 76 lb-ft (103 Nm) @ 8,000 rpm
Transmission: 6-speed with optional quickshifter
Weight: 472 lb (214 kg) curb
Seat Height: 31.3 in (795 mm)
Fuel Capacity: 4.2 gal (15.9 L)

Derived from the CB1000 Hornet but tuned for mid-range torque, the CB1000F features a steel twin-spar frame, fully adjustable Showa suspension, and cornering ABS/TC via a six-axis IMU.

The Riding Experience:
Twist the key (or just press the button with the Smart Key fob in your pocket) and the inline-four barks to life with a deeper, more characterful note than the Hornet. Blip the throttle and you hear the "pulsating intake sound" from those asymmetric intake funnels—140mm long, with left-side inlets at 50mm and right-side at 40mm, creating a mechanical symphony that Honda claims adds character.

Around town, the CB1000F feels remarkably civilized. The 31.3 in (795 mm) seat is 14mm lower than the Hornet's, and the handlebars are higher and closer to the rider, creating an upright, comfortable posture that "makes the CB1000F a more comfortable proposition" for daily riding. The footpegs are slightly forward compared to the Hornet, reducing knee bend. At 472 lb (214 kg), it's not light, but the weight disappears once moving.

The engine is the star. While the Hornet makes 150 hp at 11,000 rpm, the CB1000F's 122 hp arrives at just 9,000 rpm, with maximum torque of 76 lb-ft (103 Nm) hitting at 8,000 rpm—1,000 rpm lower than the Hornet. New camshafts, longer intake funnels, and a redesigned airbox shift the power character dramatically. The result is "a more relaxed bike, though still sporting"—you don't need to rev it to the moon to access the performance.

The wide-ratio gearbox has lower 1st and 2nd gears for sharper low-speed acceleration, while 3rd-6th are taller, dropping cruising rpm to just 4,000 at 62 mph (100 km/h) in top gear. This makes highway riding serene, with less vibration and better fuel economy—Honda claims 42 mpg (5.6 L/100km), up from the Hornet's 38 mpg.

On twisty roads, the CB1000F reveals its sporting DNA. The 57.3 in (1,455 mm) wheelbase, 25° rake, and 3.9 in (99 mm) trail are identical to the Hornet, and the Showa 41mm SFF-BP fork (fully adjustable) plus the linkage-assisted shock (preload and rebound adjustable) provide excellent feedback. While suspension tuning is softer than the Hornet, it's still sportier than most retros. The bike tips into corners with precision, and the Dunlop Sportmax Roadsport 2 tires offer quick warm-up and predictable grip.

The Brembo brake system—dual 310mm floating discs with radial-mount four-piston calipers up front, single 240mm disc rear—delivers outstanding stopping power. The cornering ABS, managed by the IMU, works seamlessly, as does the lean-sensitive traction control. Five riding modes (Sport, Standard, Rain, plus two User modes) adjust power delivery, engine braking, and TC levels. Sport mode gives you full 122 hp with minimal intervention, while Standard "mimics a traditional bank of carbs" for a more classic throttle feel.

The 5-inch TFT display is a masterpiece of retro-modern integration. Three display modes—Bar, Circle, or Simple—let you choose between modern graphics or a more classic aesthetic. Honda's RoadSync app provides navigation, music, and call management via a four-way toggle on the left bar.

What makes the CB1000F special is its duality. It's fast enough to embarrass sportbikes in the canyons, yet comfortable enough for all-day touring. The retro styling—single round headlight over twin horns, flat fuel tank with classic graphics, and 1980s-inspired color schemes—turns heads wherever you go. Optional packs let you tailor the bike: the Sport Pack adds a bikini fairing and quickshifter, the Comfort Pack adds a windscreen and heated grips, and the Travel Pack provides soft luggage.

The CB1000F proves that you don't need 200 hp or extreme ergonomics to have fun. It offers "the best balanced roadster" experience—combining middleweight handling with big-bike presence and an engine that sings when you want it to, yet purrs when you don't. It's a modern bike with a classic soul, and that's a rare combination.

9: 2026 Royal Enfield Classic 650—The Upscaled Thumper

Royal Enfield has spent decades perfecting the art of modern classic motorcycles, and the 2026 Classic 650 represents a significant evolution of the formula. It takes everything riders love about the Classic 350—character, simplicity, and style—and adds the performance and touring capability that enthusiasts have been begging for.

The Technical Specifications:

Engine: 648cc parallel-twin, air/oil-cooled, SOHC 4-valve per cylinder
Power: 47 hp (35 kW) @ 7,250 rpm
Torque: 52.3 lb-ft (71 Nm) @ 5,150 rpm
Transmission: 6-speed manual with slipper clutch
Price: $6,999 USD (est.)
Weight: 485 lb (220 kg) curb
Seat Height: 31.1 in (790 mm)
Fuel Capacity: 3.7 gal (14 L)

The Classic 650's 2026 updates include a 270° crankshaft for V-twin character, dual exhausts with signature thump, and a larger fuel tank while maintaining the iconic 1950s-inspired design.

The Riding Experience:
Thumb the starter and the 648cc parallel-twin settles into a rumbling idle that feels familiar yet more substantial than its 350cc sibling. The 270° crank provides a characterful, off-beat thump that mimics a V-twin's cadence—noticeably different from typical parallel-twins. Blip the throttle and you get a satisfying bark from the twin pea-shooter exhausts, a sound that's "deep and resonant without being obnoxious."

Around town, the Classic 650 feels substantial but manageable. The 31.1 in (790 mm) seat height is nearly identical to the 350, but the wider tank and parallel-twin engine make it feel larger between your legs. At 485 lb (220 kg), it's about 55 lb (25 kg) heavier than the 350, but the weight sits low, making it easy to balance at stops. The six-speed transmission (versus the 350's five-speed) gives you better gear spacing for both urban puttering and highway cruising.

Where the 650 truly separates itself is on the open road. The 47 hp and 52.3 lb-ft (71 Nm) of torque provide genuine highway capability—comfortably holding 75-80 mph (120-130 km/h) without feeling strained. Unlike the 350, which tops out around 75 mph, the 650 will happily cruise at 80+ mph and has enough reserve for passing. The engine pulls strongly from 3,000 rpm, with the sweet spot between 4,500-6,500 rpm. Vibration is well-managed through the counterbalanced engine and rubber mounts, though you still get that signature Royal Enfield pulse through the bars and pegs—enough to feel characterful but not enough to cause numbness.

The riding position remains "very upright, with a relaxed reach to the pegs," but the seat is more generously padded for longer comfort. The 19-inch front and 18-inch rear spoked wheels wear chunkier tires (likely Ceat or MRF dual-sport pattern) that provide better stability and grip than the 350's narrow rubber. Cornering is still "staid and predictable"—this isn't a bike that encourages aggressive lean angles—but the additional power and torque make it easier to maintain momentum through bends.

The brake system sees a significant upgrade: a 320mm front disc with a dual-piston caliper (compared to the 350's 300mm disc) and a 240mm rear disc provide stronger stopping power, with dual-channel ABS standard. The front brake has better initial bite and progressive feel, addressing one of the 350's few weaknesses.

The suspension is beefier to handle the extra weight and performance—likely 41mm forks with a bit more travel, though still non-adjustable. The twin rear shocks feature preload adjustment, a welcome addition for two-up or loaded touring. The Classic 650 soaks up bumps better than its smaller sibling, though larger hits can still overwhelm the basic setup.

What makes the Classic 650 iconic is that it doesn't lose sight of what made the 350 special. The styling remains pure 1950s—single round headlight, sculpted fuel tank, vintage graphics, and chrome-plated mirrors. The 2026 updates include LED turn signals, a larger analog speedometer with inset LCD display (showing gear position, fuel level, and trip info), and a USB-C port. Optional accessories like a touring windscreen, panniers, and engine guards make it a credible weekend tourer.

This is the bike Royal Enfield enthusiasts have been waiting for—enough performance for real-world adventure without sacrificing the character and simplicity that define the brand. As one reviewer put it, it's "a 2 wheeled smile factory" that now has the legs for the highway and the torque for two-up touring. The Classic 650 proves that evolution doesn't require revolution.

10: 2026 CFMoto 1000MT-X—The Value Flagship

CFMoto has spent years building its reputation as a value alternative, but the 2026 1000MT-X proves the Chinese manufacturer can play in the big leagues. Using KTM's latest LC8c parallel-twin engine and premium components throughout, the 1000MT-X offers flagship adventure performance at a mid-capacity price.

The Technical Specifications:

Engine: 946.2cc parallel-twin, liquid-cooled, DOHC, 8-valve (KTM LC8c derived)
Power: 111 hp (83 kW) @ 8,500 rpm
Torque: 77.4 lb-ft (105 Nm) @ 6,250 rpm
Transmission: 6-speed with bidirectional quickshifter and slipper clutch
Weight: 489 lb (222 kg) wet (claimed)
Seat Height: 34.3 in (870 mm) high position / 32.7 in (830 mm) low position
Fuel Capacity: 5.9 gal (22.5 L)
Ground Clearance: 9.0 in (230 mm)

The 1000MT-X features a tubular steel frame, fully adjustable KYB suspension with 9.0 in (230 mm) travel front and rear, Brembo brakes, and a Bosch 6-axis IMU controlling cornering ABS and TC.

The Riding Experience:
Thumb the starter and the 946cc parallel-twin erupts with that distinctive LC8c growl—more aggressive than Honda's Africa Twin, more character than BMW's parallel-twin. It's a sound that announces serious intent. Around town, the 489 lb (222 kg) wet weight is noticeable when paddling in parking lots, but once moving, the bike feels surprisingly manageable thanks to excellent weight distribution and that low-slung 22.5 L fuel tank.

The ergonomics are pure adventure. The 34.3 in (870 mm) seat height (or 32.7 in / 830 mm in low position) gives you a commanding view over traffic, and the narrow waist makes it easy to flat-foot at stops. The upright riding position, adjustable handlebar, and adjustable windscreen create a comfortable cockpit for both seated and standing riding—the 2-in-1 seat design allows easy transitions between positions.

Rolling onto the highway, the engine's character becomes apparent. Unlike the high-strung 990 Duke, CFMoto has tuned the LC8c for "broad and flexible midrange consistent with adventure use". Power builds strongly from 3,000 rpm, with the meat of the torque available between 5,000-7,000 rpm. At 80 mph (130 km/h) in sixth gear, the engine spins at a relaxed 4,500 rpm, the tall gearing making it an effortless highway cruiser. The bi-directional quickshifter executes clutchless upshifts and downshifts with precision, while the slipper clutch prevents rear-wheel hop on aggressive downshifts.

When the road gets twisty, the 1000MT-X reveals its sporting DNA. The 60.0 in (1,520 mm) wheelbase and 27° rake strike a balance between stability and agility. The fully adjustable KYB 48mm fork and monoshock—9.0 in (230 mm) of travel at both ends—provide excellent feedback and control. Dial in more compression and rebound damping for sporty tarmac riding, or soften everything for off-road compliance. The suspension handles everything from smooth sweepers to broken mountain roads with composed authority.

The Brembo brake system is a standout feature in this price class. Dual 320mm front discs with radial-mount four-piston calipers deliver "strong initial bite, stable lever feel, and consistent fade resistance under loaded touring conditions". The rear 260mm disc with dual-piston caliper provides excellent feel for off-road modulation. The Bosch IMU-managed cornering ABS works seamlessly, and the three-stage traction control can be adjusted on the fly or turned off entirely for dirt riding.

Speaking of dirt, this is where the 1000MT-X truly shines. The 21-inch front and 18-inch rear wire-spoke wheels (tubeless) wear Pirelli Scorpion Rally STR tires that provide genuine off-road capability. The 9.0 in (230 mm) of suspension travel soaks up rocks, roots, and ruts, while the 5.9 gal (22.5 L) fuel tank—mounted low for optimal center of gravity—gives you over 280 miles (450 km) of range. Five ride modes (including a dedicated off-road setting) adjust power delivery, TC, and ABS for different terrain. The rear ABS can be disabled for controlled slides, and the engine mapping in off-road mode softens throttle response for better traction control on loose surfaces.

The electronics suite is comprehensive. The 8-inch vertical TFT touchscreen is "fast and well-laid-out" with phone mirroring, navigation, and OTA update capability. Standard equipment includes TPMS, cruise control, heated grips and seat, and a skid plate—features often optional on bikes costing thousands more. The adjustable windscreen provides good protection at highway speeds, though taller riders might want the optional larger screen.

What makes the 1000MT-X iconic is its value proposition. For roughly the price of a mid-spec Africa Twin, you get engine performance on par with the 890 Adventure, suspension and brakes that match premium brands, and a feature set that includes everything needed for serious adventure. The claimed dry weight of 199 kg (439 lb) is competitive, and the build quality—improved through CFMoto's partnership with KTM—feels robust and premium.

The 1000MT-X isn't perfect. Some might question long-term reliability compared to Japanese brands, and dealer networks aren't as extensive. But CFMoto's 100,000km endurance testing and the proven LC8c engine architecture inspire confidence. For riders wanting flagship performance without flagship pricing, the 1000MT-X delivers a compelling package that redefines what's possible from a "value" manufacturer.

Conclusion: The Thread That Connects Them

These ten motorcycles span three decades and serve radically different riders, yet they share a common DNA: each prioritizes character over raw performance, and each understands that a motorcycle's true purpose is to create a feeling.

The 1995 FLSTN taught us that motorcycles could be playful works of art, even if that art came with a seat that ached after 30 minutes. The 2011 Cross Bones showed that factory bikes could capture authentic custom culture, delivering attention everywhere you go. The 2012 Deluxe proved traditional styling could coexist with modern comfort, creating one of the most confidence-inspiring Big Twins ever. The 2022 El Diablo demonstrated that limited-edition artistry and brutal torque could combine in a contemporary sport-tourer. The 2025 Vespa GTV 310 reminds us that style and Italian flair can make every commute feel like a fashion show. The 2025 ADV 160 democratized adventure for the urban rider, delivering 75 mpg and surprising capability for under $4,500. The 2025 Transalp perfected the balance between on-road comfort and off-road capability in a mid-capacity package. The 2026 CB1000F proved that retro styling and modern performance aren't mutually exclusive. The 2026 Classic 650 upscales the thumper experience without losing its soul. And the 2026 CFMoto 1000MT-X redefined value in the adventure segment.

Whether you're collecting Milwaukee iron, commuting on a Thai-built Honda, or exploring on a Chinese-powered adventure bike, you're part of the same tribe—one that values the journey over the destination, and the machine as a companion rather than a tool. These icons aren't just motorcycles; they're time machines, each in their own way.