8 Best Motorcycles for When You Chuck It All and Ride Out Across the Country

Base price: $24,690

Argue all you want, but there are a lot of people arguing that the BMW K 1600 is the best cruiser bike ever made. It’s also easily the sportiest of them all. It’s a near-perfect balance of cross-country caravanning combined with cornering control. It’s fun and comfortable at the same time, a rare treat.

Just last year BMW retuned the capital K’s monster 1649cc transversely mounted inline-six to offer the same 160 hp as before but at a 1000-rpm-lower peak of 6750 revs. Torque has gone up by four lb-ft to 133 at 5250. So you have power and torque to burn.

With its shaft drive, electronic suspension adjustment that automatically compensates for load and riding style, and unique Duolever front suspension, the K-model eats up curves like they were broken-up pieces of Ritter Sport. The craft’s Inertial Measuring Unit, or IMU, a big computer that takes data on spring compression, acceleration, and braking, automatically adjusts the shocks within milliseconds. You can further control performance and handling via ride modes: Rain, Road, Cruise, and Dynamic. And in front of you is a new full-color 10.25-inch TFT multifunctional instrument screen that offers a simpler portal into the big bike’s many infotainment functions and adjustments. It has literally everything you would want in a cross-country cruiser, especially if you were planning to lean into some corners in the Rockies or in Smoky Mountain National Park.

But it ain’t cheap. The sporty GT model I got to ride last summer starts at $24,690, but with the Premium package (central locking, alarm, engine protection bars, etc.), it stickered at $27,790. (I would get that Premium Package if I were to buy one, and get the GT because it’s the sportiest). You can get the fashionable B model, wherein B stands for bagger—the style so popular among some bikers nowadays—for just $23,340. The loaded GTL with top case and chrome is $28,540.

Base price: $25,600

For almost 50 years, the Gold Wing has been an icon of two-wheeled moto-luxury. The Goldwing was all-new just five years ago. Honda in the U.S. doesn’t list output, but European specs say its iconic four-valve 1833cc liquid-cooled flat-six now makes 125 hp and 125 lb-ft of torque. In that recent redo, Honda added to the Gold Wing a feature that should help keep riders upright and riding long into their sunset years: a seven-speed automatic transmission. The DCT, or Dual Clutch Transmission, can be operated manually via a handy toggle button on the handlebar grip, or you can just switch it on and let it do the clutch work for you. A traditional manual transmission is also available. Like most cruiser bikes, it’s on the heavier side, with curb weights ranging from 787 pounds for the base Gold Wing with the six-speed manual on up to 842 for the Gold Wing Tour Airbag DCT. Yes, there’s an optional airbag. This one sits atop the tank and inflates in a frontal impact or whenever the parameters tell it to. Like many big or sporty bikes now, the ‘Wing also has an IMU that helps with traction control, ABS, and generally keeping the bike upright and out of the weeds.

The ride is about as comfy as you’re going to get. I have ridden a couple of these on different occasions, and the only thing stopping me from going all the way from Los Angeles to Daytona Beach was PTO days. It didn’t feel as sporty on twisty mountain roads as the BMW K 1600, but nothing really does.

The Goldwing is also a popular setup for two, with hard cases that are about the most well-integrated designs on the market. Like all these kinds of bikes, price is formidable: $25,600 for the Automatic to $32,900 for the Tour Airbag Automatic (destination not included).

Base price: $19,894

This is more of a sport touring bike than a cruiser, which you can use to your advantage. The Concours 14’s transverse-mounted 1352cc DFI DOHC liquid-cooled inline-four comes not from some sedate lollygagging cruiser bike, but from the mighty ZX-14R sportbike. That engine makes 158 shaft-driven horsepower further up on the tach than it’s more lopey competitors. This encourages high-speed shenanigans. In between all those scenic photos of motorcycles bending through turns in spectacular mountain scenery are miles and miles of flat, boring nothingness that encourage you to lay your six-pack abs on the tank and wail on the throttle.

Of course, when you do get to the spectacular scenery with all the twisty roads, all the better to be on a bike that thinks it’s a sportbike. Several years ago when I took a Concours 14 from Los Angeles to Monterey for The Quail Motorcycle Gathering, I did just that. Without admitting guilt, let’s just say the Concours feels very much at home at triple-digit speeds. With a wet curb weight of 672 pounds, it’s more than a true sportbike but also around 250 pounds less than some of its beefier competition while managing to be much sportier.

It also comes standard with two hard cases to store your gear. But the Concours 14 was introduced in 2007, which is ancient even by motorcycle standards. Heck, even the KLR’s been redesigned a little. The advantage is that the Concours costs a lot less than most of its competitors. Prices start at $18,999 plus $895 for destination.

Base price: $18,774

This one straddles the Touring and Sport class nicely, falling into what you can call the Sport Touring class of motorcycle. The last time I rode one was way back in 2016 but it hasn’t changed much if at all since then. For the 2016 model Yamaha added a number of features aimed at making the bike more comfortable. Among those, and among features added since, are: new electronically adjustable KYB shocks front and rear; what Yamaha calls “adjustable ergonomics” that help get a seat height perfect for you and a passenger; “Yamaha Chip-Controlled Throttle Control” ride-by-wire throttle; and a clever “lean-Angle-Sensitive LED lighting system” that aims the headlights through corners.

The DOHC 16-valve fuel-injected 1298cc inline-four makes 142 hp and 102 lb-ft of torque, according to European specs, to whoomp the 642-pound bike off over the horizon. Since it’s a throttle-by-wire, you can program it to different levels of response. The six-speed manual comes with Yamaha’s Assist and Slipper (A&S) clutch that Yamaha says provides more clamping force under heavy engine torque and less force when you lift off the throttle, which means they can use lighter clutch springs so you don’t wear out your hand muscles on a long day’s journey into night. The FJR also comes with ABS, traction control, and cruise control to make long rides less taxing.

When I rode one several years ago, I complained that the seat was too hard. Yamaha now says the seat is a “plush, thick saddle (that) offers plenty of comfort and is adjustable over 0.8 inches without tools.” The handlebars can be set to any of three positions, presumably with tools, the windscreen is electronically adjustable for height, which you can do with a toggle switch, and the suspension has four preload settings, three damping presets, and seven damping “fine-tuning adjustments.” Sounds like you should be able to get comfortable on this model.

Price is well below the most expensive in the class at $18,774 including destination.

Base price: $13,149

Like the Kawasaki Concours 14, the Suzuki GSX-S1000 GT can be traced back to a sport bike, in this case the iconic GSX-R. Power for the new GSX-S1000 GT comes from a version of the Gixxer’s 999cc transverse-mounted fuel-injected inline-four to make 150 hp at 11,000 rpm and 78 lb-ft of torque at 9250 rpm. Those power and torque peaks are higher than some of the bigger-bore bruisers on this list, so get ready to rev to make power and pound-feet. In addition to the GSX-R, that engine also drives the sport-bikey S1000 and Katana models. It’s mated to a six-speed manual with Suzuki’s take on the A&S for easy shifting and gear engagement.

It sits in a twin-spar aluminum frame with a single swing arm rear. Ride height sits at an entirely reasonable 31.9 inches. Riding posture is upright, and the handlebar grips are presented in just about the perfect position for long days on the road. The bike is all wrapped in a downright sportbike-ish aerodynamic exterior that even includes a little windshield (that’s just a little too-little). The GT+ version comes with those two hard cases mounted on the back, and for an extra charge you can order a nice top case for yet more luggage space.

Is it more sportbike or tourer? I would say it’s like a very comfortable sport bike with an upright riding posture. Actually, on the twistiest parts of road, I kind of wanted a GSX-R. But on the hundreds of miles of flat, straight routing that always comes between the really good parts, I was glad to be on a GSX-S1000 GT+.

Pricing starts at $13,149 without the two hard cases on the sides or $13,799 with.

Base price: $32,799

Now we’re getting into the traditional big-bore beefcakes of biking. This Indian Pursuit and numerous V-twins from Harley make up the majority of street bikes sales in America. Their popularity comes from tradition as much as from their torque-happy demeanors, with easy, non-dramatic, low-speed launches off the light coming as easy as wheelies come for sportbikes. These are also heavy machines; they’re not for beginners. The Indian has a wet curb weight of 912 pounds. Take a lot of time getting used to their weight before you head off on your cross-country cruise, and for sure get used to them before you put a passenger and ride pillion.

Indian has largely fixed the big problems it has had in its 122-year history. Since Polaris bought it, the company has cranked out numerous models that carry the heritage but don’t seem to have anywhere near the problems that came with pre-Polaris bikes. I even chose the Indian Pursuit Dark Horse over a Harley Road Glide Limited in a heads-up two-bike road test because it had better torsional rigidity, better handling, and the engine heat didn’t roast my right leg like a French fry.

My Indian Pursuit Dark Horse test bike was powered by Indian’s PowerPlus Liquid-Cooled 108 cubic-inch V-Twin that makes 122 hp and 128 lb-ft. It had torque aplenty, especially way down at the bottom of the tach, a big advantage for just cruising around comfortably during Sturgis or Daytona Bike Week, and it was likewise helpful pulling up out of corners on tight, twisty mountain roads.

For added hotel-like amenities on the road it offers 5.6 cubic feet of storage with the three hard cases I had on my test bike, and it easily got over 200 miles of range between fill ups. I liked the seating position, the windshield, and the storage.

However, my loaner bike arrived with a dead battery, which introduced me to the nearly useless 1-800 number helpline, and even with a new battery I kept it connected to the trickle charger just to be safe.

Pricing for this giant of the journey is way up at the top of the class, and at the top of any list of motorcycle affordability: $32,799 including destination. But you’re going to be on it all summer and maybe into the winter if you decide to cruise around Florida for six months.

Base price: $28,729

Harley sells more street bikes than any other bike maker in America. They have for seemingly ever. There is no greater motorcycle tradition in the U.S. and even in parts of the rest of the world than Harley-Davidson. It embodies the freedom of the open road better than almost any product made.

If only the technology would progress a little faster. More on that in a minute.

Harley offers 25 models right now, not counting the Trikes. The Road Glide Limited launched in 2019, replacing the Road Glide Ultra, which itself was new in 2011. The Road Glide Limited’s mighty Milwaukee-Eight 114 air-cooled V-Twin makes a muscular 122 lb-ft of torque and 93 hp across a wide, very useable, very fun band. It has to, since the big brute weighs 932 pounds wet—about twice what your favorite sport bike weighs. If you want more power than that, there’s Harley’s Screaming Eagle catalog chock full of power upgrades for your engine.

Seating is among the most comfortable of any two-wheeled conveyance I’ve ever been on. Accommodations for a rear-seat passenger look quite comfortable, wedged as he or she will be between the 4.7-cubic-feet of standard hard cases.

On the road, the Road Glide Limited felt comfortable, if just a little… loose. The ride was superb in a straight line but not as good as the Indian in a curve. Neither of these bikes are what you’d call sporty, but no one is expecting them to be. My biggest problem with the Harley was the heat coming off the exhaust. Harley has taken steps to mitigate that heat from the air-cooled cylinder, but on a hot summer day it’s too much. So just cruise in winter!

Buyers of this bike are as much in love with Harley’s long history as they are with its characteristic riding performance. And with a Harley you can join a ready-made community of like-minded fellow riders.

Base price: $31,595

This bike is not a cruiser or a Tourer, it’s an adventure bike (of sorts). Traditionally, that class includes the BMW R 1250 GS Adventure, Honda Africa Twin, Suzuki V-Strom 1050XT, and even the Harley-Davidson Pan America 1250. So what's this road course-riding Ducati doing here? Because a huge number of riders choose adventure bikes for their grand American cross-country tour. The ADV class bikes can carry just as much as a grand cruiser, they’re as comfortable to sit on all day, and they can go off-road whenever necessary. If you want to see more about this class, click here. But for now let’s take a look at the big Duc.

The very first Multistrada came out 20 years ago, and the model has been updated and improved since. The Multistrada now comes in four different models, the most track-ready of which is this Pikes Peak. While the other Multistradas may come with more off-road-capable tires, this one is set up for track use, which doesn’t make too much sense at first but consider that ADV bikes are so comfortable to begin with, then add the Pikes Peak’s corner-capable setup, and you have a unique mix of power and performance. Once you get to the twisty fun parts of the road, you can lean into them like you were on a sport bike, then when you are back on the boring straight stuff you are sitting upright with the handlebar grips right where you want them and a nice, big windscreen protecting you from both bugs and aerodynamics. Someone seeking a Ducati for track use-only could easily pick up a Panigale and get the same basic V4 engine in a more corner-compatible cocoon. It might not be as comfortable to ride all week on your way to the Smoky Mountains and the Tail of the Dragon, but all the marketing material for this bike shows it on the race track, with a guy in a leather onesie scraping his knees around red-and-white FIA curbing. The Multistrada Pikes Peak is a conundrum.

Let’s not overthink this. The longitudinally mounted 1158cc V4 still makes 170 hp and 92.2 lb-ft of torque. Like some of the other bikes that share their engines with sportbikes, this one gets its peak output up near the top of the tach, with power topping out at a lofty 10,500 rpm and torque at 8750. While the power may be peaky, the torque rolls across the rev range in a lumpy horizon of twist, offering at least 70 lb-ft from the mid-4000s on. The result is response just about anywhere on the tach, even if you have to wait a while for the revs to climb to get all the horsepower.

The new Pirelli Diablo Rosso IV Tires (120/70-17 front 190/55-17 rear) are definitely intended for the street, where they’ll eat pavement all the way up the 156 turns of the bike’s now-paved namesake mountain. The rake and trail are set up for street use, too, while the Ohlins Smart EC 2.0 suspension is the same found on the very streetable Panigale V4 S and Streetfighter V4S.

Add to all that the fact that is has radar cruise control (!!!) and a host of infotainment features on its touchscreen, and you set this bike far apart from its competition, if there is any competition. Maybe the BMW S 1000 XR, another sportbike for the street set up on an Adventure Bike-looking chassis, a bike I also rode up from Los Angeles to Monterey for The Quail one year. That Beemer was fast on those 100-mile-long straights but performed well when I got to the inevitable twisties around which I’d planned my ride route. The BMW is perhaps closest to the Pikes Peak in that way.

For other pure Adventure motorcycles, check out this story.

The Pikes Peak starts at $31,595.