The 7 Best Motorcycles to Ride This Year
Based on more than a decade of riding and professional research, these are the motorcycles we’d buy.
Gear-obsessed editors choose every product we review. We may earn commission if you buy from a link. Why Trust Us?
Editor’s Note: A motorcycle is a good way to travel without risking exposing yourself or others to COVID-19. But riding is more dangerous than driving, which means every time we put on our leathers, we might need help from a doctor or EMT. Before you ride, check whether your area's hospitals have recovered from recent outbreaks and can save you after a tank-slapper.
The last few years have been an unusually good time to buy a motorcycle. Starting after the 2008 recession, manufacturers increased their efforts to earn new customers and replace the riders who are aging out of ownership. That economic pressure has resulted in affordable, practical, and wonderfully strange new designs. In 2020, that means high-tech safety features such as traction control and even clothing that deploys personal airbags. It means keyless start/stop, transmissions that can predict and prevent you from stalling, and enough options to make choosing an electric motorcycle kind of difficult. Read on for advice on buying your own and reviews of the best rigs out there today.
Best Motorcycles
- Best for Beginners: Kawasaki Ninja 400
- Best Standard/Retro: Triumph Thruxton RS
- Best Superbike: Ducati Panigale V2
- Best Adventure (ADV): KTM 790 Adventure R
- Best Cruiser: Harley-Davidson Street Glide
- Best Electric: Zero SR/S
- Best Mini: Honda Monkey
Methodology
Assuming that brand loyalty isn’t a factor, the most efficient path to finding the right motorcycle is to start with where and how you will be riding. This is why almost every manufacturer produces at least one model of each genre of bike. Ducati, for example, has an off-road capable city motorcycle (the Scrambler), a race-grade superbike (Panigale V4R), a cruiser (Diavel), an ergonomic adventure bike (Multistrada), and even an electric mountain bike (E-MTB). Once you have a sense of which type of bike will best serve your uses, you can start comparing within that type, which is what we’ve done here.
How Fast?
A motorcycle’s acceleration and top speed are often considered in terms of displacement, or cubic centimeters (250 cc, 600 cc, 1,000 cc). This refers to the volume of air and fuel all the cylinders can draw in and explode to create power. Nimble, off-road capable dual-sports and learner bikes are usually around 250 to 400 cc. Mid-range, retro-style, do-anything bikes that are fun on backroads and comfortable on highways start at 650 cc and can go up to 900 cc. Dangerously fast superbikes, upright adventure (ADV) motorcycles, and Sons of Anarchy cruisers are usually 1,000 cc or more.
We don’t say this often, but more power isn’t always better. Most of the time, it’s more fun to push a smaller motorcycle to its limit than to use only a sliver of a race replica superbike’s potential. Be honest about your skill level and riding style, and you’ll be happier with your purchase.
Types of Motorcycles
Beginner: Look for safety tech (ABS, traction control) and a modest engine size. Between 300 and 400 cc is ideal. Most manufacturers sell an entry-level motorcycle that looks like a race bike, but it will only have a 400-cc single-cylinder engine. These are fast enough to handle highways, yet easier to maintain and less expensive than more complex setups. The major Japanese manufacturers (Honda, Kawasaki, Yamaha) do this type of motorcycle especially well.
Standard/Retro: This is a catch-all category for motorcycles that have a mostly upright riding position and minimal add-ons. Most don’t come with windshields or fairings, those aerodynamic pieces of plastic that cover the front portion. The engine is usually a two- or three-cylinder design, between 600 and 900 cc. These are excellent all-around bikes for beginner and intermediate riders who need a compact frame to navigate cities but also want comfort on highways. Non-retro Standard or “Naked” motorcycles usually have the performance of race-looking superbikes, but with a more comfortable seat position and less conspicuous appearance. Triumph’s Street Triple, Yamaha’s MT-09, and Ducati’s Monster are all excellent examples of do-anything motorcycles.
Adventure (ADV): Tall, with big engines and fuel tanks, these are built for long, far rides, mostly on-road—and across gravel, mud, and sand, so long as they have the right tires. Most have engines around 700 cc, though others go up to 1,200 cc. Done right, these are the bikes that should make you want to quit your job and ride around the world. (For asphalt-only riding, Sport Touring motorcycles are closer to the ground, more aerodynamic, and lighter than a typical ADV).
Cruiser: You’ll remember seeing these: High handlebars, loud exhaust, slouched riding position, and big engines. The cruiser (or “bagger,” for the saddlebag storage available on most models) is specific to the U.S.’s abundance of long, straight, flat roads. Harley-Davidson is to cruisers what Heinz is to ketchup. But competition from Indian and Japanese manufacturers like Honda, Kawasaki, and Yamaha are legitimate alternatives.
Superbike: If you’ve been passed by an idiot going 150 mph on a whining motorcycle, he was probably on a superbike. These have race bike aerodynamics and big engines but also safety tech that can save you from unintentional wheelies and burnouts. If you can live with not having the most powerful, expensive model in a manufacturer’s lineup, mid-tier super bikes (around or less than 1,000 cc) are both thrilling and daily drivers.
Supermoto: We thank the few manufacturers that still produce this style of motorcycle. The design principle is simple: Fit a dirt bike with small, smooth road tires, and tweak the power slightly to make it work on roads instead of trails. The result is a tall, narrow, light motorcycle that’s the most fun way to navigate anywhere urban. The wind and vibrations at sustained highway speeds can be unpleasant, but tolerable and worth it so long as the majority of your riding happens at lower speeds and in a dense city or town.
Electric: Instant torque. No heat. No vibration or changing gears (assuming you consider those benefits). Maintenance requirements: Keep air in the tires, maybe check the brake fluid. Same as electric cars, they’ve been quietly increasing their range to roughly 100 to 120 miles, while hotels and parking structures have been adding fast-charging stations. However, same as cars, electric motorcycles are still more expensive than gasoline alternatives, and buying one requires you to be deliberate about how and where you ride. However, if you have a predictable commute, access to fast chargers, and at least $20,000 to spend, electric bikes make a ton of sense.
Mini: Back in 2013, Honda started selling a tiny 125-cc motorcycle called the Grom. It barely broke 60 mph and looked like a circus prop. It seemed tailored for places like Vietnam, where the infrastructure was friendly to small-displacement motorcycles, but in North America, land of huge Harleys, it looked like a tough sell. Nevertheless, the Grom was a hit, and it makes sense once you ride one. It, and competitors like the Kawasaki Z125 Pro, is more comfortable than it looks, even if you’re tall and long-legged—one of our test riders is 6-foot tall and had no issues for hours of riding. Their proportions mean you can easily cut through urban traffic much more easily than on bigger bikes, and that agility makes them feel much faster than the specs would have you think. So stay off highways, though—top speed for these bikes is still usually around 60 mph, and some states like California actually prohibit small-displacement motorcycles from using interstate roads. But if you don’t need that speed, a mini is an affordable, easy way to get around, and provides one of the best dollar-per-fun ratios we’ve seen in pretty much any consumer product.
How We Selected
Every motorcycle here has been evaluated by our test editors. Our selections were based on over 10 years of experience, researching the market, surveying professional and user reviews, interviewing industry experts, and riding (both to review for publication and for personal transportation). For each category, we’ve included the models that we would consider purchasing ourselves. In some cases, that means motorcycles that haven’t been updated for 2020 or 2021 and are still better options than completely new models. For every pick, we’ve also included alternatives that, for certain riders, can be the better fit and are worth test riding.
For more on motorcycles and accessories, read about our recommended motorcycle jackets.
Engine: 399-cc parallel twin
Weight (with fuel and fluids): 366 lb.
Transmission: 6-speed
Lightweight, affordable, practical, and with cool looks, the Ninja comes with the ideal engine for newbies who want to learn to ride skillfully without earning too many speeding tickets. There are other sporty, road-focused motorcycles like it, but most have single-cylinder engines, which can vibrate at highway speeds. The Ninja’s twin-cylinder, however, is smooth on highways but still light enough to be manageable in real-world traffic and parking lots. It’s exemplary of a formula that Kawi has been perfecting for decades. Just make sure to spend the $300 extra for ABS. The 2020 model is unchanged from the 2019 version, so a used Ninja 400 can work just as well.
We also would consider the Suzuki SV650 ABS ($7,499), which has enough power for almost any level rider, plus Low RPM Assist, which helps prevent you stalling out. And there’s the Honda NC750X ($8,099). It has even more power, plus a storage compartment above the gas tank, and an optional automatic transmission for $800 more.
Triumph Thruxton RS
Triumph Thruxton RS
Engine: 1,200-cc parallel twin
Power: 103 hp
Weight (dry): 434 lb.
Transmission: 6-speed
Within Triumph’s lineup of awesomely modern bikes that look old, this is the one to covet. The RS starts from the already excellent Thruxton, which, when it came out in 2016, was praised for being a modern, sporty, comfortable motorcycle disguised as a beautiful classic cafe racer. This version gets upgrades like an Öhlins rear suspension, twin 310mm Brembo front brakes, grippy Metzler Racetec tires, and even a lighter-weight battery. The parallel twin engine has new cylinder heads, pistons, and camshafts, and the transmission gets a new clutch, too. That adds up to about 7 more horsepower, more low-end torque, and a slightly higher redline. But also, almost 15 pounds in weight reduction, thanks to thinner engine parts and a lighter chassis. Same as most retro bikes with big, powerful engines, the RS is heavier than naked or sport bikes. But the brilliant steering and smooth power compensate to keep it agile.
For less money, the Triumph Street Twin ($9,300) is also an easy recommendation. Its 65 horsepower is enough for most real-world riding thanks to the brilliantly lightweight handling and powerful brakes. We also really like Ducati’s Scrambler lineup, specifically the Desert Sled ($11,995). Its upright riding posture and 803cc V-twin make it nimble in city riding. For something more unusual, there’s Moto Guzzi’s V7 III line ($8,490). Idiosyncrasies like a driveshaft instead of a chain are endearing, but also mean less maintenance.
Engine: 955-cc L-twin
Power: 155 hp
Weight (with fuel and fluids): 441 lb.
Transmission: 6-speed
No, it’s not the fastest bike you can buy. It’s not even the fastest bike Ducati makes. But for those of us who do most of our riding on civilian roads with speed limits and cars, the V2’s restraint is what makes it the ideal performance-focused motorcycle. A 441-pound rig, it has 155 horsepower—more than enough to thrill any rider on a highway on-ramp or track day but still be manageable at crowded intersections. The V2 also includes electronic aids that can help you approach the bike’s limits without paying the price. Among them: a six-axis inertial measurement unit (IMU) that detects lean angle to help inform the braking and traction control systems. High-tech, ludicrously fast, visually arresting, the V2 is everything that Ducati does better than anyone else.
If you want an apex predator of fast motorcycles, look to the Ducati Panigale V4S ($28,395). The V4 engine is bigger, producing an absolutely ridiculous 214 horsepower. There’s also the Kawasaki Ninja H2 ($29,0000), which has 90 pound-feet of torque, an eye-popping stat for a 525-pound motorcycle. The comical acceleration is even more delightful when the supercharger whine kicks in. The BMW S 1000 RR ($16,995) is also in this league and gets points for a feature called ShiftCam, which allows the engine to adjust the cams’ timing for fuel economy or speed, making it even more everyday-useable.
Engine: 799-cc parallel twin
Power: 95 hp
Weight (with fuel and fluids): 460 lb.
Transmission: 6-speed
Unlike huge 1,000-cc-plus engines on bigger adventure bikes, the 790’s parallel-twin is narrow and easy to control. And typical of KTM, there’s no unnecessary body work or accessories, which keeps weight down. That makes the 790 agile and manageable on rough roads and especially on punishing surfaces like sand and mud. Plus, there’s high-end tech like traction control and a color dash. KTM also takes endurance testing for its engines to extremes: 48 testers running on dynamometers for 180 hours nonstop, they say). We’d pay the $1,000 over the standard Adventure for the upgraded suspension with greater travel.
That said, we wouldn’t fault anyone for buying a BMW R 1250 GS ($17,995). It’s the category staple for good reason. It has more power (136 horsepower) than the KTM, plus helpful electronics and loads of customization options. It’s more agile than it looks, too. We also like the Honda Africa Twin ($14,399). It’s an affordable alternative to the GS or KTM, with loads of comfortable tech, including an automatic transmission that will win over anyone who thinks automatics shouldn’t go on motorcycles. Finally, we recommend the Yamaha Ténéré 700 ($9,999), mostly for its use of the brilliant MT-07 inline twin engine. It’s a fantastic value.
Harley-Davidson Street Glide
Harley-Davidson Street Glide
Engine: 1,754-cc V-twin
Weight (with fuel and fluids): 796 lb.
Transmission: 6-speed
Harley-Davidson is building some unusual motorcycles these days, but the brand will always be known for big, comfortable cruisers. Nothing else sounds like the Harley-Davidson 45-degree V-twin engines, and no other brand has as much historical appeal. But even ignoring the romantic lure of H-D bikes, the Street Glide works. It has modern conveniences like a color touch screen, push to start, cruise control, and anti-lock braking that accounts for lean angle. The front and rear brakes are also linked, which helps the huge bike come to a safe stop even in a panic situation. But the real appeal is the long, low design and torque-focused engine that keeps the Street Glide planted through curves and long straights. We also like the big six-gallon tank, which gives it more range than competing models.
For far less money, and as long as you don’t need a huge engine, we’d buy the Indian Scout Sixty ($8,999). It’s a good choice for anyone who doesn’t need the Harley badge and comfortable, but lighter and more manageable than the Street Glide, especially in traffic. For something else big and expensive, the Indian Challenger ($22,999) is also great. Its amenities, like the color dash, are as good as the Harley’s, and it’s powered by an excellent water-cooled V-twin. If comfort is a priority, we also like the current-generation Honda Gold Wing ($23,800). It comes with Honda build quality you can feel in the seat and fenders and a brilliantly smooth suspension.
Range (combined): 123 miles
Charge time (household 110 V outlet): 8.5 hours
Charge time (Level 2/220 V): 1.5 hours to 75%
Weight: 505 lb.
Zero has been manufacturing electric motorcycles for over a decade. Except for small operations with limited production, it remains one of the few manufacturers to choose from. But we’ve tested several and have come away impressed with the build and ride quality of each model. Of Zero’s current range, the SR/S is our pick. It’s essentially a Zero SR/F with fairings and a windshield, which make it more comfortable at speeds above city riding. Despite its heavy weight (505 pounds), the 140 pound-feet of torque puts the SR/S’s performance into serious sport bike territory. A list of premium components help make the high price more palatable: adjustable Showa suspension, J.Juan brakes (a Spanish manufacturer of racing-grade parts), and Bosch ABS and traction control, all of which are desirable on any motorcycle. Zero lets you pay extra for faster charging and more range. The base model will recharge from a J1772 charger in about four hours. The Premium SR/S ($21,995, or $2,000 more) can handle faster recharging, so a fill-up takes roughly two hours. You can go even higher to a system that will charge in roughly an hour, but that will only work if you can find a location that can produce 12 kilowatt-hours. We’d buy the Premium model with its 6-kilowatt-hour charging (and heated grips) and skip the $2,895 Power Tank’s additional range (a claimed 200 miles of city driving).
If you’ve read all the drawbacks of electric bikes (expensive, short-range, dependent on charging infrastructure) and are still on board, the other bike worth considering is the Harley-Davidson LiveWire. At $29,799, it’s even more expensive than the Zero, and has slightly less range (95 miles combined). But it accommodates DC Fast charging (zero to 80 percent or roughly 75 miles in 40 minutes), which you can find at certain Harley-Davidson dealerships. It also comes with multiple ride modes, traction control, and tech like lean-sensitive ABS. But the selling point here is Harley-Davidson-grade fit and finish. And that design, such as the bottom-mounted motor and the teardrop tank. As for thrills, we have test-ridden a LiveWire, and can confirm the assessment of other reviews: Despite only 86 pound-feet of torque and weighing 549 pounds, the acceleration is exhilarating and as impressive as the Zero’s.
Engine: 124.9-cc single
Weight (dry): 231.5 lb.
Transmission: 4-speed
Honda has built three retro-inspired variants of the Grom: the Monkey, the Super Cub, and the Trail 125. While we haven’t ridden the Trail, of those four, the 65-mph top speed Monkey is our pick. Setting aside the classic design, which is even more endearing in person and tough to not love, its ergonomics, braking, and power delivery are all excellent. The digital speedometer, fuel gauge (rather than a simpler low-fuel warning light), and LED front and rear lights make it feel much more premium than we would expect from this price. The Super Cub ($3,749) and Trail 125 ($3,899) are especially approachable for newer riders because of their semi-automatic transmissions—you still shift with your left foot, but the clutch works itself. (The Super Cub also has a keyless ignition.) But we actually prefer the Monkey’s less sophisticated but more engaging riding experience. We’d spend $200 extra for the front-only ABS, which still lets you lock up and slide the rear tire.
Also consider the Kawasaki Z125 Pro ($3,299). It’s slightly more powerful (14.5 horsepower) than the Honda Grom (9.7 horsepower), and looks and sounds more like a shrunk-down sport bike. But everything else—fuel efficiency, reliability, ride experience—is similar enough that it’s tough to choose one over the other. We’d still buy a Monkey for its looks, LED lights, and for the option of putting knobby tires on it for off-road riding. But the Z125 is an excellent choice if you prefer its look or just want something that’s not a Honda.
As Editor in Chief, Alexander oversees all of Popular Mechanics’ editorial coverage across digital, print, and video. He has been a science and technology journalist for over 10 years and holds a Master of Arts degree from the Columbia University Graduate School of Journalism. He was previously Technology Editor for Popular Mechanics and before that, a contributor to publications including the Wall Street Journal, Wired, Outside, and was a product tester and reviewer for The Wirecutter. He has been called on to appear on live and taped broadcast programs including Today and programs on MSNBC. He lives in Pennsylvania and rides a 2012 Triumph Street Triple R motorcycle.
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