The Best American Motorcycles Ever [2024 Edition]

Why We Picked It:

The Indian Scout, as a model line, is viewed by many as one of the best in all of American motorcycle history. Yet, within the nearly 100 years the model has existed, there are a few standout bikes that deserve recognition. The 1928 to 1931 Scout 101, however, deserves its spot as one of the greatest of all time.

Designed by Charles Franklin, who was responsible for many other Indian greats, the 101 took lessons learned from the 1920 Scout Sport and applied them to a new "sporty" Scout. It came with the biggest engine from the Scout Sport, the 45 cubic inch V-Twin, as it was the most powerful and high tech engine they had at the time. They increased the wheelbase to 57.125 inches (1,450mm), giving it a very agile and comfortable ride. It also had a very tight and enjoyable 3 speed hand shift transmission, and could reach 65 MPH.

This speed, combined with its agility, made the Scout 101 very popular with those that wanted a few thrills. Racers, hillclimbers, stunt riders, and plain ol' speed freaks flocked to the bike. It proved so popular with the daredevils, that it became the de facto bike you needed to perform the Wall of Death stunts at the high-thrill travelling circuses of the day.

However, the model was discontinued after Indian was sold to the DuPont family to prevent bankruptcy as the Great Depression hit, and they decided to go to a common frame instead of producing the expensive Scout 101 frame, which was not used for any other bike. It lasted 4 years, but what a time it enjoyed in the spotlight.

Why We Picked It:

If you've never heard of Motus Motorcycles, you're joined by about 90% of the riding population as they were only around for a scant 6 years. However, what they made in those 6 years...

Without going into an extensive history, they made only two models, the MST and the much, much faster MSTR. Both had a very unique engine slung in the steel trellis frame: A 1,650cc, 8-valve, pushrod actuated, 90 degree V4 engine, mounted longitudinally. If that sounds like a mini-GM LS style engine, that's because in effect it is, developed with help from Pratt & Miller of Corvette Racing fame.

To quote the RevZilla review of the MSTR, it's a "rip-shit riot" to ride. Power comes in at 180 HP, torque at 126 lbs-ft, and the total wet weight is 565 lbs. The fairings are made of carbon composites in some areas, the bike is adjustable in almost every way, uses Ohlins suspension, Pirelli Angel sport tires, and was designed from the outset to be the fastest pushrod V4 sport tourer of all time.

They achieved that goal, with a top speed of the MSTR on the Bonneville Speedway of 168.69 MPH. The power of this bike was so instant, and with lacking pretty much any and all rider aids, that a roll-on of the throttle even at 5 MPH would get the front wheel wagging in the air if you were a little too enthusiastic. It was overpowered, very lightweight for its engine displacement, and because it weighed nothing, it was agile as all hell. And it also cost $36,975 before the company went under after investors pulled out after lackluster sales in late 2018.

Barely anyone bought one, but it is still one of the greatest bikes to ever come from the USA.

Why We Picked It:

Sometimes manufacturers pop up with a unique idea for a motorcycle, make a few models, get a few sales, but then fold due to not enough of those very same sales. Curtiss Combat Motors, at the time of the FA-13 Combat Bomber's release known as Confederate, is not one of those manufacturers.

Unashamed of their exotic and ultra-expensive motorcycles, they take a unique approach to every model they make. That approach is each bike being made of the very best materials, in the best layout and design, without concern for materials cost, at the time of each one's release. For the FA-13, that meant that the frame was machined out of a single, huge block of aerospace-grade billet aluminum. It was then fitted with a billet aluminum swingarm, with a cantilever monoshock suspension. The front suspension is also a monoshock inside a machined aluminum front support.

All of that was then fitted with a 2,163cc (132 ci) monster of a V-twin. Power is 145 HP, torque at 160 lbs-ft, and the overall weight of the bike, wet, is 560 lbs. The wheels are completely made of carbon composites, 19 inch up front and 17 inch out back, and it has truly massive tires, 120/70R19 up front and 240/45R17 rear.

This is a motorcycle made with no expense spared in materials and design, as a limited edition, so it's not surprising that its price tag was $155,000... base. That's before any customization or fitting to the rider.

Why We Picked It:

ARCH Motorcycles, if it were not Keanu Reeve's motorcycle company, would still have achieved fame for its superbly designed and built machines. Often made out of billet aluminum, chromoly alloy steel, and carbon fiber, these are some of the lightest performance cruisers on the market.

However, it is the original, the first, the foundation, the KRGT-1 that defines the company. Race inspired handling and agility, with the comfort and easy riding position of a cruiser. A huge V-twin with massive torque down low, but still revs high and loud. Then, on top of that all, it is customized and fit to you, so it's yours, and there isn't another one set up quite like yours.

Power comes from a 2,032cc (124 ci) V-twin, which thunders out about 125 lbs-ft, which translates to 115.3 lbs-ft at the rear wheel. The suspension is bespoke Ohlins kit made only for ARCH. Brakes are race grade, with 6 pistons up front on two discs, and 4 pistons out back on a single disc. Electronics and ABS are bespoke to ARCH by Bosch. The wheels are carbon fiber 5 spoke in-house customs, and the tires are Michelin Commander II's, some of the best cruiser tires on the market.

It's little wonder, then, that the KRGT-1 is still the most sold motorcycle by ARCH, even with its average $85,000 price tag. Keanu and Gard Hollinger started to company to make something that would be their legacy, and we think they've succeeded massively in that regard.

Why We Picked It:

If a list of the best American motorcycles of all time did not have the WLA Liberator in it, we suspect that torches would be lit and pitchforks gathered. Harley-Davidson was ordered by the war department to start making the WLA in 1940 for the US's allies, with an initial shipment of 10,000 going over later that year.

It was designed to be tough, reliable, could be serviced in the field with simple tools, and could handle almost any surface. They were not, however, used for front line service, instead being the preferred method of rapid delivery of messages by couriers, patrols by MPs, and escorting important payloads. They proved to be immensely useful, as the streets and roads of many European towns and cities of the first half the 20th century were very tight, twisting, and complex, far too narrow for many cars and trucks to navigate.

When the war ended in 1945, many of the bikes were shipped back to the USA, while some remained in the UK and Europe. The ones that came back to the US were quickly snapped up by returning soldiers and converted for civilian use, while the ones left behind became coveted collector's items due to their scarcity. These days, you're more likely to see a Harley-Davidson WLA in a museum or private collection than actually ridden on the road, which is a shame, as they are one of the most important Harley-Davidson's of all time.

Why We Picked It:

Victory is really one of those very few American manufacturers that we wish had survived the turns of bad luck it went through. Owned by Polaris Industries, who in 2011 also became the owners of Indian, Victory lasted 26 years before shutting down. The very last model they released was the Octane, and what a beautiful beast it was.

Using the Indian Scout of the modern age as a basis, only about 35% of the bike uses shared parts with that bike. Everything else was built specifically for the Octane, including the V-twin engine, a bigger version of the one from the Scout at 1,179cc (72 ci). This powerplant produced 104 HP and 79 lbs-ft of torque, mated to a 6 speed transmission. It was only ever built with a single seat, with a pillion seat cushion as an option.

Only about 4,000 Octanes were built before Victory folded, but those that bought one loved it instantly. It was ridiculously fast for a cruiser, easily capable of hitting 130 MPH and dispatching with 60 MPH in just a hair under 4 seconds, making it the fastest Victory ever. It also holds the record for the single longest continuous burnout, with a stunt rider at the 2016 Daytona Bike Week riding a production prototype making a 2.23 mile long black streak on the tarmac. It was even supposed to have a 2018 version race up Pikes Peak chasing first place for a production motorcycle, but that plan was a casualty of Victory ceasing production in late 2017. Oh, what could have been...

Why We Picked It:

There have been many, many versions of the Harley-Davidson Sportster, but the one with the production tag of XL883N is quite possibly the most important one of the 21st century, existing from 2011 to 2022. Known much better by it's sale name, the Iron 883, it was a very simple, stripped down, raw motorcycle that also didn't cost an arm, a leg, one kidney, and your firstborn.

With a 883cc (54 ci) Evolution V-twin in the frame with rubber anti-vibration mounts, it produced "only" 49 HP and 54 lbs-ft of torque. What made it special, though, was how it delieverd that power, with a torque curve far more linear than your average V-twin, a belt final drive, and frame responsiveness and agility that was trend-setting when it first hit the road in 2011.

In fact, it was so confident in its footing, so capable in the corners, and was easily able to meet freeway speeds, that it soon was on every recommended beginner bike list out there, including ours! It was even relatively lightweight at 565 lbs soaking wet with a cinder block tied to the seat, which meant it didn't dull out any of the road feel or communications a newer rider needs to learn how to ride properly. To say it sold well is an understatement, and for the cruiser crowd, this one bike is responsible for most of the uptick in cruiser riders throughout the 2010s, it's that important!

Why We Picked It:

There are so many great Indian Chief motorcycles that picking just one is an exercise in masochism, but after whittling it down to a few choices, we picked the 1940 model due to its impact. The final deciding factor was that the 1940 version was the first to have all the bits and bobs that make the Chief the awesome model it is today.

Powered by a huge (for the time) 1,210 cc (74 ci) V-twin, it produced 39 HP and around 40 lbs-ft of torque, mated to a 3 speed hand shift manual transmission. What made this bike significant, apart from being a "Big Twin," was that it was the first model to carry the decorative and swooping fenders over the front and rear wheels, as well as the chromed-out engine and exhaust. It also was the first to build support structures over the rear wheel for saddlebags, thanks to it's "plunger" rear suspension that negated a lot of vertical load on the bike.

It was also one of the fastest pre-War bikes made by Indian, who were already famous at the time for making racing versions of their motorcycles. In standard trim, it could hit 80 MPH confidently, at which speed it was stable and rideable. This impressed so much that two special models were ordered: The Chief Police Special for many police departments across the USA, and the Chief 340-B for the US Army, 5,000 of which were shipped to France for border patrols and courier duties.

Why We Picked It:

Despite the flak that Zero Motorcycles has been faced with in its nearly 20 years of existence, the impact that the company as a whole has had on the motorcycle landscape in the world cannot be understated. The whole thing started in 2006 with the prototype of the FX dual-sport, but it wasn't until 2010 when the Zero S was released that people took electric motorcycles seriously.

At the time powered by the Zero 75 air cooled motor, it produced 22 kW (30 HP), with a top speed claimed at 70 MPH and a range of just about 50 miles on the smaller battery that it originally released with. It was put together intelligently, had smartphone connectivity with a Zero app right out of the gate, and could be charged on the emerging EV charging networks forming, or at home on either 120V or 240V.

It only improved throughout the 2010s, now in 2023 coming with the Zero 75-7 motor producing 68 HP, 97 lbs-ft of torque, and a range average of 125 miles with mixed riding. It also has a lifted top speed, now capable of 104 MPH, although Zero suggests a sustained 80 MPH or less for motor longevity. It also now carries the pretty massive Z-Force 14.4+ battery, which is still capable of being charged on an EV plug, 120V, or 240V.

The reason the S is so important is that it was the first properly street oriented, consumer grade, moderately affordable electric motorcycle, which kickstarted an entire industry that now has more than 30 manufacturers around the world, and more popping up every year.

Why We Picked It:

Buell Motorcycles has one of those crazy stories about a lone wolf developer getting a lucky break with a big manufacturer, in this case Erik Buell with Harley-Davidson, to make a bike that people actually wanted and were excited about. There were quite a few rough patches, and Buell himself was outed from running the company in the early 2000's. Sufficiently upset by the move, he worked with investors and partners to form Erik Buell Racing (EBR) in 2009.

The first bike released was the EBR 1190RR, a racing bike designed to get the Buell name out there again, which placed decently well in a few series and championships. To celebrate that success, the EBR 1190RS was announced as the street going version, with a limited edition of 100 units. It kept the basic look of the RR, except adding mirrors, turn signals, and a few other bits to make it road legal. Even with all of those parts, it still tipped the scale, soaking wet, at under 390 lbs.

The power came from the same engine, however, a 1,190cc (72.6 ci) 72 degree V-twin that smashed out 175 HP and 97 lbs-ft of torque. Mated to a 6 speed transmission with a slipper clutch, it was capable of exceeding 185 MPH, which easily places it into the top tier of superbike performance. As it was the same engine as the 1190RR, many of those who bought it took the mirrors off and used it as a track-only bike, which made it a fairly expensive toy as it was $40,000 per bike, in 2012! Still, a lightweight, Buell-designed, stupidly fast superbike with a V-twin for ripping down a front straight... can't really beat that, can you?