Torque Wars: Hot Performance Baggers for 2023

You or someone you know is certainly guilty of tossing shade at baggers. Admittedly, they’ve been an easy target for years, with more than a few catchy nicknames like land yacht, road sofa and chrome fortress. But a new day has dawned for dressers, and some of today’s hottest OE freeway liners make well over 100 hp in stock trim, not to mention wild aftermarket options like (oh yeah) forced induction.

Not convinced? Go watch a King of the Baggers race once. Pitting Harley versus Indian, the series draws thousands and is promoting serious performance development. Who would have imagined a dresser (albeit a seriously modified one) could lap a pro race circuit within 4 seconds of a Superbike. And we’ve all seen the videos of modified baggers dragging rear fenders down the street (not that we can back this sort of behavior).

Before we get into it, let’s address the elephant in the room—somewhat literally. These bikes are heavy, some of them nearly 850 pounds, and that’s just not for everyone. But since less than 90 pounds separates the lightest and heaviest on our list, it’s not worth dwelling on any longer. A thrilling mix of power and practicality, it’s no surprise much of the touring crowd is made up of baggers, and the following bikes are the hottest you can buy right now.

Harley-Davidson Road Glide ST You’ve gotta start somewhere, and it might as well be with HD. Considering their market share in the sector, Harley would be remiss to not embrace the bagger arms race head on, and several Milwaukee-Eight models make the grade. I could go either way between the Street Glide ST and Road Glide ST, but having mentioned KOTB, I have to go with the sharknose Road Glide.

Billed by Harley as the king of baggers, the Road Glide ST combines the power of the 117 ci Milwaukee-Eight engine with HD’s most aggressive touring bodywork. Separating it from the Street Glide ST, is a frame-mounted sharknose fairing sporting a pair of LED headlights. While it’s somewhat of an acquired taste, we think it’s a more modern and racier look than the batwing fairing.

The Road Glide’s bags have a chiseled look, and combined with blacked-out components, bronze cast wheels and a classic HD tank design, the bike has a pretty imposing image. Credit where credit is due, the Road Glide is definitely the least plastic-y bike of the bunch.

There’s more to it than just the image though, and the 117 ci, air/oil-cooled Milwaukee-Eight is the heart of the Road Glide. Sporting electronic sequential port fuel injection, the M8 produces 127 lb-ft and an estimated 103 hp. Torquey, but sacrificing a bit in horsepower, you know what you’re getting with an air-cooled V-twin.

Armed with dual front discs, four-piston calipers and raised suspension to maximize lean angle, Harley has definitely catered to the performance minded tourers with the Road Glide ST. It all comes at a price though, and it’s a tough pill to swallow at $29,999, making it the most expensive bike on our list by a small margin. If you’ve got that kind of coin burning a hole in your pocket, I’d urge you to hold off for a few months, though, as a new 121 ci M8 is on the horizon. [Harley-Davidson]

Indian Challenger Dark Horse Harley and baggers go hand in hand, but at the conclusion of the 2022 KOTB season, it was Indian’s Tyler O’Hara who came out on top on his Mission Foods S&S Challenger, and the brand has momentum. If you’re not one of the lucky 29 to shell out for Indian’s ready-to-race Challenger RR, the Dark Horse is your chariot, and it’s no slouch.

Between the Chieftain and Challenger Dark Horse models, you have to go with the Challenger for its 108 ci PowerPlus liquid-cooled engine. Blacked out, with its cooling components well disguised, the 11:1 compression V-twin is good for 122 hp and 128 lb-ft.

Scroll through the Dark Horse spec sheet, and a couple big names grab your attention. To start, you’ve got radial four-piston Brembo brakes, six-axis Bosch cornering ABS and Apple CarPlay integration. There’s also a hydraulically-adjustable Fox shock out back and an inverted front fork.

With a wide chassis-mounted fairing, LED lighting and sculpted bags out back, the Challenger has the look of a premium bagger that’s a bit more contemporary than its HD counterpart. With that usually comes a more plastic-y feel, and parts of the bike have it, but not overwhelmingly so.

Embracing modern tech and evolution, the Challenger Dark Horse will top the HD’s acceleration rolling or from a dig, making it the current king of the V-twins. MSRP comes in at $29,499, which is still expensive, but there’s no doubting where the money’s been spent. [Indian]

BMW R 18 B Roctane or R 18 B? The Roctane is sure to get more attention, but for the sake of continuity, I’m taking the one with the fairing. The pride of BMW’s Heritage lineup, the R 18 B is BMW’s bid at the performance bagger scene for fans of the classic boxer engine.

BMW took aim at the classic cruiser scene back in 2019 with the unveiling of the R 18 prototype, and cited the classic 1936 R5 for the majority of its design inspiration. The R 18 B takes a different spin on the platform, though, with the inclusion of more touring-friendly bodywork and saddlebags. It’s a bike with conflicting sides to its character, but overall an intriguing prospect and premium offering at just $19,945.

Underneath the swept bodywork, you have BMW’s 1,802 cc air/oil-cooled boxer twin, good for 91 hp and 116 lb-ft in the R 18. It’s not a super hot mill, with 9.6:1 compression and chain-driven cams, but the boxer is super reliable, and its classic looks are unparalleled in today’s market.

The R 18 B gets a reserved selection of BMW tech, with active cruise control, integrated ABS and dual four-piston calipers up front. BMW wouldn’t leave you hanging in the cockpit, and the digital display is massive at 10.25,” and the Marshall Gold Series sound system is a treat for the eyes and ears.

If I could hack into BMW’s configurator tool and make some risky decisions, I’d spice things up a bit by adding the R 18 B’s headlight fairing to the Roctane. Just a thought BMW… [BMW Motorrad]

Kawasaki Vulcan 1700 Vaquero ABS Not much has been said about Kawasaki’s Vulcan 1700 Vaquero, other than that it has ‘nice’ features and it’s comfortable to ride. While we typically find American-style Japanese cruisers to be a little uninspired, the Vulcan 1700 Vaquero is unshook by animosity, and keeps doing its thing to the tune of 104 cubic inches and 108 lb-ft.

The heart of Kawasaki’s 1700 Vaquero is a 1,700 cc, liquid-cooled V-twin, producing 81 hp. While it’s down a bit over the rest of the field, the Vulcan is no slouch, and its 0 to 60 times are less than a second behind Harley’s.

The Vulcan’s not at a loss for technology either, boasting air-assisted rear shocks, electronic cruise control and dual four-piston calipers up front with ABS. The Vaquero is also fit with Kawasaki’s K-ACT co-active braking technology. This system pairs standard ABS function with the ability to moderate the front and rear brakes together. In other words, the system will apply some braking effort to the opposite end if you panic brake with just one wheel.

Overall, the Vulcan 1700 Vaquero is close to being a real threat. It’s mechanically competitive, and its cosmetics are on-par with more expensive offerings—with the exception of the tiny 16-inch front wheel. But that’s just preference I suppose. [Kawasaki]

Yamaha, Moto Guzzi, et al. In lieu of presenting you with another Harley, Indian or BMW, I give you the Honda Goldwing. The Goldwing isn’t a bagger, it’s a touring bike—I know. But Victory’s dead, Yamaha killed the Eluder and Moto Guzzi’s MGX-21 is gone as well. Polaris is onto better things with Indian than Victory, but we’ll miss the others.

Consider a comeback Yamaha and Moto Guzzi, until then, the class fades into tourers like the Goldwing. We need options, and this list needs more bags. And consider for a moment the spectacle of four diverse brands battling for the KOTB championship, instead of two. Or would that be the Battle of the Twins all over again? [Honda]

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Desert Special: A custom Triumph Bonneville by Purpose Built

The best thing about modern classics is their ability to pass for vintage bikes on the street. Although seasoned motorcyclists know what to look for, most passersby can’t tell the difference between a modern Triumph Bonneville and a 1970s T140 as it zips past them. And it gets even better when you add some judicious custom work into the mix.

That’s the thinking behind this Triumph Bonneville desert sled, built by Purpose Built Moto on Australia’s Gold Coast. The inspiration came from the US desert racing scene of the 60s, and from a 1973 Triumph T140 that Purpose Built had just finished customizing. But their client wanted old school style with new school reliability, so they settled on a 2007-model donor.

With a low-mileage example sourced, PBM boss, Tom Gilroy, pondered how to approach the scrambler build. “Old desert sleds were street bikes stripped down, with knobby tires, lifted suspension and as much weight as possible removed, pointed at a searing hot desert and held wide open for as long as you could hang on,” he says.

“The bikes were slapped together with crudely modified parts, and anything the riders and mechanics could get their hands on, in the name of speed. I love the idea that drove this form of racing, especially the privateers that were out there giving it a go.”

The PBM crew started by tearing the fuel injected, air-cooled Bonneville down to its bare bones, then focussing on its stance. The front forks were stripped, polished and rebuilt with stiffer internals. And the rear end was picked up slightly, thanks to a new set of YSS shocks.

The original Bonneville hubs were re-laced to a pair of polished 18” H type rims, then shod with Pirelli MT43 trial tires. “And there was our riding stance,” says Tom.

With the rolling chassis perched on the bench, PBM started visualizing all the bits that they’d need to fabricate. Their client had a few specific requests—starting with a set of custom-built Webco-style handlebars, which are essentially high-bend tracker bars with a rounded crossbar. “They’re very fitting for the style,” says Toms, “so I was happy to oblige.”

Next, PBM took a DIY fender kit from their own catalog, and used it to fabricate the Bonneville’s tidy new front fender and brace. But when it came to looping the subframe and creating a suitable rear fender, things got tricky.

“Not because it was hard to build,” adds Tom, “but because it was hard to wrap my head around creating something so ill fitting. The idea here was to intentionally make the seat and fender not fit perfectly. Remember what I said about these bikes being slapped together?”

“I had to channel that and build the worst fitting fender and seat set up I’ve ever done.”

Tom started by hacking off the rear frame rails, and fabricating a loop that could double up as a grab rail and fender mount. A PBM tail light pokes out the back, with its wiring discreetly routed back to an electronics tray under the seat. A pair of turn signals sit just behind the shock mounts, while a license plate mount is welded directly to the rear fender.

“The seat pan was given the same horrible fit, with air gaps and cut-outs galore,” says Tom. “We built it in a Bates style, and mounted it to the fender directly by way of a hand made seat bolt. A tiny little crank handle that latches into a hidden channel behind the seat leather allows for removal of the seat, without any tools.”

Moving to the front, PBM installed new risers to hold the custom handlebars, then added new grips, push buttons, KustomTech levers, and underslung mirrors. Custom fork sleeves hold a pair of LED turn signals, with a vintage style headlight. “Most of our builds wear the PBM LED headlight range,” Tom adds, “but if they’re not right for the build, I’m not going to force it.”

Just above the headlight sits a stainless steel speedo cup, holding an all-in-one Daytona gauge. Like the bars, headlight bucket, fork shrouds and OEM engine covers, it’s bright and shiny—just like a vintage bike.

All that was left was to make new side covers, and finalize an exhaust design. PBM had removed the airbox, but kept the stock battery box and fuse box—so they needed something to hide those behind. The exhaust had to come first though.

“Desert sled means high pipes,” says Tom. “So twin high pipes were the answer, with oversized header and hidden muffler sections, to give them that distinct 60s straight pipe look, but subdue their bark enough to keep the neighbors happy. The lines of these bikes allows the exhaust to tuck in nice and close, which helped us avoid the need for heat shields on the sections that may come into contact with the rider.”

Once the exhausts were built, PBM hammered out a pair of aluminum side covers to to complement the overall aesthetic. With everything bolted to the bike in bare metal, Tom broke out some painters tape and markers, and began laying down a template for the build’s livery. Justin at PopBang Paint took it from there, dressing the Triumph in a stunning combination of blue and off-white.

As for the white seat, that, according to Tom, was unavoidable. “I had a creeping feeling it was time for me to do a white seat, and this was the perfect bike for it. It was trimmed up by Vintage Seat Co. on the Gold Coast. This seat and grips combo will only get better with age, as they get dirty and work in to show their age a little better.”

Purpose Built Moto’s work has dragged the Bonneville deeper into the past, while also giving it a timeless look that’ll suit any decade. As modern classics go, it doesn’t get much better than this.

Purpose Built Moto | Facebook | Instagram | Images by Brandan Trudinger

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Lighter Fare: Beginner-Friendly Adventure Motorcycles for 2023

A mystic combination of dual sport and cruiser, with a little bagger sprinkled in for good measure, adventure bikes are the ultimate Swiss army knife of motorcycling. Beyond the ability to make long treks comfortably, a good ADV bike has enough dirt prowess to tackle gravel roads and fire lanes, all without sacrificing its street manners for average city commuting.

But if you’re light on riding experience, there’s nothing attractive (or appropriate) about a bulky 600-pound machine with a 35-inch seat height. To quote the internet, you’re gonna have a bad time. Making adventure bikes more accessible means dropping seat height, ccs and some serious heft, and, thankfully, we’re seeing more and more options in this category. If you’re pretty green in the saddle and interested in the ADV lifestyle, these five bikes in the 300 cc class are worth considering.

Royal Enfield Himalayan Air-cooled and affordable, Royal Enfield’s Himalayan goes 100% against the grain of conventional ADV wisdom, but hey, that can be a good thing. Staking its claim in the market with mechanical simplicity and rugged, military-esque charm, the Himalayan is one of the most affordable ways to get off the beaten path.

Equipped with a large 4-gallon fuel tank, an engine skid plate and racks front and rear, the Himalayan certainly looks the part. The tall front windscreen fronts a combination of analog and digital gauges, including Royal’s Tripper navigation system, which is based on Google Maps. A wide seat accommodates you and a passenger, and the meaty racks allow you to clamp on auxiliary fuel tanks, gear bags and most anything else you could need.

A fairly basic machine mechanically, the Himalayan is based on the same steel tube chassis and 411 cc engine as the Scram 411. Power output from the fuel-injected, air-cooled single is a modest 24 hp through a five-speed transmission. The Himalayan also shares the majority of its suspension with the Scram, albeit with a small uptick in travel at 7.9” from the non-adjustable 41 mm telescopic fork, and a preload-adjustable rear monoshock provides 7” of travel.

The low 31.5-inch seat height and simple, air-cooled mechanicals make the Royal Enfield Himalayan a pretty accessible machine, and the dual-channel ABS allows users to switch off the rear ABS for fun in the dirt. While the bike’s a little heavier than it should be at 439 pounds, it’s certainly light on the wallet at $5,449. [Royal Enfield]

Honda CRF300L Rally Introduced back in 2020, Honda’s CRF300L built on all the strengths of the 250L, and made an effort to supply the increase in power we begged for. While it’s no powerhouse at 27 hp, the base 300L is a great beginner machine, and is as easy to ride and reliable as they come. Boasting a larger fuel tank and Dakar-inspired windscreen and plastics, the CRF300L Rally offers a few functional improvements for longer days in the saddle.

For what it is, the standard 300L is a pretty good looking bike, and even more so with the Rally. You could blend in with most any ADV crowd, and your average passerby won’t guess that your machine retails for a fraction of the others. Underneath its racy skin, the Rally is almost entirely based on the regular 300L’s mechanicals.

The Rally’s specs are unchanged for 2023, offering the same steel semi-double cradle chassis, 286 cc DOHC single and 21F/18R wheel combo. The 300L’s non-adjustable inverted fork and preload-adjustable Pro-Link rear provide a surprising 10.2” of travel, but is known for being a bit on the soft side. Even so, the 300L Rally is clearly one of the most capable bikes in the class off-road.

For longer trail days, Honda increased fuel capacity from 2.1 to 3.4 gallons on the Rally, and installed a larger 296 mm front brake disc. A frame-mounted windscreen, more enclosed bodywork and standard hand guards offer more protection and boost the 300L’s ADV cred.

In Rally trim, the 300L is a little taller in the seat at 35 inches and a bit heavier at 331 pounds, which makes the bike a little tall for shorter riders, but certainly not heavy. At $6,149, the Honda CRF300L Rally sells at a $750 premium over the standard 300L. [Honda]

Kawasaki Versys-X 300 Not to be left out of the micro-adventure segment, Kawasaki’s Versys-X 300 borrows its soul from the successful Ninja 300 sport bike. Sporty and affordable for the class, the Versys-X 300 entices riders to team green with rev-happy performance, sharp looks and a low, comfortable seat for long-haul riding on the cheap.

In its price bracket, Kawasaki’s 300 competes mostly with single-cylinders, and its 296 cc parallel-twin gives it a solid advantage at 40 crank hp. Sourced from the Ninja 300, it comes as no surprise that peak hp comes in north of 11,000 rpm, which makes the Versys a thrill in the twisties.

For adventure duty, the Versys-X is fit with frame-mounted windscreen and fairing, a big 4.5-gallon tank and a rack out back for tying down travel accessories. The seat is wide and comfortable for two, and sits low at just 32.”

While it excels on pavement, the Versys-X leaves a bit on the table for off-road use. Its telescopic front fork is good for 5.1” of travel, and the preload-adjustable monoshock out back returns 5.8.” The stock rubber is more at home on tarmac than gravel, and the 19F/17R wheel combo isn’t as inclined to tackle larger obstacles.

Offering rev-happy acceleration and enough comfort for longer excursions, the Kawasaki Versys-X 300 is an intriguing buy at just $5,899 (add $200 for ABS). [Kawasaki]

BMW G 310 GS BMW went all in on the 300 cc class back in 2017 with the launch of the G 310 R and G 310 GS models. Designed by BMW and manufactured by TVS in India, both bikes are very affordable for the marque, but have totally different characters. While the 310 R keeps things tight on the pavement, the 310 GS lets its hair down, and is ready for spontaneous offshoots on all sorts of terrain.

The G 310 GS is based on the same steel tubular frame and 34 hp, 313 cc DOHC single as the 310 R, along with the six-speed transmission and slipper clutch. Both bikes have pretty much the same fuel tank, seat and upright ergonomics as well. But from here, the bikes start to diverge.

To start, the GS has less aggressive rake for more cruising stability, and makes the jump to a 19-inch front wheel as well. BMW also cranked an extra 1.5” of travel into the 41 mm inverted fork, and an extra 2” in the preload-adjustable rear shock. From there, the GS is fit with the requisite chassis-mounted ADV bodywork, rear luggage rack and a different skid plate. In full kit, the 310 GS weighs 386 pounds at the curb.

Given its close relation to the 310 R, and its street-oriented rubber, the 310 GS registers a little lighter on the ADV spectrum than some of its competitors. Its character is really that of a commuter and urban explorer, that can go from city streets to gravel roads all day long. If that’s your jam, you’ll find the BMW G 310 GS to be an attractive prospect at just $5,890. [BMW Motorrad]

KTM 390 Adventure Team orange is well-known for its off-road prowess, so when KTM announced a light ADV bike based on the 390 Duke, we knew it was sure to shake things up in the 300 cc segment. In true Austrian fashion, the 390 Adventure boasts class-leading power, killer looks and (finally) spoked wheels.

The 390 Duke’s trick steel trellis frame and 373 cc DOHC single (manufactured by Bajaj Auto in India) form the basis of the 390 Adventure. Rated at 43 hp, KTM’s 373 continues to be a dominant force in the 300 cc segment, and a six-speed with a slipper clutch helps you make the most of it.

As per usual, WP Apex suspension systems are used front and rear, with a preload and rebound-adjustable monoshock in the rear, and a non-adjustable inverted front fork with a more relaxed 63.5-degree steering angle. Travel comes in a little lighter than we’d expect at 6.7” in the front and 6.9” in the rear, but travel isn’t everything, and WP’s products are proven performers.

Gearing up for the trails, the 390 Adventure gets a minimalist front fairing with LED lighting and a windscreen, a 3.8-gallon fuel tank and an engine skid plate. Bosch Cornering ABS comes standard, and an engageable off-road mode turns off the rear ABS and reduces it in the front. For 2023, the 390 Adventure upgrades to spoked wheels, 19F/17R, and Continental TKC 70 tires provide a nice balance between dirt and tarmac.

More aggressive, and pricier at $7,399, the KTM 390 Adventure pushes the entry-level ADV market as we’d expect KTM to do. If you can stomach the MSRP, the bike is still super accessible, weighing 371 pounds with a 33.6-inch seat height, and is sure to return years of enjoyable performance. [Rudi Schedl & KISKA GmbH, KTM]

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Cool Whip: HB-Custom’s crisp Suzuki DR650 scrambler

If we had to use one word to describe the bikes that roll out of Holger Breuer’s workshop, it would be ‘crisp.’ Whether he’s building a bobber or a scrambler, the man behind HB-Custom has an eye for perfect proportions and liveries that pop. Even when he’s working with a tired old Suzuki dual-sport as a donor, Holger manages to make magic.

This 1994 Suzuki DR650 came to the HB-Custom workshop in Husum, Germany, all the way from Berlin. Holger’s client actually booked two bikes in at once; an old BMW boxer to turn into a bobber for solo rides, and the Suzuki, which was destined for around-town duties and the occasional two-up jaunt.

The bike arrived as a rolling chassis with a very loose brief, so Holger envisioned a svelte scrambler for whipping through Berlin’s city streets. He’s built a number of handsome custom Honda Dominators, and figured that he could apply the same formula to the Suzuki DR650. And he was right.

But first, the Suzuki’s well-worn motor needed attention. Holger tore it down and rebuilt it, complete with new seals and gaskets and a fresh coat of paint. This engine might be almost three decades old, but it’s clean enough to eat off of.

Holger installed a Mikuni TM40 carb too, equipped with a K&N air filter in place of the airbox. The exhaust header is custom, while the muffler is a repurposed Shark unit, attached to a handmade hanger.

None of the Suzuki’s OEM bodywork remains. Starting up top, Holger adapted a Yamaha XT500 fuel tank to fit the Suzuki. New tank mounts had to be added to the frame too, along with new steering stops.

Further back, Holger hacked off the subframe and fabricated a new one. It’s flanked by a pair of handmade aluminum side panels, which hide most of the bike’s electrical components.

A new seat sits up top, upholstered in a mix of solid and perforated leather. The client likes to take his son along on rides, so Holger had to make sure there was enough room for two. He also retained the original passenger peg mounting points, but swapped the actual pegs and mounting brackets out for newer ones.

The bike’s bookended by custom-made steel fenders, with enough meat on the rear fender to keep muck off the air filter. Look closely, and you’ll also spot an attachment point at the back for the bike’s license plate bracket.

Holger retained the DR650’s original forks, wheels and brakes, but everything’s been refurbished—right down to a new set of stainless steel spokes for the wheels. The rear shock comes from YSS, and the adventure-type tires are Mitas E-09s.

A decently-sized Koso LED headlight sits up front, mounted on new headlight brackets. A slew of Magura parts sit just behind it, including the risers, handlebars, levers and grips. A single KTM 350 EXC switch cluster is attached to the left side of the bars, covering the basic functions.

Motogadget supplied the tiny digital speedo, along with its housing, which also holds the LED warning lights. Holger also rewired the Suzuki using components from the German company Axel Joost Elektronik, and installed Kellermann turn signals and taillights to complete the spec.

We said that Holger has a talent for picking good color schemes, and we weren’t kidding. He finished the DR650’s tank off with a design that plays on Suzuki’s traditional logos and racing colors, with a little black to modernize it. The frame, and a bunch of other hard parts, were powder-coated black to match.

HB-Custom’s Suzuki DR650 is as crisp as any of Holger’s previous builds, and proof that he can adapt his style to just about any platform. Then again, we expected nothing less.

HB-Custom | Instagram | Images by Emayat Wahab

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