The 10 Most Reliable Touring Motorcycles: Buy Once, Ride Forever

In a hurry? Pick by your situation:

• Bad knees or a shorter inseam: Gold Wing, Road King, BMW R1200RT, V-Strom 650
• Tight budget: Honda NT700V, Honda ST1300, V-Strom 650
• Rough roads and gravel: Yamaha Super Ténéré, V-Strom 650
• Easy to work on yourself: Road King, Moto Guzzi Norge
• Maximum highway power: Kawasaki Concours 14, Yamaha FJR1300

This list is built from owner-reported mileage, long-running owner forums, high-mileage ownership reports and used-market data. We looked for bikes that routinely pass 100,000 miles, have a well-known weak spot that’s cheap to check, and are easy to find used.

One honest caveat: mileage figures are what owners report, not guarantees. Maintenance history matters more than the odometer, and every price below is a ballpark that moves with year, condition and region.

*Ballpark US used prices. Always check current listings.

The bikes that pass 100,000 miles share a few traits:

• Understressed engines. A big engine making modest power works less hard, so it wears slower.
• Shaft drive. No chain to lube, adjust or replace. Most bikes on this list use one.
• Simple, serviceable design. Fewer exotic parts means fewer failures and cheaper fixes.
• A known weak spot with a known fix. Every bike here has one. Reliable doesn’t mean flawless. It means you know exactly what to inspect.

That last point matters most when buying used. Let’s count down.

If one bike defines the high-mileage sport tourer, it’s the FJR1300. For more than two decades this inline-four has been a favorite of endurance riders, and second- and third-generation bikes with 150,000 to 200,000 miles on original internals aren’t unusual. The shaft drive is built for heavy loads, and the power is seamless.

The trade-off is weight. Seat height is a manageable 31.7 in and wet weight is around 643 lb. The problem is that the mass sits high, thanks to the big tank and inline-four layout. Paddling it backward out of a sloped driveway takes real strength.

Used price: roughly $4,500 to $9,000.
Check this: on older models, listen to the right side of the engine at cold idle. A rattle means the cam chain tensioner is failing. Caught early, it’s a straightforward fix.

Luggage tip: on multi-day trips, a motorcycle tail bag is an easy way to add overflow space without overloading the factory cases.

Kawasaki took its ZX-14 hyperbike engine, added variable valve timing and shaft drive, and built a tourer with serious thrust. Because the 1,352 cc engine is barely stressed in touring duty, owners regularly report 150,000 miles with just fluids and wear items.

It’s also one of the hardest bikes here to manage at a standstill. Seat height is 32.1 in and wet weight is about 670 lb, so it’s wide, heavy and built for high-speed stability rather than parking lots.

Used price: roughly $6,000 to $9,000, which is a lot of performance for the money.
Check this: ask for valve clearance service records, because labor is expensive when the head is hard to reach. Then test the KiPass keyless ignition carefully. If the fob is missing or the ignition hesitates, walk away. A failure mid-trip leaves you stranded.

Luggage tip: at highway speeds you want your phone, wallet and sunglasses within reach. A motorcycle tank bag keeps them handy. Check the mounting style against your tank before you buy.

American V-twins get an unfair reputation, but a Road King with an Evolution or Twin Cam 96/103 engine commonly passes 100,000 miles. The real secret is that it’s easy to rebuild. At 150,000 miles you can often refresh the top end without pulling the engine from the frame.

On paper, 800+ lb sounds like a deal-breaker for sore knees. In practice, the seat sits at about 27 in and most of the weight is carried right at ankle height. That low center of gravity makes it easier to lift off the sidestand or flat-foot at a light than many lighter sport tourers.

Used price: roughly $5,000 to $12,000.
Check this: on early Twin Cam 88 bikes (1999 to 2006), ask whether the spring-loaded cam chain tensioners were upgraded to the hydraulic type. If not, budget for the upgrade.

Luggage tip: the Road King is one of the easiest bikes to turn into a proper long-hauler. Browse our Road King luggage, bags and parts collection for 2014 and newer bikes, or the 2009–2013 Road King collection if you ride the earlier generation.

Honda designed the ST1300’s longitudinal V4 for police use and long-distance abuse. Civilian bikes routinely reach 150,000 to 200,000 miles without internal drama.

Locomotive reliability comes with locomotive mass. Seat height is 31.1 in, but the 719 lb wet weight sits high, so it’s notoriously top-heavy. If your boot slips on a wet painted line, it’s going over. That’s the main reason older riders sell these.

Used price: often just $3,500 to $6,000, one of the best bargains here.
Check this: watch the temperature gauge on the test ride. If it never reaches normal operating temperature, the thermostat is stuck open. It’s a simple weekend fix, but it hurts fuel economy and can foul plugs.

Luggage tip: keep weight low on a top-heavy bike. A motorcycle roll bag strapped down low is a handy way to carry bulky, lighter items like a jacket liner or sleeping bag.

This one looks unremarkable: cheap plastics, no showroom prestige, no horsepower war. But its 645 cc twin (shared with the SV650) is refined and understressed, and high-mileage commuter and courier use past 150,000 miles isn’t unusual.

It’s also the friendliest bike here for older or smaller riders. Seat height is 32.9 in, though the suspension sags when you sit. Wet weight is only about 476 lb. If it starts to tip at a stop sign, you can catch it with one leg.

Used price: roughly $3,000 to $6,000, leaving budget for luggage and suspension upgrades.
Check this: on earlier bikes, measure charging output with a multimeter. With the engine at 5,000 rpm, you should see over 14 volts at the battery. If not, the stator or regulator is failing, the bike’s one common weak spot.

Luggage tip: a bike this light and tough is made for adventure riding. Our adventure touring motorcycle luggage range includes universal and bike-specific options for dual-sport and ADV bikes. Check fitment for your model.

Italian bikes usually mean electrical gremlins and frequent service. The Norge doesn’t follow that script. It uses an air- and oil-cooled transverse V-twin with pushrods and a heavy-duty shaft drive, so there’s very little delicate to break. Owners report 100,000+ miles with maintenance you can do in your driveway.

Seat height is an accessible 31.5 in and weight is around 610 lb, carried low. There’s a signature side-to-side torque rock at idle, but once moving it feels stable and easy to manage at low speed.

Used price: roughly $3,500 to $6,500.
Check this: early 8-valve engines used flat tappets that wore prematurely. Guzzi later switched to roller tappets. Get proof of the upgrade, or negotiate the price to cover it.

Luggage tip: a bike you can wrench on yourself deserves a proper motorcycle tool bag for the basics, so a roadside fix doesn’t become a tow.

Reviewers called it dull. Honda didn’t build it for magazine shootouts. It’s a work tool for dispatch riders and commuters, with a muted V-twin, an enclosed shaft drive and integrated hard luggage. UK courier fleets commonly run these past 120,000 miles. Availability varies by market.

It’s easy on the body too. Seat height is 31.7 in, the profile is slim, and weight is about 562 lb, light enough to paddle backward without back pain but planted on a windy interstate.

Used price: roughly $2,500 to $4,500, because it depreciates hard.
Check this: the plastic hinges and latches on the built-in cases crack easily, and parts are getting hard to find. If the cases don’t open and close smoothly, factor that in.

Luggage tip: because the cases are integrated and the latches are the weak point, you’ll want to open them less. A set of motorcycle luggage organizers keeps loose gear tidy, so everything you need is easy to find in one go.

BMW’s flagship tourer can scare used buyers with talk of electrical faults and big bills. The fix is being picky about the year. Look for the 2010 to 2013 “camhead” R1200RT.

Early bikes (2005 to 2006) had a servo-assisted ABS that could fail and take most of your braking with it, and the replacement could cost thousands. The camhead generation switched to a conventional hydraulic ABS and a smoother dual-overhead-cam boxer. These bikes regularly clear 100,000 miles.

The boxer layout also puts the heavy cylinders down by your shins. At about 580 lb, with a seat that drops to 31.7 in, it flicks through mountain roads and still flat-foots easily at a rural stop sign.

Used price: roughly $5,000 to $8,000.
Check this: turn the ignition on and watch the fuel gauge. The in-tank level sensor is a known repeat failure. Then put the bike on the center stand and shake the rear wheel side to side. Clicking or play suggests final drive bearing wear.

Luggage tip: the RT comes with factory cases, so extra gear is about flexibility. Browse our BMW motorcycle luggage, bags and parts range, and check fitment for your exact model before ordering.

If your route has frost heaves, broken tarmac and washboard gravel, a pretty fairing won’t survive. While rivals chased horsepower and complex electronics, Yamaha built an intentionally understressed 1,199 cc parallel twin with a 270° crank, tuned for torque and heat survival. The enclosed shaft drive is built to take heavy landings. Round-the-world riders have documented 150,000 miles through mud, sand and extreme temperatures.

The challenge is height. Around 575 lb wet is manageable, but the lowest seat position is 33.3 in and the weight rides high. Short inseams and bad knees are a real risk here.

Used price: roughly $6,000 to $10,000, often with luggage.
Check this: run a wrench across the rear spokes. Dull-sounding or seized nipples (common after winter salt or coastal rain) can snap under load. On early 2012 to 2013 bikes, also listen for a cold-start rattle that points to the older cam chain tensioner.

Luggage tip: serious off-pavement miles call for tough, lockable storage. See our adventure motorcycle side cases, and confirm fitment for your bike first.

This is the benchmark. A smooth, horizontally opposed flat-six sits low in the frame, and owners regularly report 150,000 miles as barely broken in. Many report 300,000 miles or more on original engine cases.

Yes, it’s heavy, roughly 800 to 900+ lb depending on year and trim. But the seat is a low 29 in or so, and the engine’s weight sits near your ankles. Above walking speed, the weight seems to vanish. For parking-lot maneuvers, the electric reverse is a huge help for bad knees.

Used price: roughly $4,000 to $8,000 for earlier GL1800 generations.
Check this: run the VIN through a Honda dealer and confirm every recall and service item has been completed. If the documentation is clean, this could be the last touring bike you ever buy.

Luggage tip: the Gold Wing already has big built-in cases, so the smart add-on is something for the days you’re off the bike. See how a motorcycle backpack works in practice in our Gold Wing owner’s test of the 30L tactical backpack.

Wondering if a Gold Wing is the easiest option for older riders? Our guide to the best automatic motorcycles for seniors covers DCT and clutch-free alternatives.

• Bad knees or a shorter inseam: the Gold Wing, Road King, BMW R1200RT or V-Strom 650 (low seat, low weight, or low center of gravity).
• Tightest budget: the Honda NT700V, Honda ST1300 or V-Strom 650.
• Rough roads and gravel: the Yamaha Super Ténéré or V-Strom 650.
• Wrench-it-yourself simplicity: the Road King or Moto Guzzi Norge.
• Maximum highway power: the Kawasaki Concours 14 or Yamaha FJR1300.

Mileage matters less than maintenance. Before you hand over cash:

1. Ask for service records, especially valve checks, final drive service and fluid changes.
2. Start it cold and listen for rattles at idle.
3. Watch the gauges for temperature behavior and warning lights.
4. Check charging output with a multimeter on older bikes.
5. Inspect the luggage and hinges. Cracked cases are expensive to replace.
6. Run the VIN for open recalls.
7. Take a long test ride, not a lap around the block.

New to the process? Our beginner’s guide to buying a motorcycle walks through budgeting and used-bike inspection.

A bike that lasts 200,000 miles needs luggage that keeps up:

• Hardware that doesn’t rust or loosen, because vibration over thousands of miles finds every weak mount.
• The right bag for how you ride. Our comparison of saddlebags vs tail bags breaks down capacity, balance and mounting.
• Bike-specific fitment. Universal fits tend to rub and rattle on long trips.
• Weight kept low and centered, especially on top-heavy bikes.

Ready to build your setup? Browse our full motorcycle luggage collection.