2022 Harley-Davidson Nightster vs. Honda Rebel 1100 DCT vs. Indian Scout Rogue

A comparison of new-school cruisers.

2022 Harley-Davidson Nightster, Indian Scout Rogue, and Honda Rebel 1100 DCT.

There are faster machines, if that’s what you’re after, bikes with more power and less weight. Many even cost less than these. Yet the cruiser genre is home to some of America’s bestselling motorcycles. It’s no exaggeration to say that millions of riders have started out on bikes called Sportster or Rebel.

But after over three decades of successful manufacturing runs, both the Sportster and Rebel have changed. Honda’s Rebel brand is now a family of bikes in three displacements, 300cc, 500cc, and 1,100cc. Harley-Davidson’s Sportster is now a growing family of Revolution Max–powered machines, listed under the new Sport tab on Harley-Davidson’s website.

In-town traffic lights gave us plenty of opportunities to test throttle, clutch, and brake feel, moving from green lights to reds.

It was toward the end of these 30-plus-year runs for the Rebel and Evolution-powered Sportster that Indian Motorcycle saw an opportunity. These long-running models lacked technology and were starting to feel dated. Indian’s Scout hit the market with a new liquid-cooled DOHC 1,133cc V-twin engine and new-school multipiece aluminum frame, but with a traditional cruiser silhouette and dual outboard shocks. If H-D and Honda weren’t working on Rebel and Sportster replacements by that point already, the Scout was a clear message that times were changing and updates were due.

Now the Sportster name exists only on liquid-cooled models with a 60-degree vee angle. Iron 883s and Forty-Eights remain with the traditional 45-degree V-twin, but it is only a matter of time until the Evolution line disappears completely. This Evo line of Sportsters has sold more than 1.4 million motorcycles since 1986. H-D’s Evo line was, at one point, selling more than 70,000 units a year. The 2022 Honda Rebel 1100, Indian Scout Rogue, and Harley-Davidson Nightster are all here to fill that impending void.

Two gas tanks and an air cover catch the afternoon light.

Any of America’s vast network of long scenic highways could serve as a spiritual home and testing grounds for these new motorcycles, but few are as versatile and iconic as California’s Pacific Coast Highway. North of Los Angeles, long open stretches of beachside road cut through charming beach towns. Flip up your visor, pull in your clutch lever, and you can hear waves breaking on the shore. It’s a perfect cruiser environment, and Cycle World’s In-Market Editor Bradley Adams, former Editor-at-Large Andrew Cherney, and I lost no time ambling north out of Malibu toward Ventura.

California’s Highway 33 snakes north out of Ojai into a vast mountain landscape.

If you’re in no hurry at all, these bikes are easy to enjoy. Their riding positions are varying levels of relaxed. There’s little in front of their riders to distract from the road and landscape ahead. Here the Scout’s softer suspension and stretched-out ergonomics quickly lead to tranquil cruising. The 1,133cc V-twin pulls steady and strong, smooth and predictable. No traction control, power modes, or even a fuel gauge mean the riding experience is simple and direct. A well-tuned throttle and excellent clutch feel mean that ride modes are never missed. Engine character walks the line between high-revving sportbike engines and a more traditional cruiser torque bomb. Near-peak torque is available immediately from the first crack of the throttle, but the engine revs up nicely to 8,000 rpm with no flat spots, redlining at 8,260. As our group entered town and hit traffic lights, the Scout’s pop-pop-pop at idle let bystanders know that this was the most traditional cruiser of the bunch.

Honda’s Rebel 1100 is so predictable and easy to ride that it can almost feel like cheating. Use of a dual-clutch automatic transmission (DCT) eliminates the need for a clutch lever or shift pedal, but the throttle provides a direct and connected feel through the ride-by-wire system and allows a high level of control even as the bike shifts automatically during acceleration. Three programmed modes alter power delivery, engine-braking, traction control, and DCT shift points; riders can program their own mode if preferred. But even with so much technology between right hand and rear wheel, riding the Rebel is uncomplicated and pure. Twist the throttle and it goes; focus on what’s ahead, not what it takes to get there.

The Rebel 1100 is the most affordable of our three test bikes, with an MSRP of $9,999 as tested.

The Honda Rebel’s Pearl Stallion Brown paint shows its depth in the sunlight.

The Rebel’s parallel-twin engine was developed for use in Honda’s Honda’s Africa Twin adventure bike but is equipped here with a 20 percent heavier flywheel for more traditional cruiser feel from idle. Power delivery is smooth and strong and the engine is well balanced, but even with that flywheel it doesn’t have the classic cruiser pulse. Or, for that matter, an exhaust note that makes you want to blip the throttle at a red light, though this only became an issue while next to the Scout.

From the moment the Nightster enters your consciousness, it shouts that this is not the Sportster of old. The Revolution Max 975T features variable valve timing on intake, is balanced and smooth, revs quickly, and sounds fast even at idle, but the 60-degree V-twin doesn’t sound like old Sportsters at all. At low rpm in town, the Nightster wanted to be spun up and go faster than in-town traffic allowed. Later dyno tests show the engine produces near-peak torque at 3,000 rpm, but a dip right before 4,000 rpm made testers want to keep it over that 4,000-rev mark to maintain smooth and predictable power delivery. Sport, Road, and Rain ride modes adjust traction control, ABS, power delivery, and engine-braking. Sport is too aggressive at the initial throttle opening, which can lead to a jerky ride. Rain mode cuts power delivery and maximizes TC, so Road proved to be the preferred mode for all testers. While shifting, long lever throw between first and second gear, along with vague engagement caused testers to hit neutral if not very intentional with shifts. The clutch is heavily sprung and grabby, which pairs with a conservatively tuned traction control system for more frequent intervention than the Honda. Compared to the Rebel and Scout, the connection between throttle hand and rear wheel is less direct on the Nightster.

Harley-Davidson Nightster models start at $13,499, or $13,899 MSRP as seen here.

After passing a handful of quaint roadside coffee shops, we stopped resisting. This ride through town, plus parking on a busy walking street, brought up another key part of cruiser ownership: posturing. Style is important to a cruiser’s appeal. When we think of the quintessential cruiser experience, the classic American ride from Harley-Davidson and the Marlboro Man, Easy Rider, even Wild Hogs, we remember the bikes and the rides—but also the style and flash. In cruisers, vibe matters.

Indian’s Scout Rogue uses modern styling cues to add relevance to the known Scout platform. A headlight cowl, mini apehanger handlebar, 19-inch front wheel, and steep-backed solo seat bring the Rogue’s appearance into 2022. The Scout’s low seat, tall handlebar, and forward foot controls are all classic cruiser. The cast-aluminum frame components are visible below the seat and behind the front wheel, more closely resembling side covers and a radiator shroud than a traditional tubular steel frame, but they blend in nicely with the bike’s overall design. Like most liquid-cooled bikes, there isn’t much room around the engine, but the Scout does a great job of neatly tucking away plumbing.

Indian Scout Rogue models start at $12,749 MSRP. The model seen here has an MSRP of $14,149.

Honda’s 1100 wears its modernity on its sleeve. A steel trellis frame shows through much of the bike, giving it a muscular look if not one that’s traditionally cruiser. The engine is painted matte black and doesn’t ask to be noticed, but room has been left around it for light to pass through. Brown metalflake paint, gloriously named Pearl Stallion Brown, shines in a high-quality finish. Welds on the frame are clean and smooth. Wires and coolant hoses are tucked away nicely, never drawing the eye. But while the 1100 is clearly built to a very high standard, there isn’t much flash or glitz on the Rebel. Honda has found its own style with the Rebel line, rather than mimic American cruisers. The bike seems to say, “Ride me and find out,” rather than lead with high style as a major marketing point. This undoubtedly contributes to its group-lowest price tag.

The Rebel’s B-side is well organized. Hoses and cables are neatly tucked away.

From our table a few yards away the Nightster is immediately recognizable as part of the Sportster family. Two shocks out back, the familiar line of the rear fender and its mounting struts, solo seat, mid-controls, peanut tank, and a round headlight, it’s all there. But as you get closer, you see that concessions were made in order to achieve this silhouette with the new high-performance 975T and its power goals. That peanut tank is a steel cover over a downdraft intake and fuel injection system. Gas is stored in a matte black tank tucked into the body of the Nightster, accessed by lifting up the seat. This intake and gas placement result in a low center of gravity and contribute to excellent handling, but are just so far from traditional Sportster design that it feels more alien here than it would on another bike.

Unlike the Rebel and Scout, the 975T is silver and highlighted as the center of the Nightster, at least on the right side. Covers on the right are bright, sculpted, and well defined. On the left, cylinder heads are deeply contoured and textured, painted black, and surrounded by hoses, cables, and tubing. The left side of Harleys has often been referred to as the B-side, but the difference in attention to detail from left to right has never been so dramatic. H-D has set a high standard in fit and finish, and this model doesn’t do that legacy justice.

The left side of the Nightster’s 975T engine shows wrapped wires, hoses, and plumbing.

Our coffee stop was pleasant, but Highway 33 in the hills past Ojai is one of the best motorcycling roads in all of California. A wide, smooth, two-lane road twists upward in a mix of hard, tight turns and wide, open sweepers. But getting there means going through a few dozen miles of farmland.

Our testers ranged from 5-foot-7 to 6-foot-4, but surprisingly, we all agreed on each bike’s ergonomic setup. The Nightster puts its rider in a comfortable upright position with an easy reach to the bar and their feet beneath them at mid-controls. The Rogue lets each rider stretch out a bit in the most comfortable position of the three bikes tested; a tall, wide handlebar provides good leverage, forward foot controls give plenty of room, and the saddle is thickly padded and well contoured.

Ergonomic differences between each bike are more apparent with riders side by side.

The Rebel’s ergonomics proved to be somewhat challenging. Mid-mounted footpegs sit high on the frame and put riders in sort of a cannonball position, which was uncomfortable on longer stretches of highway. This peg positioning is reflected in the Rebel’s 35 degrees of claimed lean angle—significantly greater than the other two bikes—but testers unanimously agreed they’d trade some lean angle for cruising comfort.

Tree density waned as we climbed higher above Ojai. Beautiful views of open land and surrounding mountain peaks lay beyond each turn as we scooted up on the bikes and prepared for more aggressive riding.

Regardless of the road ahead, the Rebel was often at the front of the pack, unless its rider felt like giving someone else a turn.

Here in the hills the Nightster came alive. The Rev Max 975T engine’s song was perfectly smooth from 4,000–6,000 rpm with strong roll-on power to pull you out of each turn. Suspension was taut and composed. The bike easily changes direction and holds through banked turns with just a little inside bar pressure. Small bumps mid-turn are easily disregarded and even larger square-edged hits are eaten up by the suspension with little disturbance. Brake performance is adequate, though more stopping power would be appreciated. Here’s where we finally felt connected to the Sportster, riding it hard and flowing left and right up the mountain. Flat spots at low rpm and traction control tuning matter little while you try to squeeze the most juice out of the ripe 975T.

At 481 pounds ready to ride, the Nightster is the lightest of the group by 28 pounds, followed by the Rebel at 509 and then the Scout at 552. Weight savings and weight placement make a huge difference in picking the bike up off of the kickstand and maneuverability, but in our instrumented testing, it wasn’t enough to make up for the Nightster’s smaller-displacement engine. From 0–30, 0–60, and in the quarter-mile, both the Scout and Rebel were quicker than the Nightster. The Rogue and the Rebel were virtually identical in their quarter-mile times, but the Honda was faster to 100 mph and significantly faster in our 40–60 mph and 40–80 mph roll-on tests, though that proved to be more a result of gearing than outright engine power. Aggressive roll-on throttle input on the DCT-equipped Honda will typically result in a downshift to optimize power delivery, but we put the bike in manual mode for our roll-on test here.

Details like blacked-out fork tubes show style in the Honda, just a bit different from what we’re used to in this genre.

While pushing the Nightster through curving mountain roads was exhilarating, it was nearly impossible to get the Rebel out of the rearview mirror unless its rider decided to pass. Steering is neutral and the DCT is doing all the shifting. The chassis feels planted, with no pitching aft as you accelerate out of one corner and brake hard into another. Brakes on the 1100 are the best in the group, providing strong stopping power with excellent feedback at the lever. Tight ergonomics were of little worry here as we took full advantage of the Rebel’s greater lean angle. Nightster and Rogue both scraped footpegs often, but this was a rare occurrence for the 1100. Even leaned over, carrying speed through a turn, the chassis provides excellent feedback and allows for midcorner inputs without the worry of losing composure. Again, it can feel like cheating for an experienced rider, but for a newer rider who needs to focus on clutching and shifting to do so smoothly, this bike is a revelation. DCT is only an option, and the Rebel models can be sold without it, but after experiencing DCT in this application the argument for manual shifting only lies in personal preference.

Moments of conversation cut the trip and give testers an opportunity to ruminate on each bike’s performance.

The Scout was often a few turns behind the other two bikes, but happy and comfortable there. It’s not limited by its engine, as proven by our quarter-mile test, but by soft suspension and a very limited lean angle. A small bump in a spirited turn causes the chassis to lose composure and scrape hard parts. A major bump at any point will bottom out the short-travel rear suspension. Brakes are typical of the cruiser genre, requiring a big squeeze with a somewhat vague feel at the lever, but they do provide decent stopping power. Best to just acknowledge the limitations and enjoy cruising along.

We reached a hilltop viewpoint and stopped to soak in the day’s last light and compare notes before turning around.

“The Nightster just handles like a sportbike,” Adams said.

“But it doesn’t really put you in a position to handle it like a sportbike,” I said. “And the Rebel is so easy it can be boring. The Scout gets mad when you push it.”

“But the Scout is the only bike here that feels like a cruiser,” Cherney said.

“The only bike here that feels like a cruiser you’re used to, old man,” I countered with a smile.

Cherney knocked my gloves off of the Rebel’s seat onto the asphalt.

As we headed back down the mountain and into the evening, I thought of the American riding experience again. Captain America. Marlon Brando. Even Wild Hogs a little. Are we tied to the history of motorcycling on these machines? Do we need to be? How many millions of miles have been ridden on air-cooled Sportsters through these very roads, and how many more will pass under the wheels of these new machines?

Each of these bikes represents a level of balance, which is inherently a level of compromise. The Nightster trades in-town presence and engine character for sporty performance. The Rebel gives up character and ergonomics for a refined riding experience and greater lean angle. And the Rogue sacrifices handling and suspension performance for ergonomics and style.

The Nightster feels like a sportbike molded to cruiser form. Its high-revving engine encourages sporty riding and the chassis is well built for it. But the Nightster has lost much of the old Sportster’s in-town appeal. Ill-fitting covers, cheap-feeling plastic pieces, and a messy nest of wires and tubing make it hard to focus on the bike’s overall form. So it’s a cruiser that’s best enjoyed while sport riding, which feels like an uneasy compromise. Had Harley-Davidson’s fit and finish met the standard that we’re used to from The Motor Company, or even if the engine, clutch, and transmission were tuned to be friendlier in town, we would have enjoyed the Nightster more.

Indian’s Scout best walked the line between traditional cruiser feel and modern performance, but it could easily be left behind as these others continue to evolve. The engine is strong and predictable. It’s the most expensive of the group, even without variable valve timing or DCT. Rear suspension is soft, and 2 inches of its travel is used up quickly, often failing to spare the rider from harsh bumps. Forward controls are low and comfortable, but scrape early and often. So while the Scout Rogue proved to be the best cruiser of the bunch, it simply wasn’t the best motorcycle.

The Honda Rebel was easiest to ride and the quickest through a canyon. It is smooth and consistent while cruising through town, covering long miles on the highway, or being pushed to its limits on tight, winding roads. Midcorner handling and a significantly greater lean angle than the other bikes make the Rebel more confidence-inspir­ing at high speeds, as well.

Testers found that it’s hard to let go of the V-twin character expected of bikes like these, but when presented with the Rebel’s exceptional performance package, it’s more about enjoying the ride than posturing and style. It’s easy to appreciate a new bike if it reflects the charming aspects of cruisers past, but the importance of that character can easily be argued away in favor of performance, particularly since all of these bikes have moved away from traditional cruiser norms in so many ways.

The Rebel’s tunability, predictability, and price make it an easily approachable bike for newer riders. Its excellent handling, powerful engine, and strong braking system make it a great choice for those with the experience to use them. The Scout may have won our hearts with its style and feel, but our heads tell us the 2022 Honda Rebel 1100 DCT is the clear winner.

2022 Harley-Davidson Nightster Specifications

PERFORMANCE NUMBERS

CW Measured Performance

GEARBOX:

Helmet: Icon Airflite El Centro

Jacket: Alpinestars Ray Canvas V2

Pant: Street & Steel Iron Workers Cargo

Gloves: Cortech DXR

Boots: Harley-Davidson Steinman

2022 Honda Rebel 1100 DCT Specifications

PERFORMANCE NUMBERS

CW Measured Performance

GEARBOX:

Helmet: Hedon Heroine Racer

Jacket: Tobacco Territory Riding

Pant: Tobacco Selvedge Riding Jeans

Gloves: Spidi Originals Glove

Boots: Red Wing Iron Ranger

2022 Indian Scout Rogue Specifications

PERFORMANCE NUMBERS

CW Measured Performance

GEARBOX:

Helmet: Shoei RF-SR

Jacket: Tobacco California Riding Shirt

Pant: Cortech The Primary Riding Jeans

Gloves: Rev’It Abbey Road

Boots: Sidi Arcadia

Keyword: 2022 Harley-Davidson Nightster vs. Honda Rebel 1100 DCT vs. Indian Scout Rogue