1600Cc Class Motorcycles Motorcycle Cruiser

16 Май 2015 | Author: | Комментарии к записи 1600Cc Class Motorcycles Motorcycle Cruiser отключены


It doesn’t seem so many moons ago that was the ultimate class. Throughout the bikes boasting anything than 1400cc were the top the absolute kings of the heavyweight hill. But like most created in the 20th century, the of once-heady displacement numbers has diminished over time.

The champs have been by the mad rush of OEMs toward more horsepower and big displacement in the century-and these days if jugs don’t pony up at 1800 cubic centimeters of you probably won’t be invited to heads and spin tires the big boys in the flagship class, you have to play to be considered Cruiser.

Call ’em you want to-light heavyweights, middleweights, Not Quite the Biggest even though they between the megatwins and the 1300cc-and-under of cruisers, thisonce-lofty class become irrelevant in either or popularity over the years.

still appeal to plenty of us.

the Cut

Six years ago any of these machines have been a prime in our big-twins shootout. But when the Vulcan 2000 showed up in it created a mondo-twin class sucked in the other oversized In addition to the V2K, the Honda and the Star ‘Liner series 1854cc), Suzuki’s new 109R (with 1783cc of displacement) play here.

And because you can now out heavyweight twins into other subclasses- the supra-1800cc and the sub-1400cc bikes-it narrowed the of machines eligible for this which we limited to V-twin-powered production cruisers with between 1500cc and 1700cc. off the bat Honda was booted from but Kawasaki has 1500 and 1600s, has a full range of 1500s and entire line is stocked 1600s.

Suzuki is left just a single 1500 discontinuing the 1600 Marauder in For the test we plucked bikes have stood the test of others that have considerably over the years and a few that made the scene we last tested the class in

It took only a brief to decide what we wanted Harley. After eliminating the for their price and familiarity, left the Dynas. We hadn’t too impressed with the series in the but Harley has given it a noticeable in the last two years, adding a speed, stainless brake and other touches.

We went for the new Fat Bob.

Kawasaki had a short too-its Mean Streak has been a staff favorite, but for and styling the 1600 Classic to be the obvious choice. When we got to the Motorcycle lineup, it was a no-brainer to the 1670cc Road Star-it fit our perfectly. And for 2008 it had been with fuel injection.

the Boulevard series, there be only one contender: the relatively C90. Formerly known as the 1500 LC, Suzuki’s oncevenerable of the hill now delivers the beans in livery, the same 48-degree, air/oil-cooled V-twin providing the (it received fuel injection in

All of Victory’s bikes are 1634cc, and we split between the Vegas and the for their more agreeable characteristics. Victory touts the as a rider’s bike, so we went the new-for-2008 Kingpin 8-Ball, we hadn’t yet fully tested.

And they were-five for the road.

you Get

The Fat Boy might be considered the prototype for the class, but we felt it was time for fresh meat from the Company-in the form of the new Dyna Fat The Boy may epitomize that singularly chunky look, but the Bob goes the way, with a 0.7-inch-shorter funky dual headlights, a fender and footpegs instead of the floorboards (you can choose forward-mounted pegs or midmounts; we for the latter).

Though it’s least the other bikes here it retains some of the Boy’s features such as disc-style wheels and fat tires (but the full fenders). The tank-top remain, but the fork legs are and the rear suspension utilizes an dual-damper setup along dual front-brake discs. cases and other components get the treatment, while covers are

The Fat Bob uses Harley’s rigid-mounted 1584cc, aircooled twin Standard EFI and Harley’s current-generation Drive six-speed transmission for an impressive package.

Even the Fat Boy wasn’t invited to this you can see its reflection in Kawasaki’s Vulcan Classic, which cribs of the same styling cues-right to the headlight nacelle. Where the steps up is with engine Its liquid-cooled 1552cc mill overhead cams and four per cylinder instead of Harley’s working two valves in each

The Vulcan’s five-speed gets to a shaft final drive of the Harley’s belt, but like the Fat the Kawasaki uses external, twin shocks out back. The throws in convenient bits a helmet lock, adjustable shock damping and a tool kit the locking side cover. there’s the price-the Vulcan lists for $10,699, while the Fat Bob at $14,795 for just a black

We hadn’t tested the Road since 2004’s Mega test, where it was outclassed by its competitors, the Honda VTX1800N and the Vulcan 2000. The Roadie had received the updated 1700cc back then, bored out to and filled with new 97mm Other tweaks included 298mm front-brake discs, a speedometer and wheels with tubeless tires.

It also a more radical camshaft and a restrictive airbox, but at that the EFI wasn’t yet in the mix, so we were to land this year’s model-in fact, we waited for the version to build this around. We feel the $11,899 Star is much more at in this smaller class,

The Roadie’s new electronic fuel features a single throttle with dual injectors for each cylinder); a throttle-position linked to the new ECu supplies info throttle opening so the ECu can adjust timing. To accommodate the new plumbing, fit the fuel pump and filter in the tank, which squeezed capacity from 5.2 to 4.7 gallons.

The handlebar pad gets a switch to the functions appearing in the tank-mounted LCD window. Star chose to our Road Star in S trim, ladles extra chromium the switch gear, frontbrake cylinder, front fork and (and adds $700) but is mechanically a straight Road

At $10,499, Suzuki’s once-flagship the Boulevard C90, is the deal Formerly the Intruder 1500 LC, big V twin got swept up into the branding in 2005, becoming the C90 and a raft of updates. It’s no the biggest V twin in the Suzuki that distinction goes to its and C109R stablemates.

The C90 retains the same 45-degree, mill of its 1500 LC predecessor, but now fuel-injected with a 32-bit ECu from Suzuki’s GSX-R The C90’s classic cruiser echoes its C50 sibling’s-it gets the long, low profile. The soft, oval, chrome air cleaner is a feature of the Boulevard C series as is the abruptly staggered slash-cut

The C90 is just bigger. On the other the redesigned, wider fuel actually has a diminished capacity of 3.7 (presumably to make way for the EFI). The theme carries to the instruments-the and other indicators are atop the continues with floorboards and a laid-back riding position.

The filler’s located below a cover, and the fuel tank is the seat. The 16-inch cast get dual discs up front adjustable brake and clutch Other niceties include a lock and a button on the left housing so you can flash the high-beams.

a name like Kingpin think there was some tonnage involved, but in this it looks positively svelte. We for the pared-down 8-Ball version, it fit more closely with the bikes here in terms of and powertrain. The Kingpin also an upside-down fork, a wide front wheel, floorboards and aluminum wheels. All that gets blacked out-including paint, the handlebar and the engine.

functionally it’s nearly to the standard Kingpin-carrying Victory’s fuel-injected, overhead-cam, 1634cc 8-Ball model rolls a five-speed transmission instead, its lower price.

You’ll find Victory’s usual chassis here and distinctive styling. Despite the fatter tire, Victory stuck a singledisc brake up front. The inverted fork legs are and the single gauge in front of the top bears a speedo with an LCD and tripmeter. Victory’s $13,999 point slots in between the and the Japanese bikes, and the 8-Ball is more affordable than the Kingpin.

Though the stock comes with a solo Victory sent us an accessory pillion and passenger-peg kit, increases the price by $400.

you Start ‘Em up

Contestants we laid out our gear and prepped the No matter how they might at their capabilities while on their sidestands, everyone that only a proper trip could reveal bikes’ true character and

Our crew of seasoned riders may varied in physical measurements, but averaged two decades each of experience under their We picked out a 500-mile route up to Sierra Nevada range served up an even mix of freeway, streets and scenic backroads. in hand, we mounted up.

Our normally game of Find the Ignition less so with this of cruisers-the Harley and both bikes place the ignition right in front of the rider the tanks, and the Victory puts it on the left side of the engine-almost as Only the Suzuki makes you for the keyhole, placing it down the left thigh. With injection on all five, they ready to go in a few seconds.

Out in the smoggy of L.A. traffic, the two American got dinged right away for heavy clutch pulls. To be this was an annoyance only in the conditions we encountered in the first or so.

The Suzuki’s more unsavory really felt the heat testers, though. With a engagement point and abrupt it proved nearly impossible to at low speeds. One said it was amazing it been corrected all this

Otherwise, shifting was positive all with the Harley getting from the sportier riders who a single shift lever to the heel-toe shifters and footboards. All shifted predictably, though the bikes were stiffer in regard. The Kawasaki’s adjustable levers scored points, and its feature made getting out of a no-brainer, but the Suzuki’s and Victory’s proved difficult to locate the bikes got warm.

Unlike Victorys, the Kingpin’s shifting got clonks only in first

Just because they pack the biggest cubes doesn’t mean these aren’t still expected to serious grunt. The Kingpin up to its topdog moniker with the engine and the lightest weight The 100ci Freedom engine smooth, strong power-from way low-that comes on hard as the rise. you can feel the claimed 85 giddyap, and anytime we lined up for on the highway the ‘Pin easily ran from the others.

At the dragstrip ate up the quartermile in 13.15 seconds at mph. And you get from 0 to 60 with is excellent with no surges or

The Harley’s fuel-injected engine offers great power and response that arrives all the way through, no matter what the does with the throttle. it looks like the most bike, the Bob came in second speed trials, perhaps of gearing. It went through the in 13.98 seconds, going mph at the end.

It pulls harder at all than the metrics but just keep up with the Victory.

If you the Star’s bulk, heavy and shaft drive would it here, you’d be somewhat The Road Star’s fueling is improved over the previous and it responds smoothly to input, but 752 is a lot of tonnage. It finished with a midpack performance, posting a time in the quarter-mile just of the other two Japanese bikes.

The has a strong motor underneath a heavy throttle and flywheel An oversquare 102 x 95mm bore and means a mostly punchy but, true to that a bit less grunt off the line. The broad spread of power is so vibes are snuffed, and the single-pin can be felt asserting its character-which one called the best of the metrics.

If willing to whack the throttle the substantial-the Vulcan’s impressive at roll-ons down the highway, but its heft- the most here-makes for a quarter-mile time, getting it in 14.34 seconds at 89.04

True to its appearance, the C90 is no hot rod, in last in all speed and roll-on all the metric bikes ran relatively It got through the quarter in 14.53 going 87.45 mph at the end. power is controllable, though slightly disturbed by some in the drivetrain.

Since all the bikes have counterbalancers save the and the Harley, none get your clacking until your hits well past the That said, the Star miraculously smooth even vibe-snuffing countermeasures and its solid-mounted Suzuki was smoothest by a small but all the metric bikes delivered a vibe-free ride.

How Do you Feel?

The Suzuki also got marks for its compliant suspension on highways with small but the Star got good marks all too, despite a softish end. There wasn’t control front and back, but testers agreed that at the ride quality was evenly for both.

Both the Fat Bob and the Kingpin a firmer ride and give notice of bumps, but only sharp irregularities come enough to really chafe the The Victory surprised some with its betterthan- expected

Kawasaki offered the least ride on anything but glassy-smooth thanks to an annoying lack of damping even with its shocks. In good conditions the was controlled and compliant enough, but it has noticeable jacking under throttle inputs. All bikes preloadadjustable rear suspensions.

if no one bike immediately got the vote as favorite, other factors opinions.

The Intruder 1500 counted comfort as one of its strongest and the C90 carries on the tradition with its flatter seat. The shape for the most room to move on and proved comfy for all sizes of even the tall ones.

though the Kingpin’s handlebar is the widest here, its severely shape makes it seem narrower, offering good and not as much exposure to the wind as the swept configurations of the metric But the 8-Ball’s firmer seat has a scooped dish with a shape and less support, so you fit it right you won’t be happy an hour or so. Most testers it fit them OK.

The Kawasaki saddle is because it looks so broad and Although the padding feels initially, there’s scant to move around-a wedge at the keeps you from sliding As a result every one of our riders uncomfortably cramped on longer

The Kawasaki fell close to the of the rankings for overall ergonomics because of its extremely wide inches. It gives good for gentler sweepers but feels during full-lock turns and hangs you out in the wind at highway punishing every tester.

In of passenger support, however, the was tops, with the Road saddle and Suzuki tied for followed by the Victory’s accessory with the thin passenger pad on the … last.

The Star’s of seat width, bar shape a bit wider than Harley’s drag bar) and enough earned it the most overall riding position by all riders. the tall boys could out, though our tallest preferred Suzuki’s even dish most.

But there was legroom here for everyone. The and C90 earned the top marks, with the and Vulcan close behind. The with its combination of drag bar and pegs, canted pilots forward and put most testers in a riding position.

Only one felt it was truly comfortable; the of the crew wasn’t impressed. over 5 feet 10 inches be happy on this bike they opt for the forward pegs.


None of these could be called a canyon-carver, the Victory tucks into the much better than one expect. By the looks of that pullback bar, front-end should be seriously lacking, but just not the case-the 8-Ball easily and lightly with a touch on the bars doing the

With those big fat tires think it was unwieldy, yet the Fat Bob turns and also handles and steers in general, though the Kawasaki is in steering response. In terms of in side winds or parallel seams, they all do pretty although the Fat Bob’s disc make it susceptible to side

The Star steers surprisingly for its bulk, considering it’s 10 pounds shy of the much heavier-feeling you could feel every of the Vulcan’s heft in slow-speed and that handlebar became a on full-lock turns. But out on the road the was a veritable freight train of in speedier sweepers.

Suzuki C 90

This cruiser class always to compromise on cornering clearance but Harley usually seems to get the right, and the Fat Bob doesn’t disappoint-it has cornering clearance than the bikes here. The Star down first, early and while Vulcan Classic and both come up short on angle. The Kingpin drags pieces right away, the Suzuki almost matches the Fat Bob for angle.

But for braking performance, the was the clear favorite-the binders universally praised for their feel and stopping power.

Its 310mm discs and fourpiston- front brake give the decent control, too, and the two-disc setup was also adequate. The Victory’s front requires a stiffer pull all fingers and even then is a bit Oddly enough, the bike’s brake offers slightly feedback with good and response.

Even with discs, four-piston calipers and lines, all testers felt the Fat brakes were just only slightly better every other bike but the

Ready for your Closeup?

no question style is a crucial for most folks in the market for a We couldn’t really get a consensus which of the two American bikes was swooned over. Our testers them because they out from this lookalike which had adopted very (and classic American) cues and designs.

The Kawasaki is a example-it showcases a beautiful, tank and paint, but despite a few touches like the oversized some pieces come as awkward.

Riders who like themes were taken the Fat Bob, but those who prefer a traditional style dubbed it funky. Most testers dug the Fat dual headlights and internally wiring (for a clean but felt they weren’t to justify the price or its ergonomics.

For testers the Kingpin’s leanness was as as the Fat Bob’s un Harley-ness. Everyone surprised at how clean, detailed and the other American bike There were a few riders who get the Kingpin’s vibe, though, and eyes usually stopped at the fender, which stands off the rear tire.

The tank, from the slimmer Vegas, probably stand to be fattened up a bit to suit the Kingpin’s style, but are plenty of visual points to The bike sounds good, from the saddle. Plus all black-and everyone agreed is cool.

Despite its attitude, the Kingpin falls behind the in convenience features. It’s the bike here without turn signals or a fuel

If the Star came across as even with that gray-flame paint job and chrome, the was downright invisible. Though raved about the slick instrument setup, console and fork detailing, there was nothing to write home aesthetically. And because it’s the Road Star exhaust mechanical and a bit wimpy.

The Suzuki’s color, poorly details (an obvious tank generic primary covers and tank console) and general malaise didn’t win it many though all agreed it offered the bang for the buck here if willing to deal with quirks. Too bad the limited range of the shortchanges the bike-don’t plan on more than 120 miles gas stations.

What you Really

Out of the crate, our testers scored the Road Star as the best machine. One tester opined, It won the for me not because of anything it did really but because it had no really glaring Perhaps the competition has developed personality, too, because one of our was surprised at how vanilla the Road is.

Victory’s Kingpin finished up the top for nearly all-surprising everyone. The Fat Bob doesn’t belong in this ergonomically, but many agreed the was loads of fun. Kawasaki’s big Classics have traditionally run the front in our comparisons, but the poorly seat and awkward ergonomics to sabotage it here. But if you had a passenger to they’d probably prefer the to the stock Fat Bob.

If you like able to replace every on your bike with shinier, the Fat Bob is your boy. And if and stand-alone styling matter to the Victory might make you out your wallet. But if money is an then you’d go straight to the

If you’re not keen on the bike as most of these models plenty of bolt-on accessory to help mold them to fit riding plans. Victory is constantly increasing its accessories and because the C90 has been around in the basic form for over a owners can find plenty of support for it as well.

‘Course, the might just be the bike does it all-as is.

’08 H-D Fat Bob

MSRP: $14,795; $15,485 as (with Smart Security

Standard Colors: Black colors $345 extra)

24 months, unlimited mileageRecommended Schedule:1000 mi. initial; 5000-mi. thereafter

Engine Drivetrain

Air-cooled, 45-deg. V-twinDisplacement, X Stroke:1584cc, 95.25 x 111.25mm

Train: Overhead valves, 2

Overall Length: 98.6 in.

66.1 in.

Handlebar: 35 in. wide, diameter

Seat Height: in.

Wet Weight: 754 lb.

GVWR: 1153 lb.

32 deg./6.6 in.

Wheels: Cast 16 in. front, 16 in. rear

Tires: Bridgestone Exedra G721 front; 170/70-16Bridgestone Exedra tubeless, rear

Suzuki C 90
Suzuki C 90
Suzuki C 90


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