Yamaha V-Star 950 Review

A rational cruiser

By Kevin Duke, Oct. 22, 2008, Photography by Tom Riles, Video by Fonzie

So, there’s another new cruiser on the market, and it’s powered by a V-Twin motor that doesn’t come close to setting new records in terms of size or power. Some may yawn.

But that would be to ignore what’s currently happening in the motorcycle market. Cruisers continue to dominate, nearly doubling the sales total of the higher-profile sportbike market with 436,000 sold over the past 12 months. High-end cruisers are the best selling category, but the smaller classes have recently had a big upturn while the expensive stuff has been tailing off.

Enter the V-Star 950, a new cruiser that is appealing for its combination of manageable size, big-bike style and reasonable price. The new 950 fills a hole in Yamaha’s Star brand of cruisers, slotting in between two long-in-tooth models: the V-Star 650 and V-Star 1100. Star’s design goals for the bike were to offer an easy-to-use platform for all skill levels and rider sizes while providing a full-size cruiser feel with comfort, attitude and image.

To find out how this new entry performs, we accepted Star’s invite to ride it in the hilly backroads of north Georgia. A phalanx of 950s glistened under the morning sun in its four colors and two iterations: a standard version and the Tourer, the latter with a windscreen, leather-wrapped hard saddlebags and a passenger backrest.

Seeing the bike in the flesh, its styling isn’t revolutionary but is a fresher take on the traditional cruiser profile. Its proportions are nicely balanced, especially on the right side where the two-into-one exhaust anchors the flowing silhouette. Cast-aluminum wheels with polished rims are an attractive touch, with the front hoop extra visible on the right side due to the single front brake rotor. Upper fork leg covers add some butchness to the 41mm Kayaba unit, while an intentional gap in the frame below the steering head offers the impression of lightness. The 4.4-gallon fuel tank is curvaceous, and a large chrome airbox cover juts out proudly between the two cylinders. It’s all tastefully done if not ground-breaking.

Thumbing the starter button ignites the fuel-injected 942cc V-Twin without employing a choke lever. The twin-cylinder mill is air-cooled for simplicity and aesthetics, with its 85 x 83mm cylinders arranged 60 degrees apart. A single overhead cam and roller rockers actuate four valves per cylinder. Modern technology comes in the forms of ceramic-coated cylinders for improved heat dissipation and forged-aluminum pistons and connecting rods for durability. The compression ratio is 9.0:1, allowing the use of non-premium fuel. The exhaust note from the single-pin-crank motor is adequately deep but probably not loud enough to save lives. It sounds good but a bit flaccid from the cockpit, so you’ll be happy to know that fitting aftermarket slip-on mufflers is made simple by the ECU’s oxygen sensor being located just ahead of the mufflers.

It helps if you grunt when lifting the V-Star 950 off its wee-bit-short sidestand, although it’s a barely audile grunt. Star claims its newest cruiser weighs 613 lbs, but that’s a ready-to-ride, full-of-fuel number. Yamaha/Star appears to have followed Honda’s lead of providing real-world weights instead of the overly optimistic dry weights usually claimed by OEMs.

It was a cool but sunny morning in rural Georgia, and the air was sweet with the surrounding fall foliage – quite refreshing from our SoCal digs. Refreshing, too, was the way the V-Star 950 immediately felt manageable when negotiating the hilly parking lot surrounding our resort, which contrasts greatly from some of the more gargantuan cruisers available.

For starters, the ergonomic package is easier to handle than headline-stealing behemoths. Even compared to the not-so-huge V-Star 1300, the handlebars are 2 inches rearward and slightly down, and its 26.6-inch seat height is 1.6 inches lower. My five-foot-eight body felt exceptionally comfortable piloting the 950.

"This Star is definitely not an arm-stretcher like the mega cruisers like the Roadliner, but it’s quite responsive and revs out nicely."

The double-cradle chassis of the V-Star is made from steel (rather than aluminum) to keep the price low. Although the 8-spoke wheels are set at a fairly lengthy 66.3 inches apart, the 950 doesn’t feel cumbersome. A 32-degree rake and 5.7 inches of trail is typical of this type of bike, but the combination of 130/70-18 front and 170/70-16 rear tires offers a surprisingly nimble package.

Although the cable-actuated clutch is larger than the V-Star 1100’s, it requires less lever effort to pull. Light, too, is the action from the 5-speed transmission that uses straight-cut gear dogs (rather than 3 degrees undercut) for smoother shifts. Final drive is via a belt for less shift shock and easier customization.

Star didn’t release horsepower figures for the 950, but it did provide peak torque numbers: 58.2 ft-lbs at 3500 rpm, which coincidentally are the exact stats claimed by Kawasaki for the smaller but liquid-cooled 903cc Vulcan 900. On a Dynojet, the Vulcan spat out 53.4 ft-lbs of torque and 47.3 hp. This Star is definitely not an arm-stretcher like the mega cruisers like the Roadliner, but it’s quite responsive and revs out nicely. Although the motor is rigid-mounted in four locations and has no balance shaft; vibration never becomes intrusive – a rider receives only a lightly reassuring thudding from the engine room. The response from the fuel-injection’s 35mm throttle bodies is newbie-friendly.

Georgia’s thick trees gleamed with crimson and gold as we cruised over and down the gently rolling hills of the rural south. The V-Star 950 was in its element as our group ambled briskly on sparsely trafficked backroads. Neutral steering response gives the little-big cruiser a natural feel as it maneuvers through corners. Floorboard-scuffing bank angles are easy to reach, but Star’s research shows that cruiser riders rarely ever request more cornering clearance. For those who enjoy the fun of horizon tilting, Star is wise to fit its cruisers with removable floorboard sliders, which are much cheaper to replace than the entire floorboards.

"It’s a comfy, classy and attractive cruiser that can satisfy relative newbs..."

The usual compromise of a low seat height is harsh suspension, but the 950 has a fairly generous 4.3 inches of rear travel. The single shock has provisions only for preload adjustment, but it gets bonus marks for being the easy-to-tweak ramp-type adjuster that can be altered by a tool in the bike’s tool kit. Together with 5.3 inches of travel from the compliant fork, the Star provides a cushy ride without feeling under-damped and sucks up bumps with aplomb.

The V-Star 950’s cockpit is a pleasant place to spend the hours exploring new areas. Its attractive tank-mounted instrument console includes a countdown reserve, clock and dual tripmeters, controlled via buttons on the right handlebar. A rider has to look down to see the large analog speedometer, which is easy enough, though the digits on the clock and odo are too small to be seen at a glance. A gear-position indicator would be a nice touch on a bike such as this. The bar-mounted mirrors offer a clear view rearward, and the swing-top fuel-cap cover is a nice touch.

Braking duties are handled by a single large 320mm rotor with 2-piston pin-slide caliper up front. It’s low-tech but works surprisingly well, able to howl the front tire at will. A 12.7mm master cylinder is smaller than typical, making for a lighter lever pull. Maximum whoa is achieved by incorporating the rear brake’s 298mm rotor and single-piston caliper, but you’d better be ready to lift your foot of the floorboard to reach the large pedal.

I spent much of my day on the Tour version of the V-Star 950, which is burdened with added baggage of touring accoutrements to the tune of an additional 44 lbs. The shorty windshield worked well for a person of my height, as I was able to easily see above it while enjoying a decent level of wind protection. Tall riders may want to fit a taller screen from Star’s extensive accessory catalog. I like how the 11-gallon saddlebags are lockable and keyed to the ignition, but, like the bags on most touring cruisers, their entry is too small to fit a helmet, even a half-face one. Your passenger will appreciate the backrest and what appears to be a fairly comfy perch.

It should be noted that the quick-release windshield and backrest shown in the accompanying video are from Star’s accessory department; removing the standard components on the Tour model involves the fussy procedure of unbolting them. The scuttlebutt is that the quick-release stuff was too expensive to fit to the Tour model, which would’ve boosted its $8,990 base price (in red or black; $9,090 in silver) above the price-point goal for the bike.

Star Accessories

Star Motorcycles probably does the best job of the Japanese manufacturers in ensuring easy customization, and that often starts with the factory’s accessory catalog. Star’s Dave Pooler told us that a V-Star’s average customer spends more than $1,400 on accessories, with 60% of that at the time of the bike’s purchase. It doesn’t take the brains of Warren Buffett to realize this as a valuable source of income. As such, Star is ready with a selection of 87 accessories available for the V-Star 950, with 48 of them new to this bike. In addition to the aforementioned quick-release windshield and backrest, the accessory list includes scratch-resistant polycarbonate (rather than acrylic) windscreens in three heights, chrome bag guards and engine shields, driving lamps with a die-cast aluminum mount, and decorative fender-tip brightwork. Also available are a luggage rack that mounts to the backrest, saddlebag liners, and Jeff Palhegyi signature series “Bomber” engine covers in chrome or black. All-day-ride types might be interested in the line of “Comfort Cruise” seats that have leather seat surfaces and were developed using pressure-mapping technology. Star also offers five new jackets ranging in price from $179 to $299, which seems reasonable, encouraging Star-branded riders.

So, what hath Star wrought in this newest of V-Stars? It’s a comfy, classy and attractive cruiser that can satisfy relative newbs and budget-conscious veterans. Downsides? Its relatively compact ergonomic triangle that works so well for riders of average and smaller stature might be a bit tight for six-plus-footers. Also, its seat feels plush for 40 minutes, then feels less so. Finally, we were surprised to see valve-adjustment intervals of a short 4,000 miles.

But these are small or inconsequential criticisms of a cool cruiser that retails for less than a 10-year-old Honda Civic. There’s a lot of value here for $8,000, as long as you’re not looking for tire-melting power or the manhood-extending allure of 100-plus-cubic-inch motors. Consider that the Jurassic-era V-Star 1100 starts at $9290, or the nicely turned out V-Star 1300 which starts above the $10K mark, and the new 950 looks even more appealing.

I predict Star has a sales hit with the V-Star 950 as long as our economy doesn’t fully implode. One of the few things standing in its way is Kawasaki’s similar-themed Vulcan 900, a bike that with an MSRP a few hundred bucks less at $7,499. Here’s how they stack up on paper.

Victory Models Review – Vegas Jackpot, Hammer, Hammer Sport

Vegas Jackpot, Hammer and Hammer S get the goods!

By Pete Brissette, Oct. 24, 2008, Photography by Scott Cox, Video by Alfonse Palaima


One decade at a time

Ten years in business is a significant milestone these days, regardless of the goods or services being sold. And continued growth in the face of a receding market is even more impressive. With industry bike sales down approximately 7 percent two years running, the Medina, MN company claims growth in the “low to mid single digits.”

This is how we find Victory Motorcycles coming into 2009: Modest growth where many are declining, 18 models (counting the various iterations) and growing parts, accessories and clothing lines. Additionally, Victory is reaching new markets like Germany and Australia, with more than 100 German dealer prospects on the hook.

Not bad for a company whose parent’s (Polaris) two largest endeavors (snowmobiles and ATVs) are in markets that are suffering so greatly that they make current bike industry woes seem like another day in Candy Land. To Polaris’ credit, its 2008 third quarter earnings are up 7 percent overall, thanks largely to international sales and the success of its Ranger side-by-side vehicle.

Claiming nearly 50,000 bikes on the road, Victory, as the only other mass-produced American V-Twin cruiser company, has bragging rights. However, we need to keep perspective. According to Paul James, Harley-Davidson’s director of product communications, in our State-of-the-Cruiser Address , claims Harley has a “48 percent share of the heavyweight (651cc+) [cruiser] market. This compares to Honda with 14.3, Suzuki's 12.7, Yamaha's 9.2 and Kawasaki's 7.5 percent. All other brands combined (Ducati, Triumph, Moto-Guzzi, Aprilia, BMW, KTM, Victory, etc.) equaled 8.3 percent.” No matter how much Harley sales falter it’s hard to imagine the Milwaukee giant will lose much ground.

To be clear, Victory doesn’t pretend to be David, slinging its tiny American-made slingshot. The company readily acknowledges that Harley’s success (to a point) is Victory’s success, and unlike so many other V-Twin makers, fully honors Harley for its own existence. Victory doesn’t really tout its products or the company to be a replacement for H-D, but rather an alternate take on the V-Twin formula.

Boldly going where no bike has gone before?

Fortune favors the bold, as the saying goes, and the Vision was the equivalent of Victory hopping off Easy Street, making a hard left down Rue de Risqué, and seeing who would follow. The Vision was a decidedly dangerous departure from the time-tested cruiser platform, especially for such a young company, but the vision for the Vision was more than just that. The company conducted heaps of market research, testing and querying current Victory owners, to see if the Vision’s acres of bodywork and heretofore unseen use of smooth, fluid lines would be well-received, or signal the company’s first major disaster. After only a year the gamble seems to have paid off. As we reported only last week in our First Ride, of 99 10th Anniversary Vision models for sale exclusively on-line, all were sold in a whopping 7 minutes.

The Victory team had no illusions about their first bagger’s divisive design. “Some people love it and some hate it, but that’s okay,” says Mark Blackwell, Vice President Victory Motorcycles and International Operations Polaris Industries. “We knew going in it would be polarizing, but that’s how we made it,” said Blackwell.

Taking a minute to editorialize, about the only issue I have with Victory is its chosen slogan, The New American Motorcycle. Its brashness doesn’t really fit with so much of the humility that comprises the entire Victory team. Victory should somehow market and capitalize on the impressive quality of its bikes rather than promote itself as the new kid in town. Word on the street is that many Victory dealers put themselves in a bind by carrying Victory: they simply don’t require the level of service of other brands. Sell a Victory, cling to the profit up front, and lose opportunity on the service end.

If Victory stays its current course of producing high-quality products, and is willing to flex and adapt to a market that will likely shift and morph, there’s no foreseeable reason why we shouldn’t anticipate Victory’s 20th anniversary.

From Victory to Freedom: Victory Engine Timeline • 1999 V92/5: Fuel injected four valve OHC—67 HP and 85 Ft Lbs of Torque • 2002 Freedom 92/5 Speed: Refined looks and performance —76 HP and 94 Ft Lbs of Torque • 2005 Freedom 100/6 Speed: First with 6 Speed Overdrive — 83 HP and 103 Ft Lbs of Torque • 2008 Freedom 106/6 Speed: —92 HP & 109 Ft Lbs of Torque; 100/6 Speed: — 85 HP & 106 Ft Lbs of Torque

2009 Vegas Jackpot/Ness Jackpot, Hammer and Hammer Sport

If the Vegas Jackpot wasn’t already full of attitude (we won’t even mention the flashy Ness models!), and the Hammer and Hammer S full of muscle-car toughness, all three models received an engine in ’09 to make more known the in-yer-face characteristics of each bike.

The powerful Freedom 106/6 engine, first seen exclusively in 2008 in the Vision, now wicks up the go-power of the Jackpots and Hammers. The 106ci (1731mm) 50-degree OHC Vee with 6-speed overdrive puts out 92 hp and 109 ft-lbs in stock form, but the Jackpots and Hammers get Victory’s Stage 2 cam treatment, boosting power to a claimed 97 hp and 113 ft-lbs. California models should expect about a 2 hp deficit according to Victory materials. Thanks, Cali!

More ponies make ‘Mericans happy, but what’s equally as crucial yet so infrequently achieved in cruisers is weight loss. In addition to the bigger, more powerful mill, this trio of trouble makers is graced with lightened wheels. The Stingray cast-aluminum wheels are claimed by Victory to shave between 15.9 to 17.8 pounds. The Jackpot gets a new one-piece seat, and all three models get a new headlight with improved lighting and a new, substantially brighter LED taillight.

I rode a Jackpot from my home in greater L.A. to Del Mar, CA (just north of San Diego) where the 2009 line-up launch was held. The Lucky Lime w/Extreme Graphics ‘Pot was fitted with a Victory two-into-one exhaust for better flow and enhanced throttle-blipping buffoonery. And during the press ride the next day I spent at least half my time on a standard Hammer and then a Hammer S.

It’s difficult to perceive a claimed 14 percent increase in power from the seat of a bike, but riding bikes with the “closed-course competition only” exhaust seemed to have a more visceral quality. Not only in regards to sound, but in acceleration as well. The motor simply didn’t feel as muted as a bike with a standard exhaust, not that the cammed-up 97 hp is anything to scoff at. The Jackpot with the exhaust seemed to come on the cam ‘round 90 mph (most models do not include tachs). Roll-on power at freeway passing speeds is plentiful even in top gear.

As for the lightened wheels, well, there’s no question that virtually everything about a bike’s handling, acceleration and braking will benefit, though I couldn’t say definitively that I felt a big change in handling. Save for the Jackpot’s resistance to maintain the arc of a turn thanks to the 250mm rear tire, initial turn-in and rapid direction changes come easily.

Historically, the Hammer, like the Jackpot, has suffered the same resistance to maintaining a smooth turn, and for the same reason: a 250mm rear. Since its introduction I often lamented the poor handling of the Hammer, noting the need for a good shove on the bar and constant pressure on the inside bar to prevent the bike from wanting to center itself while attempting to hold a line through a bend. Along came the Hammer S two years ago, and with it came a supremely better handling bike.

During the fall 2006 introduction of the Hammer S, Victory would say only that they changed the type of handlebars from the standard Hammer’s V-shape custom style to a more relaxed pull-back type on the S model. For such dramatic improvements in handling, I wasn’t buyin’ that as the only alteration, and I learned at this year’s press event that I wasn’t alone in my suspicions.

A number of us rider/writer types couldn’t believe that a bar swap was the only fix for the Hammer’s handling, and the most plausible theory was that despite claiming a constant rear wheel size since the Hammer’s introduction, perhaps Victory changed the wheel design just enough in order to alter tire profile, thereby overcoming the big 250’s desire to stand up. It’s also conceivable that Victory had the tires manufactured with slight changes from the initial tire model, yet we’d never know as all the markings on the sidewall would still be the same.

I’m on board with that. Now that the Hammer has an all-new wheel set, riding it revealed a bike that handles just as well as the S model. Fighting the standard Hammer to complete a turn seems to have been cured for 2009. Sneaky Victory!

Ride quality on the Hammers and Jackpots was excellent despite low seat heights that usually equate to limited suspension travel. Riding the Jackpot over 140 miles to Del Mar gave me plenty of time to consider how well-behaved and forgiving the chassis can be, with only the big bumps and potholes taxing the bike’s springs. The Hammer and Hammer S offer equally competent suspension and comfortable rider ergos. Just don’t be surprised when you get Popeye forearms after blasting the freeway at anything over 80 mph.

The transmission retains that reassuring built-in-America ka-thunk, especially when using the hydraulic clutch that requires a heavy pull. Opt for clutch-less up shifting and transitions between gears smooth out to near Japanese-quality.

Other new models and updates

The next biggest news is the introduction of an “all-new” model in the Kingpin Low. Victory stats claim that of the purchasers of last year’s Vegas Low, 43 percent were women. Lowering seat height to 25.2-inches and pulling back hand and foot controls two-inches seems like a successful plan, so in ’09 the Kingpin followed suit. In addition to its lower stance, the Kingpin Low, like the Vegas Low, loses pillion capacity by eliminating passenger pegs and seat. Along with all Kingpin and Vegas models, the Low gets the lighter Stingray cast wheels, brighter headlamp, and improved LED taillight.

Since the Vision was unveiled earlier this year we can’t expect much in the way of updates, yet Victory found a way. Improved stereo speakers were added, and premium models receive billet wheels and chrome fork lowers. Speaking of the Vision, the Ness name wasn’t left out of the 2009 line-up. Father Arlen took his pen to the Vision, adding custom stitching to the lower, carved-out rider saddle, did some fancy flipping of the paint brush, and in the process created a Limited Edition Arlen Ness Signature Vision based on the Street model.

I put in some miles on the Ness Signature Vision as well as a Vision Tour and readily report that rider ergos on both the Street and Tour rival the comfort of the venerable Harley-Davidson Ultra Classic Electra Glide and Honda’s time-tested Gold Wing.

The Vision’s aluminum-framed chassis performed extremely well, never once pitching, flexing or resisting steering inputs. Ground clearance, or lean angle depending on who you talk to, is exceptional and required a concerted effort by me to find its limits. This was my first ride at length on the Vision and I came away impressed during my relatively short time in the saddle.

Finally, rumor has it that Arlen likes his Victory Vision so much that he talked the infamous Sonny Barger into trying one. Barger is allegedly now a die-hard Victory Vision fan. Will wonders never cease?

Kawasaki ZX-6R Review - First Ride

Major improvement for the middleweight Ninja

By Kevin Duke, Oct. 28, 2008

We’ve now had one day of testing Kawasaki’s thoroughly revised ZX-6R on one of the world’s best racetracks, Japan’s Autopolis Raceway. The verdict: a major improvement!

We were impressed with the 2007-08 middleweight Ninja, but it was let down by a relatively flat engine that had a hard time running with the best in class. Team Green has addressed that predicament by boosting its powerband from top to bottom. Most impressive is the bump in grunt in the upper midrange.

Equally striking is the newfound agility in the 600cc Ninja. Kawasaki has pulled in the steering rake by a full degree and nipped its trail numbers as well as adding an Ohlins steering damper to quell twitchiness. Just as important to its dexterity is the remarkable loss of 20 lbs from the supersport contender.

Styling is all new, borrowing liberally from the ZX-10R. It shares the squinty eyes of its big brother, but it thankfully foregoes the mirror-mounted turnsignals. Gone is the underseat exhaust, replaced by a system that combines an under-engine section with a right-side outlet.

We have one more day of lapping the fun and flowing Autopolis tomorrow, and then we’ll report back next week with a full review of what so far seems to be a highly competitive middleweight sportbike. Stay tuned!

Big Dog Motorcycles Review - First Ride

By Alfonse Palaima, Oct. 30, 2008, Photography by Gavin Peters, Fonzie, Video by BDM, Fonzie

Established 1994. You might recognize that as Motorcycle.com's latest motto. We’re in good company as Big Dog Motorcycles (BDM) uses it as well. And while MO was just inventing itself in 1994, Sherman Coleman was rolling out “Old Smokey,” his own custom chopper and kernel for a successful business. Fifteen years later, Big Dog Motorcycles is the world’s largest producer of custom motorcycles and has come to produce over 25,000 rolling pieces of art in the process.

Raising motorcycle benchmarks with each model year, this coming annum they’ll introduce a wider spectrum to their lineup with the addition of three new models for a total of seven models in their catalog - six of which are available today. The seventh is slated to roll onto the showroom floor January 2009.

From pro-street to classic choppers to touring, Big Dog Motorcycles will soon have an award-winning motorcycle for you – if they don’t already. Their high-style high-performance motorcycle niche comes from within their 150,000 square foot factory in Wichita Kansas. BDM is proud of their engineering and craftsmanship, from the least expensive model to the top-of-the-line Wolf model. BDM also plans to soon grow out of its 100 national dealers and into the Canadian market with sights on the world market later in 2009. A slow but steady growth process, thanks in part to BDM Founder Sheldon Coleman's leadership, is responsible for growing the brand worldwide.

At Big Dog’s model introduction, held in their new factory store in Costa Mesa California, we got our paws on as many bikes as we could in one day. We also had yet another run-in with Johnny Law, but we’ll save that story for the Christmas party. Not having been on a Big Dog in nearly 5 years I didn’t hop on the headlining 2009 model right away - opting instead to experience the 117ci street rods with a ride on the rigid and retro-styled Pitbull. I have to admit it, the carnival flake paint scheme and stellar shining chrome grabbed my attention first. Surprisingly, the relatively short wheelbase (the shortest at 73-inches) pro-street cruiser was more comfortable than I could have expected with dual-mountain bike shocks stuffed under the saddle and a standard 41mm sleeved traditional fork.

Looking into the hearts of the machinery, we see the new tri-cam 121 cubic-inch OHV 56 degree X-Wedge engine, available only on the new top-of-the-line Wolf. That’s nearly a 2000cc EFI slap in the saddle – and it’s fully polished of course! The remaining five bikes come equipped with the 117 cubic-inch engine, and two models are available with an optional closed-loop EFI system. All are mated to the six-speed BDM Balance Drive introduced in 2005, bringing the final drive to the right side of the bike for better balance, cornering and maintenance.

Among the other notable cross-the-board features are a newly reduced-effort clutch, a smoother and quieter primary compensator sprocket, 41 mm telescopic forks in the front and hidden shocks in the rear (on some models), Performance Machine calipers and two-piece rotors, a speedometer with integrated LED tachometer, double barrel two into one exhaust and the famous super fat tires.

For the economic-minded rich kid that just bought a $40K chopper, BDM claims 42 mpg for all its motorcycles. For the record, we didn’t get to measure any of our own mileage reports. Although we did notice that the reserve allowance on the Pitbull will carry you much further than experienced on the 2004 Ridgeback. I learned that the hard way.

Despite being in the lineup for 10 years now, The Pitbull has had a complete overhaul in 2008 and returns again in 2009 for it’s 11th model year with not many changes. If it ain’t broke… Declared a best of the best by industry leading magazines, I had to get a taste of the rigid board-tracker for myself. The 20-inch/280mm rear-end matched with a 23-inch/130mm front tire sandwich a frame with 33 degrees of rake and 6-inches of trail.

After lunch at the biker friendly Cooks Corner, friend-of-MO Steve Bohn and I traded off a pair of bikes for the photo stops and remaining miles in our day. The too-cool-in-blue Wolf and Coyote models both shook our bones and filled our egos with admiring female onlookers along our ride.

As the “entry” level chopper and model replacement for the MY08 Mutt, the Coyote ain’t no joke. Upgrading the model and dropping the price a thousand bucks, the new Coyote swaps a spoked wheel for a billet one, includes modified shocks, an updated exhaust, a longer kickstand and softer seat. The Coyote comes with the same 117ci engine and 6-speed Baker tranny available on all the other Dogs in the kennel. Even the seat height is the same, yet it feels like a small bike when you compare it directly to the Wolf, which is 10-inches longer and one inch higher. The only thing small about the Coyote is the price, at the bottom of the spectrum at $23,900. “When we approached the Coyote, we had one goal,” explained Paul Hansen, BDM Marketing Director, “To build a motorcycle that would appeal to a broader range of riders, namely through a more attractive price, but not compromise the design, style, and performance that has been expected from Big Dog Motorcycles for fifteen years. At less than $24,000, the Coyote succeeds on all counts.”

At the opposite end of the spectrum for Big Dog is the 2009 Wolf. Taking up $35,900 on your credit card statement, this shining masterpiece is a surprisingly well-balanced pro-street dream at over 9 feet long. Long and low, with a ground clearance of 3.8 inches, the Wolf packs the BDM exclusive S&S 121-inch X-Wedge engine. The 56-degree, tri-cam engine, with its 4.25 square bore & stroke, boasts a 21-percent reduction in vibration and 30-percent fewer parts. This makes for a stronger, quieter and smoother V-Twin for a killer overall package. “This is a particularly agile bike, even by Big Dog Motorcycles’ standards,” Hansen explained. “With the Wolf’s narrower tire and purposeful frame design, when you get behind the handlebars, it’s almost impossible to believe that you’re riding a bike that is over 9-feet long and tips the scales at over 800 lbs. It is unlike any other Big Dog out there.”

Surrounding the massive powerhouse is a new single downtube 45-degree raked frame and a shallower, more radical swing arm design meant to compliment the sleek long and low overall design.

Not yet available, but meant to expand the touring capabilities of the Wolf, are an optional fairing and detachable hard saddlebags which you can see in the CAD drawings in the gallery. Of the three bikes I’d ridden that day, the saddle of the Wolf had been the hardest on the tailbone. You might be interested in the accessory saddles right from the get-go.

Also returning for 2009 are the top-selling K-9 and Mastiff chops, both available as either a carbed or EFI version and the fattest tire bike, the Ridgeback. The 2009 Ridgeback sports a short 17-inch rear wheel with Big Dog's widest available tire, a big fat 330. That's a 1-foot wide rear tire trailing a hidden shock suspension to provide a beefy chopper style.

In the end, we only had time to check out the ProStreet lineup but we’ll get back in the saddle later this year and bring you a report on the newest tourer when Big Dog gets the Bulldog ready for the market in the spring of 2009.

The 2009 Bulldog will bring back a rubber mounted engine after a nine year hiatus – packing the 117ci six-speed engine with BDM Balance drive. It will be BDM’s full-time touring bagger with paramount design and comfort. From an iPod/satellite radio-ready dash, minimal gauge fairing and lockable hard luggage large enough for a half-sized helmet, the Bulldog is meant to go the distance. Completing the package with floorboards, chin fairing, a 5-gallon gas tank, smooth and controllable 250mm rear tire and a passenger-ready design with a price estimated at $37,900.