BMW K1300GT Review

In our recent review of the 2009 K1300S we covered the host of updates, upgrades and improvements to the K line, so be certain to read that article here for more in-depth info on those changes.

If you’re not of the Harley set, nor ready to join the local Wingnut chapter, but still want to cover distances two-up with contorted sections of pavement between point A and B, then the 2009 BMW K1300GT might be your upscale ticket.

This titan of sport-touring was graced with virtually all of the newness given this year to its sporty brother, the K1300S; therefore the GT packs a similar wallop from the big 1,293cc mill. Yet with the GT you can stuff two roomy standard equipment hardbags full of whatever it is you might fill them with while chasing the wind, or running from responsibility for a long weekend.

2009 BMW K1300GT in Red Apple Metallic. Other color choices are Royal Blue Metallic and Magnesium Beige Metallic.

The German speed tourer picked up a BMW badge and faux venting in the main side cowling to break-up the appearance of the unimaginative acre of bodywork on the previous K bike model. Instruments and instrument trim are freshened up also.

The GT boasts 160 hp at 9,000 rpm with 99 ft-lbs at 8,000 rpm. In addition, BMW claims that 80% of max torque is available as early as 3,500 rpm. The K1200GT produced a claimed 152 horsepower at 9,500 rpm and 96 ft-lbs at 7,750 rpm. According to BMW, though the new GT’s engine is nearly identical to the 2009 S model, its more restrictive exhaust and smaller ram-air/airbox capacity account for the lion’s share of a 15 hp deficit to the new S model’s claimed 175 ponies.

With this considerable boost in peak horsepower, the ’09 GT might be back in contention with the rest of the sport-tourers for top-honors in the 1,300cc (give or take) class. Figuring a worst-case scenario 15% loss of ponies to the back wheel, the Beemer might produce somewhere around 135 hp. This puts it on target with the much larger displaced Kawi Concours 14 that’s seen published dyno results of around 134 hp.

Even if it won’t surpass the C14 in sheer power, the BMW will likely out-pull the FJR1300's 124-ish rwhp. And as much as we like the Honda ST1300, unless Big Red secretly cast some good juju over the ’09 model, it won’t even come close.

But you’re not riding the K1300GT for ultimate speed anyway, you’re riding the GT to go “fast enough,” and do it with some style, convenience and comfort. Let Ricky Racer pass you if he wants; you’ll get to where you’re going with less windblast fatigue and covered in far fewer bug guts than he, thanks to your electronically adjustable windscreen – in tall flavor as standard.

Electronically adjustable windscreen now comes in tall version. Handlebar height is adjustable vertically over a 1.5-inch range and either the standard or no-cost optional seat are adjustable. Lots of personalized fit is available on the big mill GT.

The sport-touring K bike initiates turns well thanks to leverage offered by high and wide bars. The combination of an excellent chassis and electronically adjustable suspension (ESA II) round out the handling package quite nicely.

Additionally, you’ll have the ability to adjust handlebar height vertically over a 1.5-inch range, or tweak the adjustable standard rider seat from 33.1 to 32.3 inches. An optional adjustable (32.3” to 31.5”) lower saddle is available at no cost. Most riders will appreciate the seat at 32.3 inches for its reasonable roominess between seat and peg, however, those with less than a 30-inch inseam might find they can plant only one foot securely at a stop.

Partial-integral ABS is standard on the GT, but unlike on the S model ABS cannot be disabled. BMW says the ability to disable the anti-lock system on the sport-oriented S is primarily for race track settings. The Beemer’s brake system works very well, but some pulsing can be felt through the rear brake pedal whether applying only the rear, or the front brake which also activates the rear. This minor and occasional pulse is a non-issue when compared to past experiences with the FJR1300’s ABS and its propensity to nearly punt a rider’s fingers off the lever when ABS activates.

Looking beyond the K1300GT’s high-feeling CoG, the tall and wide bars provide leverage needed to tip in to corners with relative ease. Once set in a turn, the same excellent chassis as found on the hot-rod K1300S keeps the GT feeling like it’s on a magnetic rail through bends. Also, carrying 75 lbs more than the 560 lbs wet-weight of the K1300S seemed to provide the GT with a more forgiving front end than what I experienced on the heavily sprung S model.

Of the four key motorcycles in this U.S. market segment, Yamaha’s FJR1300 is likely the best match-up to the BMW in terms of overall performance.

The FJR’s steering geometry implies a quicker handling bike with a 1.1-inch shorter wheelbase (60.8” v. 61.9”), steeper rake of 26 degrees as opposed to the GT’s 29.4 degrees, and a slightly shorter trail figure of 4.3 versus 4.4 inches. However, the Yamaha gives up 6 lbs in claimed wet weight to the GT’s lighter, ready-to-ride weight of 635 lbs. Is 6 lbs noteworthy? To some this difference is significant, to others not so much. Nevertheless, an excellent sparring session between these two wicked-fast weekend-warriors seems inevitable.

New found power and traditionally good handling mean the K1300GT is back in the hunt for top sport-touring honors in ’09.

The venerable ST1300 has slightly edgier geometry than the Yamaha with tighter wheelbase and trail figures. But a claimed real-world weight of 719 lbs pegs the Honda as the fatty of the group, while Kawasaki’s C14 is a not-too-distant third for overall heftiest at 670 lbs (679-ABS model).

Any way you slice it; this is a great group of sporty touring machines. Each bike is seemingly able to compensate for any perceived shortcomings by demonstrating strengths the rest may not posses; a four-way fight to the finish is bound to happen. Yet, there’s always the nagging issue of cost…

Choosing ABS-equipped versions of the ST1300 and Concours 14 for the sake of parity: the 2009 K1300GT’s base model MSRP of $18,800 is $3,100 more than the second-most expensive Honda, $4,310 more than the FJR, and a whopping $4,500 costlier than the bargain (and displacement!) champ Kawasaki.

The world’s your (insert seafood reference here) with the new K-GT bike.

And, as usual, BMW Motorrad always presents fans of its products the opportunity to go whole-hog with available options. This time ‘round the Premium Package is the only trim level available and raises the bike’s cost to $22,245, sans freight charges. The package includes every piece of available equipment from the a la carte menu except the Anti-Theft Alarm ($395).

By Pete Brissette, Mar. 23, 2009, Photography by Kevin Wing, Jon Beck

Suzuki Gladius Review

I’ll never forget sitting on the decaying bench seats in Turn 3 at the “Fastest Road in the West” (Willow Springs) years ago one Sunday afternoon to soak in some high-desert sun and good grass-roots club racing. An unfamiliar looking and sounding bike was piloted with adroitness through what’s called the Omega.

Leaning against the chain-link fence to get as close a look as possible on the next go ‘round, I sheepishly asked a fellow race-watcher what bike was making that distinctly-Twin exhaust note. “That’s the new V-Twin from Suzuki,” said the motorcycle racing fan. My jaw fell open in mild astonishment. I’d only recently heard of the new bike, and was quite certain I hadn’t seen any in dealers yet, and here some die-hard enthusiast was already racing the thing. And so began American riders’ love affair with the Suzuki SV650.

The 645cc liquid-cooled, carbureted 90-degree V-Twin devoid of bodywork took almost no time to reach cult status with its sporty handling and user-friendly low-end and mid-range grunt. Its un-faired design caused the eye to immediately focus on the unique mill hanging from the aluminum, oval-tube trellis-style frame. Not many bike makers in those days embraced the naked streetfighter style for the American market.

Nevertheless, the SV’s ease-of-use made it a hit with Average Joe Rider for commuting and weekend play, while its overall performance caused a groundswell in club racing across the country, all for the 1999 MSRP of $5,699. The bike really was all that and a bag of chips.

The first major update to the SV – and the partially-faired SV650S model introduced in 2000 – arrived in ’03 and included fuel-injection, a new beefy square-tube truss frame and marginal increases in power and torque. In 2007 the fully naked SV was dropped, as Suzuki perceived performance characteristics between the SV and S to be too close. That same year optional ABS was available for the S model, and in ‘08 it went fully-faired as the SV650SF.

Only two years later and Suzuki has come up with a solution to fill the gap left by the standard SV’s departure: the 2009 Gladius.

The new Zook and its name draw inspiration from the Latin word for sword, in particular, a relatively short, more manageable version of longer swords. The obvious allusion is that Suzuki’s Gladius is a new and improved, sleeker, friendlier version of the SV. Equally obvious is the strong design element, one that went virtually unchanged from concept to showroom. With its rounded edges, flowing lines and friendly ergos, the Gladius is also an attempt by Suzuki to capitalize on the growing U.S. female rider segment.

To dispel any idea the Gladius is “a girl’s bike,” Suzuki’s Glenn Hansen points out that through a host of updates the new SV-derived V-Twin made gains in torque and power over the old SV. A safe guess is the Gladius increased torque at least 10% over the claimed 47-ish ft-lbs from the SV. Judging by a Suzuki-provided dyno graph superimposed over a graph from the previous SV, the gain appears across most of the rev range. Horsepower gains looked considerably less, though some increase was evident. It’s worth noting that none of the changes in the Gladius’ mill are found in the current SV650SF.

In a 2006 Motorcycle.com comparison an SV650S churned out 71.1 hp and 45.2 ft-lbs. These are already respectable figures, so any gain in the Gladius is great!

The SV engine reborn Here’s some of the updates that improve overall engine performance and allow the Gladius’ V-Twin to make more claimed torque across most of the rev range along with a small but notable increase in horsepower.

Engine Updates: • Cylinders receive racing-derived SCEM (Suzuki Composite Eletrochemical Material) for better heat dissipation, reduced friction, etc. • 5% increase in crankshaft inertia enhances low-to-mid range output and “highlights power-pulse feel.” • Single spring per valve versus the SV650’s two springs per valve reduces inertia weight, and thereby mechanical losses. • High-lift cam for increased torque. • Throttle body intake funnels, though longer than what the SV650 used, are two different lengths for improved mid-range. • Idle Speed Control (ISC) system integrated into throttle body –first ever on any Suzuki street bike– improves idle, cold starting and eliminates additional wiring and hoses. The same 10-hole fuel injectors used on the GSX-R600 and 750 offer better atomization of fuel mixture. Two Iridium-tip spark plugs per cylinder complete the package for more thorough, consistent combustion which in turn is claimed to lead to better economy, emissions, power, etc. • All new compact exhaust with mid-chamber is claimed to increase low and mid-range torque while different length exhaust pipes allegedly improve low-end performance; exhaust design also contributes to lower CoG. • New radiator is smaller; oil cooler is now liquid-to-liquid rather than air-cooled, and its new design helps centralize mass.

A primary change in the chassis is the switch from the truss-type aluminum frame of the SV to a tubular steel trellis unit. As with the first generation SV, your eyes are quickly directed to the soft but prominent shapes of the frame that blend well with other design elements.

The pre-load adjustable 41mm Showa fork from the SV received a few small tweaks for general improvement, but the key change is a 5mm reduction in travel, useful in reducing seat height from 31.5 to 30.9 inches. Here again we can see a move aimed to attract shorter, perhaps female, riders. The link-type Showa shock retains its 5.1-inch travel and is adjustable for pre-load via the moderately accessible 7-position ramp adjuster.

Wheelbase is 56.9 inches versus 56.1 inches on the current SV650SF; rake remains 25.0 degrees while trail increased from 102 to 106mm.

Gladius maximus uses the same dual 290mm front rotors from the SV, though the two-piston sliding-pin front calipers’ pistons are a little over 3mm smaller in diameter and the master cylinder is marginally smaller. The rear brake pinches a 20mm larger rotor (240 v. 220mm). Wheels are now 5-spoke instead 3, but more importantly, the buns spooned onto the new rims are grippy Dunlop Qualifiers.

One possible downside for spec-sheet fanatics is the 8-lbs disadvantage the Gladius suffers in claimed ready-to-ride weight over the SV650SF’s 438 lbs curb weight. Weight-gain culprits are likely the steel versus aluminum frame and the new exhaust.

First impressions, lasting impressions

I’m willing to bet that even if this bike functions only half as well as an SV – though it certainly does and then some! – Suzuki will still have strong sales based solely on the European-inspired styling. Lead engineers spent considerable time in Europe whilst working on the Galdius, according to Hansen.

Sweeping lines and rounded edges are everywhere: From the 3.8 gal (3.6 in CA) fuel tank with removable two-piece trim that Suzuki says allows an overall narrower design, to the prominent organically shaped headlight, to the highly stylized exhaust, footpeg hangers and weapon-like passenger grab handles, the bike looks more sculpted than engineered.

Even the instrument cluster with centralized tach is easy on the eyes. The gear-position indicator is a good thing for this market, as are dual tripmeters, reserve fuel tripmeter and simple clock. Nicely done! Though wind protection is non-existent, windblast at freeway speeds is tolerable with little buffeting. But if you’d prefer, an accessory fly-screen is available.

The motorcycle’s inviting looks are not the least bit deceptive. Throwing a leg over is easy, as is flat-footing both footsies. Even if you have less than a 30-inch inseam you should feel secure thanks to the low, mostly flat saddle and the bike’s wasp-waisted center. Reach to the upright tubular handlebar is easy, though the distance between grips created a narrower feel than I prefer. Smaller riders will likely appreciate the compact layout.

The bike starts easily and settles into idle quickly courtesy of improvements in fueling as noted above. Light clutch lever action – an important trait for the intended audience – is thanks to a new cam-type release mechanism, and the 6-speed transmission is classic Suzuki: transparent.

Throttle response is good, albeit with a slight abruptness from closed-to-open transition, noticeable mostly in low rpm. Power is manageable and linear but certainly not flaccid. My seat-o-the-pants dyno says that the claimed power gains are there. The Gladius will easily wheelie in first gear with some help from the clutch, over-taking on the freeway doesn’t require downshifting from top-gear, and engine vibes are limited.

Twisty road fun is on the menu, and like the SV, the Gladius will harass faster bikes with its light and quick-steering chassis. However, there is a price point for this bike, and some things must be kept fiscally minded. The soft-ish suspension doesn’t allow perfect tractability through tight rapid-fire corners or over rough pavement if pushed like a supersport. More preload will help settle the chassis, but over compensating too much in this direction will only lead to a harsher ride the rest of the time you’re not dragging a peg. Also, padding in the stylish saddle is either too thin or too firm, or both. Part of the price paid for a low seat; however, a 20mm higher seat is available as an accessory.

Suzuki may have gone backward a bit with the mild downgrade in brake performance. Again, ample performance for 90% of the riders 90% of the time, but more initial bite and overall stopping power would go a long way on this motorcycle. I’ve said it before and I’ll say it again here: I’d prefer one, good 4-piston caliper and rotor rather than dual two-piston sliding pin jobs.

With an MSRP of $6,899 the Gladius is sandwiched perfectly between Kawasaki’s new nekkid. parallel-Twin based on the Ninja 650R, the ER-6n, at $6,399, and Yamaha’s budget-minded 600cc Four, the FZ6R, starting at $6,990.

Unless Kawasaki has graced the ER-6n with extra ponies beyond the Ninja 650R’s 65.6 hp as tested in our SV/Ninja 650R comparison, the Gladius may have a peak horsepower edge. Torque between the pair should be very close. The Yamaha’s reviver in-line Four may produce top-end figures similar or slightly higher than the Suzuki.

Razor’s edge performance gripes aside, the Gladius is a well-rounded package and very attractive. I expect many riders, regardless of experience, will take notice.

By Pete Brissette, Mar. 26, 2009, Photography by Alfonse Palaima

Ducati Streetfighter Review

“Spanish bombs in Andalucía, oh mi corazon.” – The Clash, Spanish Bombs

With apologies to one of the greatest bands ever, this time around in Andalucía it was an Italian bombshell that was stealing hearts. Ducati’s new Superbike-based Streetfighter truly is the bomb.

Unlike nearly every naked bike we can think of, Ducati has created a stripped-down, super-sporting roadster without excuses – no tuning for torque, and no dumbed-down suspension.

The Streetfighter’s engine is ripped nearly unchanged from the 1098 sportbike, differing only in shorter intake tracts that knock off a scant 5 hp. The result is a claimed 155 hp at 9500 rpm, aided by a midrange-inducing exhaust valve. The use of the 1198’s Vacural cast-aluminum crankcase shaves nearly 7 pounds from the engine.

“It’s like 100 liters of adrenaline,” Giulio Malagoli, the Streetfighter’s project leader, told Motorcycle.com about his latest creation. Malagoli is also the inspired mind behind the recently launched Monster 696 and 1100 air-cooled models. The new Streetfighter is now the most radical of Ducati’s naked bikes, replacing the discontinued Monster S4RS that measures up 25 hp short of the SF’s 1099cc Testastretta Evoluzione powerplant.

The standard Streetfighter retails for $14,995, and it boast a fully adjustable Showa suspension and lightweight magnesium for the headlight bracket and clutch and cylinder-head covers - magnesium is about 30% costlier than aluminum but is about 20% lighter, says Malagoli. The higher-end S version’s V-Twin powerplant is in an identical state of tune, but it includes top-shelf Ohlins suspension, lighter forged-aluminum Marchesini wheels and tasty carbon fiber for the front fender and cam-belt covers.

This is quality stuff, but it’s not enough to justify the $4,000 price increase of the S model. Helping it earn its lofty $18,995 MSRP are the most sophisticated electronics offered on any sportbike. DDA is the Ducati Data Analyzer, which records various channels such as lap times, throttle and gear positions, and the speeds of the engine and bike – it’s an extra-cost option on the standard Streetfighter.

But the S’s piece de resistance is Ducati’s traction control as used on the recent 1198 superbike. It first softly retards ignition timing, but if slippage is still detected by the wheel-speed sensors, the fuel injection will cut out to varying degrees to inhibit wheelspin. There are eight settings on the DTC, ranging from “It’s either raining or you shouldn’t be on a bike like this” to “Let’s spin up the rear tire on our way to victory circle.”

The Test
The rain in Spain may fall mainly on the plain, but we found out the wind can howl like a banshee in the Spanish hills. We were greeted at the fabulous Ascari Race Resort near Ronda, Spain, by 50-mph gusts that shook our confidence but didn’t dampen our enthusiasm for this most potent of naked bikes.

The Streetfighter’s riding position lives up to its name, with a tapered-aluminum handlebar placed sportily forward yet several inches higher than the 1098/1198 model. There’s more distance between the seat and its footpegs than the old Monster S4RS, but that’s mostly because the seat is way up at 33.1 inches. This is surprisingly tall for a bike without undertail exhaust pipes, but the Streetfighter’s lean and unfaired design forced the tailsection to contain the electronics, battery and exhaust valve servo. The SF’s fuel tank is an inch shorter than the 1198, allowing a rider to get closer to the front wheel, and its extra height isn’t a problem with the taller bars.

The handlebar is graced with new, compact switchgear. Flicking down the kill switch covers the starter button which is meant to emulate the “trigger catch” of a fighter plane. The instruments are contained in a tidy gauge pack that includes a wealth of information, including a lap timer and a low-fuel tripmeter for the 4.4-gallon tank. Its mirrors are fairly useable, even if they aren’t very pretty.

Pulling out of the pits at Ascari reminded me that the ’Fighter uses a dry clutch system, as it proved to be a bit grabby when taking off from a stop. Toggling through the transmission requires considerable effort in relation to a Japanese literbike, but gearshifts are nonetheless positive. Dialing on the throttle reveals the massive torque (a claimed 87.5 ft-lbs at the crankshaft) offered by the booming V-Twin that easily lofts the front wheel in the first two gears.

We knew, even before riding the Streetfighter, that its engine was going to impress – we fell in love with it when we first tested the 1098. And the note from the stacked twin mufflers is satisfyingly deep and soulful. The major unknown element prior to our ride was its handling qualities.

The SF uses a frame very similar to the 1098/1198 series, but it differs substantially in the steering head area. While the 1198’s fork is set at a moderately sporty 24.5-degree rake, the Streetfighter’s is kicked out at a slower-steering 25.6 degrees. The amount of trail correspondingly is lengthened from the 1098’s 94mm to 114mm. Additionally, a 35mm longer single-sided swingarm extends the wheelbase from 56.3 inches to 58.1 inches.

With these specs rolling around in our heads, we were worried this relaxed chassis geometry might result in a piggish-steering motorcycle. Not to worry.

The SF’s wider and taller handlebar offers much more leverage than the 1098’s low clip-ons, and this enables the ’Fighter to ably carve up the variety of corners offered up on the Ascari circuit’s 26-turn layout. And the forged-aluminum wheels on the S model we tested are a few pounds lighter than the cast-alloy rims of the standard model (and are in fact mostly responsible for the 4.5-lb reduction from the base model’s 373-lb claimed dry weight). The reduced gyro effect of the lighter wheels can readily be felt by a rider (I’ve done back-to-back testing of a similar bike), and they also have a beneficial effect on a suspension’s control of the wheels.

The benefit of the Streetfighter’s more conservative chassis geometry becomes apparent while riding the several fast sections of the Ascari racetrack. Unlike most streetfighter-type bikes, this new Ducati remains sure-footed at high speeds.

“It’s very strange,” said Ducati test rider Vittoriano Guareschi at the bike’s launch about the SF’s stability relative to similar naked sportbikes. A non-adjustable steering damper keeps dreaded headshake at bay.

The Streetfighter’s only high-speed problem is the complete lack of wind protection. This was quite unsettling in our first track session during startling wind gusts. It wasn’t until we adjusted our riding positions by laying on top of the tank that we were able to become comfortable at highly elevated speeds. It would seem unfair to condemn an unfaired bike for the lack of a fairing, but the wind deflection offered by the small proboscis of the Aprilia Tuono is an excellent compromise for this category.

The Streetfighter’s front end sports a stylized aerodynamic headlight underlined by a pair of LED position lights that mimic the headlights on the 1198. It’s actually designer Malagoli’s favorite part of his mechanical baby.

“You can recognize this bike from its face,” the Italian told Motorcycle.com about the intended family resemblance. “Its face is wonderful,” he said proudly.

The powerful Streetfighter is capable of Big Speed (Guareschi reportedly got up to an indicated 168 mph at Ascari), so it’s helpful the bike comes with the superb brakes of the 1198. Brembo radial-mount 4-piston monobloc calipers squeeze huge 330mm rotors up front and are actuated by a radial master cylinder and braided-steel brake lines. They deliver immense strength and major-league feedback. The rear brake needs a good stomp to lock the tire, which is just how we like ’em.

With all this high-spec, high-performance capability, it should be no surprise this bike shines when ridden hard. We’re confident there isn’t another naked that will lap a track as quick, except perhaps the MV Agusta Brutale 1078RR. The Streetfighter, although down on horsepower, is better able to translate its linear powerband to the pavement.

On the Streetfighter S, a rider has the soothing benefit of DTC. I spent my time playing it conservative in the #6 setting, and I was surprised how often the traction control kicked in. This was especially evident in some of the banked turns at Ascari when even mild throttle application lit the gauges’ indicator lamps while leaned over. The DTC intervention is imperceptible in its initial stage of ignition timing retardation, but a rider can feel the fuel cutout when aggressively twisting the throttle that results in a lurchy response. The adjustability of the DTC system allows it to be useful for even the fastest of riders.

Style-wise, we think the Streetfighter is a hit. Ducati’s trademark trellis frame is clearly on display, and the single-sided swingarm shows off a sweet Marchesini behind the shotgun mufflers. It’s not easy to package a big liquid-cooled powerplant nearly inside an unfaired bike, and the exposed rubber hoses on the left side of the engine detract from its otherwise clean looks. The chin fairing is slightly ungainly, but it disguises awkward bits like the oil cooler and filter and the lower section of the dual radiator setup.

One area of common complaint was the bike’s too-smooth footpegs. They proved to be quite slippery, a situation made worse by the right-side heel guard that forces a rider’s foot outboard. Ducati techs filed notches into them as an improvised solution for better grip.

But this is one of our few criticisms of this exciting new expression of Italian sportbikes. We were already thrilled with the sporting balance of the new Monster 1100, and this new super-naked brings it to a higher level via a 50-horsepower surplus. The Monster, however, is nimbler and might be quicker on a really tight canyon road.

Ducati has created yet another lust object for sportbike pilots with a flair for Italian machinery. Well-heeled, middle-aged sportbike jockeys with bad backs are ideal candidates for Streetfighter pleasure, but there’s enough performance on tap to thrill anyone of any age.

The base Streetfighter is a relative bargain at just under $15K, although it certainly can’t be called cheap. But those with deep pockets will want to ante up for the S version. Its Ohlins suspension is exemplary, especially in conjunction with the S’s lightweight wheels, and its traction-control system is a technological leap forward in rider aids.

If you can live without wind protection from your sportbike, the Streetfighter should be at the top of your list of dream motorcycles.

By Kevin Duke, Mar. 25, 2009, Photography by Milagro

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.