As the mainstream motorcycle market fractures into more and more niches, riders are faced with a dizzying list of choices.
Not that that’s a bad thing, as Jerry Seinfeld would say.
In the cruiser world, Harley’s stylish V-Rod may not have been upstaged by the elegant Arlen Ness-designed Victory Vegas, but the jury’s still out.
But the V-Rod and Vegas are headlining a very strong market–the power cruiser, says Les Barker, high-performance machinist and market critic in Vancouver, Wash. Barker, 50, was a Honda service manager for 12 years. His machine shop has built race bike motors for several national champions including David Mings, the current 350-cc American Historic Racing Motorcycle Association champion.
“The Vegas is a big deal. It illustrates the level of factory commitment, contracting with [legendary bike builder] Arlen Ness. It’s transformed a bike that was a rolling breadbox into something with real style. The only complaint I’ve heard is clunky shifting, nobody has [complained] about the bikes using oil or blowing up, and they’re pretty darned powerful, with the potential of a lot more.”
Barker says that Mark Barnett, who’s in charge of the Victory division of Polaris, has a good slant on the market, planning so many dealer options that buyers will have 2,500 possible combinations “and no two will look alike.”
He rates the Honda Valkyrie Rune in a similar niche, though he questions how the radical styling and strange trailing link front suspension will appeal to buyers. The bike is brand new and many have seen it only in shows.
“People will either love it or hate it but regardless, it shows the factory’s got the [guts] to put something out there and see if people like it.”
In contrast to all these variations, Barker says buyers seem to prefer the Harley V-Rod in its signature silver.
“I was dropping some cylinders off [at a dealership] and looking at an orange one and a pretty nice blue one, but the guys were telling me other dealers had been calling, trying to sell them similar bikes. I wonder if it’s just the color or the market has reached saturation.”
Honda also has downsized its hulking VTX 1800 from 1800 cc to create a 1300-cc model, saving about 80 pounds, though Barker terms that “putting lipstick on the old 1200 Shadow.”
John Foyston, a former Ducati dealer in Tigard, Ore., is awaiting the Ducati Multistrada, having built a custom roadster from a crashed Honda ST 1100 featured in Cycle World last December. Both bikes are stripped-down versions of machines usually seen with fairings.
“I think the Multistrada is the precursor of a group of adventure tourers that have become more road-oriented, like the Suzuki V-Strom, Cagiva Gran Canyon and Aprilia Capo Nord, dating back to Yamaha’s old TDM in 1992. They have some gravel-road capability, not much more than if the tavern has a gravel parking lot, but I don’t hear anybody raving about them.”
Foyston also sees the Victory Vegas as a serious factory attempt to seize business from such “catalog choppers” as Big Dog, Confederate and American Ironhorse, not to mention the Boss Hoss, which crams a Chevrolet V-8 into a bike frame (total weight 1,310 pounds).
“I have to think people will get tired of them,” he said. “Imagine guys getting paid up to $100K to build bikes out of catalogs. They get their motors in a box!”
A bright spot is the dual-sport market, dominated by buyers older than 35, Young says. KTMs, Kawasaki KLRs and Honda XR650Ls are strong “and 99 percent of the BMW GS riders never see dirt, which makes them a great used-bike buy.”
Young also says a federal ban on 2-strokes, to be phased in through 2007, has forced rapid development on some excellent small 4-stroke engines. “KTM has the best 250 out there, even though they’re overshadowed by Japanese market dominance.”
Perhaps boosted by uncertain economic times, the scooter market has rebounded with offerings from Vespa and others. But U.S. buyers seem undecided about the giant scooters making waves in Europe. The Honda Silver Wing displaces 586 cc and the Suzuki Burgman is 650 cc, big news when motorcycles can run around 650-cc typically and scooters don’t usually exceed 250 cc.
Both cost more than $7,600, which puts them up against touring bikes. Serious scooterists might consider the 500-cc Aprilia Atlantic, which is $2,000 less.
Cruisers and tourers
Here are some bikes to consider if you’re shopping:
Cruisers
– Victory Vegas: Not just a styling exercise, its comfort, speed, long wheelbase and low seat raise the bar. 1,507-cc, 80-horsepower V-twin. $14,999
– Harley-Davidson V-Rod: Attracts stares from non-bikers; still a benchmark. Water-cooled, 60-degree, V-twin. Spun aluminum wheels, exterior frame so complex it’s formed under high water pressure, a 9,000-r.p.m. redline and 130-m.p.h. top speed. 1,130-cc, 115-h.p. V-twin. $17,995-$18,695
– BMW R1200CLC: BMW makes a great-handling touring cruiser with double headlight fairing, hard luggage, longer suspension travel and bigger front tire. Heated seats and CD player in the Custom. Montana model offers windshield and heated grips. Phoenix model good for posing. 1,170-cc, 61-h.p. horizontal twin. $16,090
Heavy tourers
– Honda Gold Wing: Still the benchmark for grand tourers. Silky smooth 6-cylinder engine bigger than many cars’, optional anti-lock brakes, adjustable screen, tons of storage, six-CD player. Capable of more than 250,000 miles over its lifetime, most riders wear out first. 1,832-cc, 119-h.p., horizontal 6. $17,699-$18,999
– Harley-Davidson Ultra Classic Electra Glide: The longest name fits the biggest Harley. The most comfortable model with the best fairing. Cross the country at leisure. Tons of luggage space, lots of toys–even a CB. 1,450-cc, 68-h.p. V-twin. $19,760-$21,065
– BMW K1200LT-E: Top-of-the-line BMW boasts more gadgets than you can shake a stick at but it’s gilding the lily. Forget the GPS navigation, CD, heated seats and grips, onboard computer, cruise control, adjustable windshield and linked anti-lock brakes. Just ride and appreciate how well 800 pounds can handle. 1,171-cc, 98-h.p. 4-cylinder. $17,990-$22,500
Sport tourers
– Honda ST 1300: Takes a good idea and makes it better. The old ST was produced for 14 years with few changes but the 1300 has more power, more aerodynamic bodywork and an aluminum frame. Ask European police how good they are. Trouble-free, shaft drive V-4, now with fuel injection and optional ABS. 1,261-cc, 116-h.p. V-4. $12,999-$14,999
– Yamaha FJR 1300: The old FJ 1100 design was a benchmark for larger sport tourers as far back as the middle 1980s (and again in the 1990s in the first revived Triumphs, some said). Redesigned model boasts 145 h.p., standard luggage and adjustable windshield. Serious alternative for ST 1300 shoppers. 1,298-cc, 145-h.p. 4-cylinder. $11,499
– Triumph Sprint ST: Fun and fast sportbike to be considered in the same breath as the Honda Interceptor. It’s a 955i Daytona triple that’s comfortable. 955-cc, 108-h.p. 3-cylinder. $10,899
– Honda Interceptor: Last year’s all-round best bike in some magazines, the new VFR makes the most of V-TEC technology that has it running on 2 valves up to 7,000 r.p.m., then on 4 valves to 10,500 r.p.m. The system doesn’t activate until the engine is warm. Handsome bodywork, high pipes, optional luggage and ABS. 781-cc, 107-h.p. V-4. $9,999-$10,999
– Kawasaki Concours: Durable bargain that’s 15 years old. Fitted luggage; a usable commuter without it. 997-cc, 100-h.p. 4-cylinder. $8,199
– Ducati ST4S: May still be best-handling bike in the class. Check out adjustable forks and the 996 desmoquattro engine. Claimed 160 m.p.h. top speed–even with luggage. 996-cc, 117-h.p. V-twin. $15,295
