#cruiser

Harley-Davidson doesn’t ask for much, says U.S. PR Manager Jen Hoyer, only to: “1. Lead in every market. 2. Grow the sport of motorcycling in the U.S., in part by growing the number of core customers and growing U.S. outreach at a faster rate. 3. Grow U.S. retail sales and grow international retail sales at a faster rate. 4. Grow revenue and grow earnings at a faster rate through 2020. 5. Outperform the S&P 500.”

When we posted our article about Victory’s unveiling of the 2017 Octane, the vitriol in the comments section was surprising even by internet standards. Of the 50 comments posted as of the writing of this review, roughly 30 were negative, many saying that the commenter felt mislead by Victory’s references to the Project 156 Pikes Peak racer as an inspiration during the Octane’s development. Perhaps this is an example of people hearing what they deeply wish for instead of what was actually being said.

Cruiser riders can be pretty particular about what they want. Why would cruiser aficionados who have a bit of wanderlust be any different? Indian was aware of this before they even released their first models. Those who are more classically inclined go for the Indian Chief Vintage. The riders for whom maximum mileage is the primary concern can opt for the Chieftain or the Roadmaster. What about the riders who want the classic windshield and hard bags? Until now, they haven’t had any option. The release of the 2016 Indian Springfield changes all that.

The different takes on cruiserdom was in full effect in the early 2000s, with the custom chopper scene getting most of the attention. However, the muscle cruiser crowd was also well represented with seemingly every cruiser manufacturer getting on board the bandwagon, stuffing big V-Twins into whatever they could. Honda’s big Twin was a 1,795cc, liquid-cooled stump puller first found in the VTX 1800 for model year 2000. Five years later we had this, the Honda VTX1800F. Same 1800cc V-Twin, this time wrapped in more muscular gym clothes capped with tribal graphics. You know, to really intimidate those other posers at the coffee shop. Despite its brawny appearance, however, the VTX1800F was actually a softy at heart. Sort of. As Gabe Ets-Hokin describes in his review below, it does all the things you expect from a big cruiser, but it definitely isn’t for the novice rider. For more pics of the 2005 Honda VTX1800F, be sure to click on the photo gallery.

The spinning steel drum does not lie: Ducati claims 156 horsepower at 9500 rpm for the XDiavel’s new 1262cc DVT (Desmo Variable Timing) L-Twin, and the MotoGP Werks Dynojet bears that out. The old rule of thumb is that rear-wheel hp (what the dyno measures) is generally about 10% less than crankshaft hp (what the manufacturers claim) on a chain-driven bike, and if that still applies then the Ducati is actually a few horses ahead of the game. Compared to the old Diavel, which never felt anything like slow, you’re looking at 10% more horsepower and 9% more torque.

Kymco may be best known for its scooter lineup, but the Taiwanese company has had a small displacement motorcycles come and go from its model choices through the years. One example is this, the 2005 Kymco Venox, as reviewed by former staffer and current MO columnist, Gabe Ets-Hokin. In a beginner motorcycle field littered with sporty bikes, cruisers for the newbie set were hard to come by. Honda’s Rebel, Yamaha’s Virago 250 and Suzuki’s GZ250 were your main options. Then there was Venox. Unlike the Japanese bikes, the Taiwanese beginner cruiser was a better fit for larger riders, or those simply desiring a motorcycle with a bit more heft. As for its actual riding dynamics, here’s Gabe to fill you in. As always, for more pics of the Venox, be sure to visit the photo gallery. 

Today, Black Brand launched its line of motorcycle gear aimed squarely at the V-Twin/Cruiser market, and you might be wondering why you should care. Well, when developing the line the folks behind Black Brand did their due diligence and found what they think is a huge hole in the cruiser gear market. Anyone on the cruiser scene is aware of the 800-pound gorilla of the V-Twin world, and the Harley team does a pretty good job of dominating its corner of the market with well-made clothing with its name emblazoned all over it.

What do the Diavel and the XDiavel have in common? According to Ducati, aside from six letters in their names, only brake calipers and tires. So, despite the similarities of the names – and even in profile – Ducati calls the 2016 XDiavel the company’s first true cruiser. Don’t think of this as a boardroom construction meant to fill in a particular check mark on a manufacturer’s list of necessary products. As Claudio Domenicali, the Ducati Motor Holding SpA Chief Executive Officer, said just this morning over breakfast, Ducati doesn’t focus-group its bikes to death. Instead, the company builds the bikes it wants, the bikes that scratch a creative itch, and lets the chips fall where they may.

In 2009, when it came to burning away mile after mile in long-distance, big displacement touring comfort, certain motorcycles came to mind. Motorcycles like the Honda Gold Wing and Harley-Davidson Electra Glide Classic were obvious choices, but another motorcycle deserving inclusion in the conversation was the 2009 Kawasaki Vulcan 1700 Voyager/Nomad, the topic of this week’s Church of MO feature. Here, MO’s Editor-in-Chief Kevin Duke takes one for a spin, wherein he discovers you really can take this Kawasaki from coast to coast in absolute comfort. The fact it is still in Kawasaki’s product lineup, seven years on, speaks to its capabilities. Read on to get Kevin’s complete thoughts on the bike, and to see more pictures of the Vulcan 1700 Voyager, be sure to check out the photo gallery.

Personally, I feel like five speeds is plenty for a cruiser, really. Who wants to be shifting extra gears when they’re cruising relaxationally along feeling all Lee Marvin, having their chassis “further complimented by stout forks and shocks” like the press material for the new bike says? Why, thank you, forks and shocks, you’re not so bad yourself…

Moto Guzzi unveiled two new mid-sized cruisers powered by a new 850cc V-Twin engine. The new V9 Roamer is the spiritual successor to the Moto Guzzi Nevada while the V9 Bobber adds a blacked-out bobbed cruiser to lineup. both V9s will be available in the U.S. as 2015 models but we’ll have to wait a little while for MSRPs.

Struggling to figure out how to make inroads into the U.S. cruiser market, with the new XDiavel, Ducati has finally decided that if you can’t beat ’em, join ’em. That’s not entirely true of course, because the new XDiavel retains plenty of performance. But it’s also the first Ducati ever with belt final drive, and the first ever where any Ducati official (Domenicali) has made a big deal of embracing the appeal of Low Speed Riding.

Victory, and parent company Polaris, know how to throw a birthday party. Take for example Alfonse Palaima’s thinly veiled attempt at a motorcycle review, seen below in this week’s Church feature. The bike is the 2009 Victory Vision Tour 10th Anniversary Edition, named such in honor of Victory’s 10th model year. Only 100 were made, and AP was lucky enough to throw a leg over one for a ride. Equally as important was the opportunity to join 98 other Victory owners for a chance to chew the fat, rub elbows and drink beer with Victory/Polaris execs. The Fonz was sure not to drink and ride, of course, and returned with an entertaining and informative review. Check out the whole story below, and to see more pics of the the Vision, be sure to visit the photo gallery.

When it comes to mid-displacement touring cruisers, the poor Honda VTX1300T often gets overlooked. It seems as the VTX1300T was the unfortunate victim of bad timing, as this time frame saw the rise of cruisers that took the “no replacement for displacement” mantra to heart. Big-bore cruisers were quickly gaining popularity from OEMs both near and far. For those with more reasonable displacement needs, the 1300T was a solid long-distance package, as Mark Gardiner makes clear to us in his ride review from 2009 below. To see more of the VTX1300T, be sure to visit the photo gallery.

In the great old US of A, lightweight motorcycles have traditionally garnered little respect – though that is changing with the recent focus of major manufacturers on developing modern, exciting motorcycles in the less than 500cc class. Still, while the 250cc cruiser market may be almost as minuscule as the displacement in the United States, this class of cruiser shouldn’t be ignored. World-wide, the class carries much more importance thanks to tiered licensing and tariffs on large-displacement motorcycles. Additionally, the 250 class is also extremely price conscious, challenging manufacturers to make the tough decisions to build a quality, desirable motorcycle for a diminutive MSRP. This is the environment that spawned the Hyosung GV250 Aquila.