Two decades are forever in the world of motorcycles. We recently glanced through the 1986 Street Bike Buyer's Guide published by sistermagazine, Motorcyclist. It contained more than 100 bikes; only a very few of them exist today in the same basic form. But those bikes that have kept coming back for 20 years are worth a closer look. What makes them so special?
Since these seven mainstream cruisers were first unveiled, all their manufacturers have introduced and discontinued dozens of new models, sometimes making big bets on seemingly spectacular new technology or ideas that are now gone and all but forgotten. Sure, there are bikes like Harley-Davidson Sportsters and Super Glides that still exist in the same displacement and designation...but just try finding a single major part from two decades ago on the current model. Some of the bikes reviewed here have even spawned derivative models, like the Honda 1100 A.C.E., Suzuki 800 Marauder and Kawasaki 800, that have come and gone.
But for two decades these seven motorcycles have soldiered on much as they were originally introduced, continuing to endear themselves to new generations of riders. They have done so with little technological innovation or support from the publicity or advertising departments of their makers. Some have seen their 20th birthdays ride by without a celebration or even a mention. But they still sell, and their riders still love them.
Even though motorcycle magazines tend to slobber over what's new and hot, we wanted to recognize the cruisers that have managed this extraordinary feat. After all, getting old isn't all bad (as Friedman keeps trying to tell us). Even though no one had heard of the internet when they were introduced, there is massive information about these seven bikes' strengths, maintenance needs, foibles and accessory and modification options online and plenty of parts support wherever you may ride. Most mechanics have worked on them before. As an owner, you probably don't need to wonder if there will be a 2007 version that eclipses yours and lowers its value. Riding one of these bikes is also a signal that you are too wise to buy into the idea that something is better simply because it is new.
Don't look for slick technology in this crowd. The bikes have been pretty much left alone by their makers since their introduction (and we have noted any significant updates that were made). There's no fuel injection, no electronic instrumentation, no ECUs, not even self-canceling turn signals (even though that technology was introduced in the 1970s). Though these bikes do have some decidedly dated bits (like the button-tuck upholstery on the Kawasakis, which creates uncomfortable pressure points and holds water after a rain), for the most part they are a testament to how little the march of progress has improved the function of cruisers.
So here they are, seven of the most resilient motorcycles in modern motorcycling, still appealing...even though they are old enough to vote.
Kawasaki Vulcan 750
Introduced shortly before Suzuki's Intruder 700 (now Boulevard S50), the Vulcan 750 is the last surviving representative of the previous school of Japanese cruiser design and a stark contrast to the Suzuki. At that point, the manufacturers had learned that Americans wanted V-shaped engines, especially V-twins, but they hadn't all yet grasped the idea that clean styling was the top item on most cruiser buyers' wish lists. It would be another decade before Kawasaki got around to addressing that issue, starting with the Vulcan 800s, which were built on the basic 750 bottom end.
Back in 1985, Kawasaki figured that American buyers wanted the same things from V-twin cruisers that they did from other bikes-good performance and a nice helping of useful features. So Kawasaki's first V-twin, the Vulcan 700-which became a 750 with the expiration of the Harley-protective tariff erected on bikes over 700cc-had double overhead camshafts and four valves per cylinder to let it rev and make good power. It was liquid-cooled to make it durable and used hydraulic valve adjusters to eliminate that task.
The Vulcan 700/750 was (and is) loaded with features that have been deemed unnecessary, unstylish or too expensive on more recent models. The Vulcan 750 boasts shaft drive, cast wheels (a 19-inch front and 15-inch rear) with tubeless tires, dual-disc front brake, a tachometer (redlined at 8500 rpm), a fuel gauge, a coolant-temperature gauge, a headlight-failure warning light, a dual-bulb taillight (if one burns out, you're not invisible at night), four-way flashers, dual horns, shocks that adjust for air pressure and rebound damping, air-pressure-adjustable fork legs, a handlebar choke lever, Kawasaki's positive neutral finder in the five-speed gearbox, two helmet locks and a centerstand. That last item is something we frequently wish for on cruisers (the Yamaha V-Max is the only other cruiser that has one). It makes it easy to check the tires and oil before each ride, and greatly simplifies many service procedures. Fashion and cost concerns have made centerstands all but extinct.
The Vulcan 750 exemplifies the early 1980s Japanese approach to cruisers-make them more functional, safer, simpler to maintain and generally easier to live with. Style hadn't yet reached the top of the designers' list of requirements. However, there are enough cruiser buyers who still appreciate a motorcycle with a lot of conveniences that the Vulcan 750 continues to sell respectably going into its 22nd year. That's made more remarkable because it is not only the oldest bike here, it's also the least changed.
On the other hand, the Vulcan 750's styling is...funky. It makes no secret of its liquid-cooling system, and the cylinders don't pretend to be air-cooled. Though it has a somewhat fashionable profile (perhaps a bit short), there are some real eye-stoppers on this bike. Those oval "airboxes" hung ahead of the engine on each side of the bike, the dual horns right under the headlight, the leading-axle fork used to lengthen the fork legs, the passenger backrest (actually, backstop might be a better description because it doesn't rise far enough to rest your back on) that is part of the seat, the obvious black plastic cover around the steering head, and those exhaust pipes on each side that seem to be a series of segments instead of a single flowing unit and their wire heat shields all make you shake your head a bit.
However, if the looks don't put you off, the Vulcan 750 has quite a bit to offer when you throw a leg over it. Power is good; only the Suzuki 800 outruns it in its class. The rubber-mounted engine transmits little vibration, and the drivetrain operates smoothly. The riding position isn't exactly laid-back, with pegs not as far forward as some other cruisers and a bar that sits you up straight in the wind. (A windshield is a good addition for long-distance riders.) Except for its button-tuck upholstery, a quarter-century-old styling fad that should be abandoned, the saddle is acceptable to most riders-flat and nicely shaped. The suspension is softly sprung and lightly damped, letting it ride smoothly over small, sharp bumps. Overall, it's a comfortable bike with enough power for pleasant touring. On the highway it delivers about 50 mpg, giving about 150 miles from the 3.6-gallon tank before you need to find a gas station.
The tradeoff for the compliant ride is that the Vulcan 750 is not quite as steady as you might wish while cornering. However, the adjustable suspension lets you dial in more rebound resistance in back just by twisting the collars of the shocks. You can add a little air pressure at both ends to accommodate a passenger or other load. Cornering clearance is somewhat limited, especially on the left. Steering is quicker and more responsive than other 800cc-class cruisers, making it easy to handle at low speeds or when weaving through obstacles. Although the dual front discs provide strong, controllable braking, the drum rear brake, while strong enough, offers little feel or feedback.
Owners report that the bike has few mechanical issues, though several told us that you need to keep the shaft drive's splines properly lubricated. There are enough Vulcan 750s in junkyards that used parts are easy to find.
Even if it doesn't win any beauty contests, the Vulcan 750 is a satisfying motorcycle for those who want a comfortable, powerful, long-legged and trustworthy riding companion.
Specifications
Kawasaki Vulcan 750
Suggested Base Price: $6299
Engine Type: Liquid-Cooled 55-Degree Suzuki Boulevard S50Tandem V-Twin
Valve Arrangement: DOHC; 2 Intake, 2 Exhaust Valves, Hydraulic Adjusters
Displact, Bore X Stroke: 749cc, 84.9 X 66.2mm
Compression Ratio: 10.3:1 Minimum Fuel Grade: 87 Octane
Transmission: Wet Multiplate Clutch; 5 Speeds
Final Drive: Shaft
Wheels: Cast, 19 X 2.15 Front, 15 X 3.50 Rear
Front Tire: 100/90-19 Bridgestone Exedra Tubeless
Rear Tire: 150/90-15 Bridgestone Exedra Tubeless
Front Brake: 2, Single-Piston Calipers, 10.1-In. Discs
Rear Brake: Drum, Rod/Cable-Operated
Front Suspension: 38mm Stanchions, 5.9 In. Travel, Adjustment For Air Pressure
Rear Suspension: Dual Dampers, 3.5 In. travel, Adjustments For Air Pressure, Rebound Damping
Handlebar Width: 31.4 In.
Fuel Capacity: 3.6 Gal.