The 'Tweener Twins: 1100 and 1200cc V-Twin Motorcycles Compared

What You Pay, What You Get

Obviously the extremes in price, style and finish sharply separate the bikes in this group. A rider looking at a V-Star or Sabre isn't likely to also have the V-Rod on his list, and visa versa. The 'Rod and BMW are probably in their own separate classes for most riders or likely to be measured against comparably priced bigger-displacement bikes--where they still stack up very well.

Though one staffer named the BMW his choice, the rest of our core testers focused on the bikes with four-digit list prices. The Sportster Custom got one vote, and one of our guest testers, a sportbike rider, named the Sportster Sport as his pick. However, most riders picked the V-Star Custom as the top choice for its excellent comfort, clean, elegant style and all-around competence. In effect, it is a bargain-priced big twin, with the power and most of the style of a bike 50 percent bigger. Most of these riders also listed the plain but pleasant Spirit as second choice, generally with a mention that it's the most affordable bike here. It is also the top choice regardless of price if passengers are a regular part of your riding.

Big twin riders will continue to boast about the size of the machine between their legs, but these bikes prove that it isn't how big it is but how it performs. If you are more interested in cost-effective cruising than paying for piston-enlargement pills, your dollar will go farther---and often faster---with one of these in-between twins.

RIDING POSITIONS

Andy Cherney: The 1100s are overlooked bunch and it's a shame, because you get a lot of motorcycle for the price.

If value is what you're searching for, then look no further than the V-Star. Fat, fully fendered and finely finished, the V-Star feels more like a big twin than a middleweight. Its anemic motor is the first clue the you're not riding a Road Star, but the V-Star's well positioned ergos and planted stance make you feel especially confident anyway. You can do a lot worse for $9000.

But I'm more interested in performance and versatility, and the BMW Phoenix best nailed those qualities for me. A compliant front end and fearless steering always make me grin, and the ABS brakes bring it to a stop no matter what. Sexy running lights, fuel injection and a peppy motor make the price of this premium package almost justifiable.

After that, it's a long drop to the rest of the herd. The V-Rod has an engine par excellence but that's all. Both Sportsters are spirited mounts in the canyons, that they shook my dentures loose. And the Hondas, while attractively priced and well built, are simply uninspiring. If you can't come back from ride with a little inspiration, then why bother?

Jamie Elvidge: If there's one thing 2002 brought to the world of metric cruisers, it's an awareness that not only can apples be oranges, but these days you might find the bananas in the same crate with kumquats. What? It's the fact that so many of the new cruisers (and motorcycles in all venues) are breaking out of the old molds. Harley's V-Rod is just one example (a kumquat) of an 1100 V-twin that doesn't resemble its classmates.

There's nothing universal about this group except displacement, not output, only capacity. For me, it's the bike that most resembles the classic cruiser concept that excites me the most: Yamaha's buxom V-Star. There are 1100 V-twins that offer superior power and several that will corner the chrome off the V-Star. But it's the only bike in the group that makes you feel like you're cruising--'57-Cadillac-with-the-top-down cruising.

Next to the Star, I prefer the Honda Shadow Spirit for its good nature, adaptability, and bargain price. It's a do-all bike, a trait of which I'm fond. Of course I like the sporty Sport in the corners and the V-Rod for showing off, just like everyone else. Like a good old apple, the V-Star packs a lot of wholesome stuff in an efficient package that doesn't cost a whole lot. And you know what they say: A ride on a classic cruiser is a day...

Art Friedman: I arrived at my favorites by a process of elimination. I'm not about to pay $20 grand for a bike anytime soon, so the V-Rod is out, even if it was comfortable. My wallet doesn't think the BMW is worth its stiff asking price either. The Sportsters shake too much, though I might be persuaded if one was done XR-style. They are off my list too. The Sabre was just a bit awkward, especially with my favorite passenger, my wife. We seemed to develop an unfamiliar helmet-banging routine on this bike for some reason; it doesn't happen on other bikes.

That left two bikes worth considering. My family favors the Spirit, because it does the best job of treating passengers with respect. I was more comfortable on the V-Star Classic, however, and also find it prettier.

The question around our house these days is: Who gets the deciding vote? Or more accurately: Does Dad get to veto their unanimous choice of the Spirit?

Find Friedman at artofthemotorcycle@hotmail.com.

David Tong: Objectively, I think I can go along with the group consensus here and agree that from a purely dollars-and-sense perspective for the majority of riders, the Yamaha V-Star 1100 works well and does what they'd expect for a "cruiser." It's "big," soft, comfy, and even sounds okay. But...

I like something a tad leaner 'n meaner in my bikes, which is why I'd vote for the Sportster Custom with my own dollars if I was in this market. To me, the functional gain from having a crisp handling response from the helm, a hinge-free chassis, the greater ground clearance around corners, and yes, even the vibes (to a point) spell m-o-t-o-r-c-y-c-l-e to me that no amount of flame stickers, fat fenders, and chromed plastic will. There's a good combination of flash and dash I find quite appealing, though I certainly wonder what the boys and girls in Milwaukee have in store for the long-overdue Sportster redux that's been rumored for years. Sport-Rod anyone?

Guest tester David Tong has been riding for 23 years and answers email at ddtt2@yahoo.com.

MIA: MOTO GUZZI CALIFORNIA 1100

This had started out to be an eight-bike comparison, but when we stopped to get fuel a few blocks into the ride, the Moto Guzzi California EV's gas cap would not unlock. Our choices were to delay the whole process and try to fix it, attempt to break in, or abandon the EV. We left it behind.

We'd ridden it enough to know have a good idea of what we were missing. Guzzi's across-the-frame 90-degree 1064cc OHV air-cooled V-twin makes a good turn of power, past heavy flywheels and plenty of torque reaction. Smooth at cruise, it shakes some during acceleration. The fuel injection gives predictable throttle response. The suspension is superior to most of the other 1100 twins and cornering clearance is plentiful. The riding position is acceptable, and the seat is pretty good. The appearance isn't mainstream but it does have its adherents.

But the EV's fatal flaw is its poorly executed floorboards. It's as if the floorboard designer never met the control engineer. Most heel-toe shifters can be operated simply by rocking your foot, but the EV requires you to completely reposition your foot when you go from upshift to downshift--very awkward. Things are worse at the brake pedal, which operates the quite powerful linked brakes. If you try to operate the pedal with your foot on the board, the brakes are far too sensitive and hard braking is a dangerous. A small nub has been provided to rest your heel on during braking, but this means you must lift your foot off the floorboard, put it on the footpeglet, and then address the pedal, which is slightly less sensitive when approached thus. Good thing too, because you have been rushing toward to what you wanted to avoid during this maneuvering. Still, braking was a bit dicey if there was anything less than perfect traction. Not the sort of thing likely to make us pick this $11,990 machine as one of our faves in this class. We aren't fans of linked braking, but we understand its virtues, particularly if control is better.

If you are attracted to one of Guzzi's cruisers, we'd suggest one without floorboards, perhaps even without linked brakes. We enjoyed riding the $8495 Jackal in 2000, which we think is a much better machine than the Calfornia EV. By the way, the engine powering all Guzzis gets an upgrade for 2003, with more power and hydraulic lifters to reduce maintenance.

The problem with our Moto Guzzi turned out to be a stuck lock in the gas cap.

Visit the Road Tests section of MotorcycleCruiser.com for our June 2000 comparison test of 1100 and 1200 V-twins.