For most buyers, appearance is among the first considerations in choosing a cruiser, particularly top-level models like these. But we can't tell you which one of these is the best looking, because we couldn't decide ourselves. Styling scores were all over the place, with each but the Vulcan garnering at least one tester's vote for best looking. One rider even split his top vote for appearance between the Yamaha and Suzuki. Overall, the Yamaha got the highest score, but there were also some testers who felt that the styling is too over-the-top. Though the Kawasaki was ranked last, it was generally agreed that the Classic is better looking than the original Vulcan 2000.
In terms of quality and detail, the Roadliner finished second to the VTX1800F. The Roadliner suffered in part because our test bike was a California model and had the required evaporative-emissions plumbing laced up the left side of the front frame downtube. The M109R was third, losing points for the obvious seam on its fuel tank, and the Vulcan, which annoyed most testers with its off-center instrument panel, a glaring quality-control issue, scored last.
But as always, buyers know what pleases their own eyes. Our job is to find out which bike works best, and in this group, it's the Yamaha Star Roadliner, which drew three of five votes for best overall. The Honda, which drew one first-place vote, finished a strong second, and since the N version of the VTX1800 is more like the Roadliner, it might have done even better. A lone first-place vote edged the Suzuki ahead of the Kawasaki for third place.
Of course, the Yamaha isn't everyone's cup of cruiser tea. Maybe you want your cruiser's lines to be more aggressive and the VTX1800F stirs your soul. Maybe you want power to back up the attitude and the Suzuki Boulevard M109R makes your heart accelerate. If bigger is better, then so is Kawasaki's Vulcan 2000 Classic.
If price is a consideration, the M109R, at just $12,599, is the bargain here, undercutting the $12,999 Vulcan Classic (which is a big chunk cheaper than the original Vulcan 2000 at $14,499). The VTX1800F starts at $13,499, with nine spec and color option levels that can take it as high as $15,399. The Roadliner starts at $13,580, with the highest level of color and finish options raising it to $14,980.
And if the Kawasaki's sheer size makes it the big winner for you, you can take pleasure in the fact that while someone is almost certainly already at work sketching a better big twin, it's unlikely anyone has plans for a bigger one.
Riding Positions
Andy Cherney
Press releases to the contrary, I don't find the ultraheavyweight class of cruisers to be aperformance-based bunch. Because all of these blinged-out behemoths taxed my patience on even mildly twisty stretches of pavement, I thought it best to judge 'em on the visceral thrills they generated in a straight line.
By that measure, it was hard for me to stifle big, fat guffaws when clinging to the oversized grips of Suzuki's M109R-the most unabashed power monger I've met since the Triumph Rocket III. But when it didn't buck me off the thin, dished saddle on sharper bumps, the M109R's jerky power delivery and meaty slab of rear rubber had me rocking like a deluded Elvis impersonator. Don't be cruel indeed. But, man, did it look cool, and it pulled big Gs off the line every time. This bike's meant for a very specific niche-the power-cruiser savant.
A notch behind Suzuki in the thrills department was the Vulcan-a big-boned battleship with a touch more refinement. I still don't dig its pronounced heaviness in turns and low-speed maneuvers, but the Kawasaki gave me a neutral, comfortable perch with its wide bars (too wide at full lock) and stepped saddle (which dug into my back on longer jaunts). I could mete out big power with more control than the M109 and the Vulcan never topped out-there always seemed to be plenty left in the hopper. And its exhaust note is, hands down, the most pleasing one to my perforated eardrums
The other two bikes did nothing exceptionally well, but they didn't have the glaring flaws of the first two, either. What this meant was that the Honda was perhaps the most accommodating bike to ride, with ample power, the most clearance and the most neutral riding position, but because it was so refined, the VTX1800F suffered from a lack of personality. And the Roadliner-with its Barcalounger saddle, wheelbarrow bars and stylized finish-was undeniably the most comfortable bike from an ergonomic standpoint, but those same elements conspired to quash any rush of adrenaline, too. Just think about how exciting Switzerland is, and you'll understand why I don't think "neutral" is a good adjective for a motorcycle.
None of these bikes is a logical choice-your decision has to be made on pure emotion only. Any sort of quantitative analysis misses the point.