The VTX1800F and Vulcan 2000 vied for second place in terms of overall comfort. The Kawasaki saddle fit a couple of riders well, and they ranked it first and second, but the rest of our testers ranked it last for its pressure points and inflexible shape, which locks your butt and back into one position. The Kawasaki's floorboards, though not as roomy as the Yamaha's, offer some flexibility and helped the Vulcan garner second place for riding position. A couple of riders noted that the buckhorn handlebar required a strong grip at higher speeds. Even though its smooth engine and suspension drew praise, the VTX1800F lost points because of its clamshell riding position and its saddle, which ranked last or second to last for everyone. Just remember there are several variations of the VTX1800, particularly the neo-retro N model, that offer ergonomics (including floorboards) that are much more comfortable than those of the F. The VTX1800F model's harder-edged drag style doesn't mesh with a plush saddle or floorboards.
Riders who droned the longest on the Suzuki rated its saddle second to the Yamaha's, with one rating it second overall for comfort. Several commented that its riding position was better than they expected in a straight line, especially when accelerating hard. The low handlebar and headlight cowl break or eliminate most of the wind pressure on the rider at high speed, too. Nonetheless, most riders put the Boulevard's relatively extreme clamshell riding position at the bottom of the group, and some remarked that the footpegs were slightly awkward to reach. Combined with a solid shudder under acceleration and the bumpiest ride of this foursome (which seems to be due at least in part to significant unsprung weight), the Suzuki ended up last in scores for comfort.
If passenger comfort figures highly into your choice of motorcycle, the Vulcan's saddle, which has the widest passenger section, will be a strong attraction. The M109R comes with both a passenger seat and a rear cowl, which can be exchanged in a minute or two. That seat was rated the second best for passengers, but the bike's high footpegs aren't as accommodating. Considering the Roadliner's otherwise strong emphasis on comfort and elegance, it's sort of disappointing that it has such a lame passenger pad. Of course, aftermarket companies and most of the motorcycle manufacturers themselves offer plusher alternatives, and there are passenger backrests available, as well. And again, if passenger comfort is high on your list, there are different variations of the VTX1800 that will serve you better than the F.
On the other hand, if you choose a different model VTX1800, you may give up some of the endearing handling qualities of the F. Compared with the VTX1800N, the F has taller wheels (18-inch diameters compared with 17- and 16-inchers), slightly narrower tires, less front-wheel trail (5.7 inches instead of the N's 6.4), and slightly fewer pounds, all of which make the F more responsive than the N-and than its competitors in this comparison. The VTX1800F also has the most cornering clearance and the most effective suspension. Put all that together and you get the best MegaTwin on winding roads and during low-speed maneuvering.
The M109R wound up solidly at the bottom of the score sheets for handling. In addition to the problems created by the abrupt throttle response and herky-jerky drivetrain, it was hampered during cornering by its wide tires, which make the bike resist leaning into a corner, especially under braking. And its riding position makes it hard to counter that tendency. Stiff suspension and meager cornering clearance are further reasons this is a bike that's happiest on straight roads. At low speeds, the awkward ergonomics, lurchy drivetrain and heavy clutch all conspire to make it the toughest bike to master in this group.
In the middle of the handling rankings, despite unimpressive cornering clearance and wimpy rebound damping that make it kick up over sharp bumps, the Roadliner got higher marks than the Vulcan 2000. Both are reluctant to turn under braking, but the Roadliner's wide handlebar provides enough leverage to make this relatively easy to overcome and to hold the Yamaha on the line you intend. The riding position, handlebar leverage and low center of gravity make it the most manageable of the group when maneuvering at walking speeds.
The Kawasaki is still the biggest, heaviest and longest of these bikes, which are liabilities at low speeds, and the new buckhorn bars create some awkwardness, such as colliding with and trapping knees during tight, low-speed turns. Its suspension gets overwhelmed on bumpy roads, but its steering manners-somewhat heavy with extra attention needed to hit the line you want-were rated about average for this class.
Triple discs stop all of these machines except the VTX, which uses a linked braking system to operate its brakes. With this system, the pedal operates both pistons of the rear brake caliper and the center of three pistons in each front brake caliper. These linked (or combined) braking systems work very well for inexperienced riders in panic stops and for experienced riders in controlled braking tests. Despite that, we prefer independent braking systems. At low speeds, they let you release pressure on each wheel as the bike rolls over something slippery, and during panic stops, you can modulate them independently. During full-goose braking with a linked system, you have to readjust the front every time you change pressure on the rear. The Honda also lost points because, like the Yamaha, it has no adjustment for the front lever position.
The best stopper of the MegaTwin foursome is the Suzuki. The M109R's radial-mount calipers give excellent power, control and feel. We rated the Kawasaki a strong second, ahead of the Yamaha, because of its stronger brakes and an adjustable handlebar lever.
Besides adjustable brake levers, other functional features that riders liked included tachometers on all but the Kawasaki. However, the Kawasaki's instruments were judged the easiest to read, ahead of the Honda's and Suzuki's, while the Yamaha's were considered the least readable during the day but the nicest at night. The Yamaha's instrument adjustment and reset buttons drew praise because they are mounted on the handlebar.