Honda VTX1300C, Star V Star 1300, And Suzuki Boulevard S83 - Rise Of The Middle Class

Riding Position
Marty Estes, Publisher
6'3", 200 lbs.,
34-inch inseam
For me, this comparison was all about ergos. When you're 6-foot-3, some bikes fit and others simply don't. Only one here really felt comfortable, and that was the Star. The seat's not as dished as the others, allowing movement into different positions. On the Honda, and even more so on the Suzuki, I was pinned against the "hump"-and really needed to move. One position, no options-not a good recipe for a happy tailbone. The Star's riding stance also worked better for my frame; it wasn't as "feet forward, leaned back," and I felt I had more control. Also, I didn't have to fight to hold myself on the bike as much and could actually lean into the wind. The others featured handlebars that were narrower and more pulled back, which for my size proved tiring, especially at speed in a headwind. I was impressed with the Star's suspension, particularly the front fork. The bike felt more substantial and details were well sorted, so it was the clear winner for me.

Conversely, Honda's VTX1300 uses an 89.5mm bore and 104.3mm stroke to achieve its 1312cc size. Applying its throttle is less of a jerking contest than with its more abrupt 1800cc brother, but the surge effect is still there in transitions. You can launch more evenly by working the clutch, though there's still lash evident in the drivetrain-more than on the similarly shaft-driven S83. The lurch is especially annoying when transitioning from closed throttle to acceleration.

The Suzuki may be the old man in the group, but, man, that motor still kicks butt. Though the S83 didn't have the top-end rush, it revved well and pulled hard at high rpm. It compensated with slightly lower gearing than the rest and was a bit off the mark in off-idle power. The clutch offered a relatively similar effort to the Honda's unit (with similarly skinny levers). Carburetion was flat off the bottom, but those 1360ccs were ready to roll with more than adequate power from idle if you twisted the heavy throttle persuasively.

Rock 'n' Roll
Los Angeles' roads have been progressively deteriorating over the last few years, so it didn't help to learn that the Suzuki's front suspension offered little damping, even with 5.1 inches of wheel travel. The bike tracks fairly well once the turn is initiated, however. An appreciable shaft effect doesn't help cornering manners, but with such stable geometry, this isn't much of a problem. The bias on the suspension settings is firmer than on a boulevard cruiser like the Star, and the dual shocks are adjustable for preload.

The suspension is also less than high-end on the Honda. The smaller VTX gives more feedback up front than its big bro, but still felt vague. A slightly floppy fork and harsh rear shock meant the VTX wasn't too planted in mid-corner bumps. None of the settings on the preload adjustable rear shocks seemed better than stock. (There's a tool kit under the left side cover.) And our bumps got transmitted sharply. The VTX1300C also tended to wallow once twisties appeared. (It's been our experience that the S model is a bit more stable in turns.)

In this group, the Star's suspension shines, and we had little trouble with all but the worst of L.A.'s potholes. The bike is well damped and balanced. The rear, linkage-type single shock produces a reasonable 4.3 inches of travel, a handy margin over the VTX's and Suzuki's twin shock setups (3.6 and 3.9 inches, respectively), and soaked up most irregularities effectively.

When it came time to haul things down, we found all three bikes were somewhat lacking in the brake department. The VTX's single front disc, though huge at 336mm, worked adequately, but without as much feedback as we'd like. The Star's dual front discs also needed prodding to make an impression, and testers felt that also using the rear brake made for cleaner stops. The Suzuki had the least feel and feedback on both the single disc front and rear, with lots of pedal travel at the rear and a slightly mushy feel up front.

All Over Now
Everyone liked the $9599 VTX's attitude and styling, though most testers felt some details were too obviously built to a price point. The V Star, on the other hand, was almost too refined to some, and at $10,090, it's priced at the high end of the pack. But it also brings the best feature set, which raises the bar for the others. At $8499, the S83 is indisputably the bargain bike, but that comes with a caveat. Its unique look means you'll never get mistaken in the herd, and the engine can still hang with the best, but it's getting difficult to justify the price for what's now 20-year-old technology.

In all, we were impressed by the newest class of cruiserweights. They bring plenty of ponies to the table, are much more manageable than their heavyweight cousins, and pull off the big bike look so coveted in this class. They're also a step up in power, substance and status over the 1100s. (Though it'd be a stretch to call them beginner bikes.) No matter what you end up calling them, they're certainly a case of less being more.

In the Vicinity
2007 Harley-Davidson 1200 Sportster Custom
Although it doesn't pack the same amount of cubes as this 1300cc class, Harley's Sportster 1200 line certainly comes close in intent, price and performance. Revised in 2004, the newer Sportsters are less vibe-y than their predecessors, thanks to a stiffer, beefed-up frame with stabilizers and rubber engine mounts.

The same frame, fuel tank and 150mm rear tire is used on all four XL 1200 models, but the Custom is distinguished by its skinny 21-inch wire front wheel. Customs also get disc-style 16-inch rear wheels, forward foot controls and a short drag-style handlebar mounted on risers that supports an integrated speedo and warning lights. The function button, alas, is hidden underneath the gauges, making it virtually impossible to reach while riding.