The Roadster's minimalist appearance belies its comfortable ergos (except for that hard saddle); the midmount pegs should accommodate even six-footers, and the low-rise handlebar positions hands comfortably. You sit higher on the Sportster, nearly 30 inches off the ground, with the ignition positioned at the neck just forward of the restyled 4.5-gallon tank. Our test bike was fitted with the optional Smart Security System, a hands-free device wired into the bike's ignition system. If the key fob is more than 8 feet away, the bike won't start, flashing its running lights quickly instead.
Even though the Sportster is one of H-D's entry-level models, fit and finish are excellent, and small details like the black powdercoated engine and metal turn signals (rather than plastic) are impressive. The Sportster's smallish dimensions help instill confidence in most riders, although at a standstill you can still feel the engine's heft in the frame.
The Classic on the other hand is more classically styled, meaning it goes for that plus-size look: fat wheels and tires, wide wraparound fenders and staggered dual mufflers. If you feel lower on the V Star, that's because its seat is 2 inches closer to the ground than the Sportster's. The slammed style is emphasized by a fat 4.5-gallon tank with the chrome-framed speedo set on top.
Overall fit and finish on the V Star are impressive considering the price point. Among Star's cruisers the $8799 Classic slots in between the $6299 V Star 650 and the new $10,090 V Star 1300. The bike is good-looking in an unassuming way. Although there's a seam, it's hidden underneath the nicely styled tank. There are polished bits on the triple clamp, and you could easily imagine the V Star with whitewall tires, cutting a graceful profile. The Classic also places the ignition switch behind the steering column on the right (with an integrated fork lock). And if you squint you might even make out the cool flame paint job on our Raven black model.
The V Star gets a classic...
The V Star gets a classic cockpit and bare-bones, tank-top instrumentation.
On The Road
When it came time to start her up, the Sportster's 1199cc Evolution mill purred to life without a hiccup-all Sportsters got H-D's Electronic Sequential Port Fuel Injection as standard equipment in 2007. Oxygen feedback acts independently on each cylinder, so the system adjusts to changing conditions for optimal performance. Even with the engine's rubber mounts (an upgrade in 2004) you can still feel that distinctive rumble underneath.
The Roadster's clutch pull is the usual Harley situation-that is to say, heavy. It's not such a chore on long trips, but we all agreed the stiff pull gets pretty tiring in traffic. The clutch otherwise engages predictably and firmly with a fairly short throw and heavier clunk than you'd expect. Throttle response is instantaneous, and a low first-gear ratio on the Sportster makes it easy to launch aggressively without using too many rpm or too much clutch-a heavy right wrist can easily spin the tire. Fueling is up to the task, and the switch to EFI answers new, tougher emissions standards. The Sportster rolls on easily and revs freely throughout the range, hitting its horsepower peak just before the 6000-rpm redline with a discernible vibration that's not nearly as annoying as with previous Sportsters. Meanwhile, our dyno shows a healthy torque curve that comes on strong down low, steadily building to its peak at 3500 rpm before falling off.