By comparison the three belt-drive bikes were quite smooth in those situations, with the Star and Harley barely edging the Victory for drivetrain tranquility. It can be hard to separate the smoothness of a lash-free drivetrain from glitch-free throttle response, since play in the drive amplifies any unevenness in throttle response. As a result the three belt-drive bikes may have been rated as having more predictable throttle response than they really did. Whatever the factors, it was easier to provoke smooth responses to throttle inputs on the belt-driven machines in this group.
Though much improved over the M109's clutch, the cable-operated clutch of the C109 was slightly finicky during engagement, and its five-speed gearbox sometimes resisted shifting from neutral at a stop (just ease the clutch out partway while depressing the shift lever). No one had complaints about the other clutches, but some noted that the six-speed Softail and five-speed VTX were "a little clunky." Though the six-speed Kingpin was well received, the Stratoliner five-speed was top-rated for shifting smoothness. Some riders wished for a sixth speed on the Star, however, perhaps to quell that bit of vibration. Since all five bikes have floorboards, heel-toe shifting configurations are universal.
Because the first step to confident handling in twisty roads is predictable response to power inputs, the three belt-wearers started with a leg up on the two shafties and just kept going with it on the mountain and canyon roads of Nevada, Arizona and Utah that we tackled. The Suzuki drew another strike because of its size and weight, and most riders listed it as their last choice for making time when the road meandered. But we need to note that its handling, in particular its steering, is much improved upon that of the Boulevard M109 series bikes, although we aren't sure why. The C109 had virtually none of the M's resistance to turning and was more precise as well. However, it was also the only bike here that drew complaints about following grooves on the road. The Honda was a notch better, but its heft yielded somewhat sluggish steering response. The three belted baggers bested it in both low-speed and fast, winding-road handling manners. All five riders rated the "little" Softail as the most manageable at low speeds, making U-turns on a two-lane road, for example, even though the tall bar created some awkwardness. When the speed picked up, its unimpressive suspension and the most limited cornering clearance in the group dropped it behind the Victory during faster and more serious cornering. Overall the Victory was the sportbike in the group, besting everything when the cornering was fast and almost as handy in tight turns as the Harley. Its suspension isn't quite as supple or controlled as the Star's, but it's more settled than the rest. Our riders ranked the Star with or just ahead of the Harley during cornering and in the middle of the pack at low speeds. The Star's 38-inch-wide handlebar was a detriment in full-lock turns as well. The Star and Victory suspensions offered the best control in bumpy stuff.