Gear: Helmet: HJC AC-10 Jacket:...
Gear:
Helmet: HJC AC-10
Jacket: Vanson B
Gloves: Vanson Saturn
Boots: Sidi Slash
Jeans: Shift Torque
As expected, a bike this long and low just can't handle exactly like your average cruiser. I've rarely ridden a 21+-inch front wheel, 250mm+ rear wheel bike that didn't have at least a little handling funk (the exception being BBC's Paradox, see sidebar), and this one's no exception. The fat tires and long wheelbase conspire to make a bike on which turning gets progressively harder the farther you lean over. If you like a bike to set into a line and stay there, this is not your bike. On very twisty roads (like the one out of the mountains from Big Bear) the bike is a lot of work to ride. That said it's got some upside as well. Stability was the idea when designing this bike, and running into the triple digits down a piece of flowing highway, its designed to never get wiggly like some other touring bikes will do. In mellow turns the handling is very light and it effortlessly changes direction for minor course corrections.
While we were cranking the GTX over to hustle it through the mountain roads' turns, it does take a surprisingly long time to touch anything down, and that point you're pushing so hard it doesn't really matter. It was only when hitting a midcorner bump at speed that it ever got out of shape (turning or going straight) and even then, it came right back after the jolt. Suspension action is mighty fine for a long low machine (especially one swinging that kind of meat in the rear end), the Progressive Suspension shocks and BBC front end combine for a pretty plush ride.
The 100 Smooth engine lives up to its name to some extent: for a rigidly-mounted engine it definitely is nothing like my old Sportster from college. At low rpm and idle the motor is pretty silky, transmitting only enough a nice rumble, as the revs increase so does the buzz, making it completely unnecessary to mount a tachometer on this machine. Start-up and warming are seamless with the S&S EFI setup, which thankfully takes care of all that choke-pulling and such right out of the equation. However, power (as measured by the ever-accurate Butt Dynomometer) is not all that impressive for a 100-inch (1675cc) mill. It pulls with authority, and while its design causes it to not hit hard, it also didn't pull more than an indicated 95mph in the top (overdrive) gear. Downshifting will get it into the triples, but then the buzz comes back.
The brakes seem effective, but in need of better bleeding from the factory. The front brake control comes to the bar and has a spongy response but brings the rig to a halt quickly. The rear pedal, simply goes to the stop with not a lot of whoa.
Once down the mountain and setting out across the Lucerne Valley, the GTX comes into its own. Cruisin' down a long straight road, the engine finds its rhythm, you can click up into the tall 6th gear overdrive and just haul with the plush suspension keeping the ground at bay. There's another version of the GTX with a largish fairing to keep the wind off, but that's not our ride today, and that's okay.
So, is the new "alternative" bagger worth the ride and the $35k pricetag? If you want all the refinement of a large OEM, the power of some of the new large-displacement cruisers, and a pricetag under $20k, you're looking in the wrong place. But if you yen for the extraordinary, or might have liked a custom or production chopper, but couldn't stand the thought of giving up the long weekend slog, it will make far more sense. It's a bike that redefines what is a utilitarian niche in a very non-utilitarian light, with billet, chrome and lines reminiscent of your dad's hot rod.
2009 Big Bear Choppers GTX
MSRP: $34,900 (as tested with 100 Smooth EFI engine)
Engine
Type: air-cooled 45 degree V-twin Valvetrain; OHV, 2 valves per cylinderDisplacement, bore x stroke: 100ci, 4 in.x4 in.
Compression Ratio : 8.5:1
Fuel Delivery: Fuel injection
Transmission: Baker 6-speed w/overdrive and right side drive; multiplate wet clutch
Final Drive : Belt
Chassis
Front Suspension:Telescopic fork, 6-in.travel
Rear Suspension: Dual damper, 6-in travel, preload adjustable
Front brakes: 11.5" discs, Dual 4 piston calipers
Rear Brakes: 11.5" disc, 4 piston caliper
Front Tire: 120/70-21
Rear Tire: 300/40-18
Wheels: machined billet aluminum
Dimensions
Overall length: 111 in
Seat Height: 25.5 in
Wheelbase: 85 in
Rake/trail: 42.0° (36° neck, 6° trees)/3.75"
Fuel Capacity: 5.1 gal
Wet Weight: 850 lb (claimed)
Paradox
The Paradox is the GTX's cool cousin, bred from essentially the same design, with a covered frame, and flowing lines. The Paradox has a different mission from the GTX, instead of touring in custom style, it's challenge was to take the biggest rubber on the planet (130/60x23" up front and 280/40x20" in the rear) and make it actually ride like a real motorcycle. One nice thing about the guys at BBC is that they are surrounded by some of the nicest twisties on the planet, so the chances of them producing a bike without adequate ground clearance and good handling are just about zero. While we didn't get to put any real miles on the Paradox, like we did with the GTX, we were able to take a quick "demo ride" around their neighborhood to check it out.
We quickly fell in love with what might be our favorite production chopper (apologies to the Honda Rage that we won't ride for a couple issues). For something that looks so extreme, it actually handles like a much smaller bike. Both tall and short riders found the riding position to be acceptable, and between the growl of its S&S X-Wedge, and laid-back stance, you just couldn't help but feel like the coolest cat on the block. Unlike the GTX, it falls into corners and carves around them. Naturally it's not going to have the same highway manners but around town or for even a moderate ride, it would be a joy.
There were a few little grumbles like the soft brakes that seem to be a BBC trademark, and body panels which didn't quite match up, but otherwise this is a chopper we could get behind.