The Star sports beach bars,...
The Star sports beach bars, while the other three have similar low-rise, narrow handlebars. Instrumentation is pretty sophisticated on all but the Triumph (with its mechanical odometer), with clocks and dual tripmeters on digital gauges. The Iron adds miles to empty, while the V Star 950 takes the cake with a fuel gauge.
The new V7 Classic isn't reminiscent of just one of its ancestors, but a group of them. In bringing back an old friend, Moto Guzzi took styling cues from a few of the V7's predecessors. Liberal use of chrome was a direct nod to the V7 special, while the voluptuous fuel tank recalls the Sport. Side panels house stowage compartments just like you'd find on the original V7. Guzzi also utilized `70s-esque tank and panel graphics. The end result is a vintage machine that resembles all of its ancestors and none of them at the same time. There is no mistaking this 45-degree V-twin for one from Milwaukee, as the vee straddles the centerline, thrusting its cylinders out to the sides. It's interesting that the Guzzi sports the only shaft drive in the class.
Like Moto Guzzi, Triumph stepped back into the 1960s and 70s to make a classicized, mid-sized standard. The two bikes are of a similar basic style (down to the almost identical taillights) but the Brits brought their own touches to the Bonneville. The bodywork and megaphone exhaust is exactly what you'd expect in homage to Triumph's past, while faux-carb throttle bodies are used to disguise the fuel injectors. Triumph even added a choke to complete the illusion. This retro is not all faux, though; the appearance of a chain final drive seems downright archaic, while a mechanical speedometer is almost unheard of these days. Though mostly a reworking of the prior Bonneville, the changes in the new Bonnie are significant. Lighter cast 17-inch wheels with radial tires make for a world of handling difference, serving as a mostly invisible nod to the present. The entry-level Bonneville we tested doesn't have the chrome doodads and tachometer of the SE version or the laced wheels and kneepads of the T100; it's just a stripped-down, classic road machine-and proud of it.
Now Work It
None of us hated the ergonomics on any of these contestants; after all, they're mid-sized bikes for mid-sized riders. The Iron sports mid-mount controls, but, true to its chopper roots, has a dropped seat and drag bars (plus it's the only one of these bikes that doesn't have an ugly tank seam). It's on the tight side for a big guy and about perfect for shorter riders. The drag bars are on the wide side, so they offer some leverage on the front end. The price of the dropped "cool guy" stance is very low ground clearance, and just over an inch-and-a-half of travel at the rear wheel. Still, that's infinitely more than a rigid chopper, and it's damn near as cool. The point is, the Iron is definitely not a touring bike.
Beyond the suspension issues, the Iron is a fun little barhopper. Throttle response was crisp, thanks to its svelte 563 lb. wet weight and fuel injection. The 883cc Evolution motor makes decent power off the line but isn't as strong at the top, and the transmission, though clunky, is precise. Thanks to the rubber-mounted engine, freeway cruising was fairly smooth even up to extra-legal speeds-just watch out for potholes. Stopping power comes courtesy of a 2-piston caliper up front and a single-piston unit at the rear, both mated to 11.5-inch rotors. Brake feel wasn't great at either end with the front needing a firm pull (while the rear was too sensitive), but they got the job done without fading even when abused.
If a plush, laid-back ride is more your flavor, there's the V Star 950. Between the floorboards and wide handlebars, you got a roomy feel sitting on this bike, and it fit riders south of 5'4" all the way up to over 6-feet tall. Star bills this cruiser as narrow and sporty but that wasn't the case in this bunch. While it may be sleek for a classically-styled cruiser, it's still exactly that. The V Star was the heaviest bike in the test, but did a good job of carrying its weight with a low center of gravity well-distributed front-to-rear.