PASSENGER POINTS: PAIN IN THE REAR?
On the boulevard of life, there are riders and there are passengers. Riders who want to bring a friend along will probably suffer less themselves if they have a little sympathy for the back-seater's plight. Those of us up front get to savor the wind in our face, the almost-flying feeling while leaning into a corner, and the sensation of our powerful, throbbing mount's response to our every nuance. However, for the person perched on the pillion with no control over what happens next, it's more like the rider's helmet in the face, the almost-dying fear of leaning into a corner and the relentless vibration that leaves them wishing for a new ass. A passenger's suffering increases when the rider chooses a saddle because of its sleek style, or offers up a seating position with the footpegs six inches below the saddle, or makes tire-smoking starts with nothing behind the seat to give the passenger a fighting chance of staying aboard.
Although a relative novice in the arcane rites of passengering, Motorcycle Cruiser's new (this is her second issue with us) Art Director, Brandi Centeno, bravely accepted our invitation to come along on our four-day ride aboard the Black Baggers. We were impressed that after her first five hours, most of which were spent dragging floorboards through the Tehachapi Mountains, she could still manage a smile, albeit slightly strained.
Her preferences were very clear after one ride on each of the bikes (and the BMW that came along). She was wary of the Convertible when she first saw it and, if anything, it proved worse than it looked. Not only was the seat narrow with no backrest to restrain her, the footpegs cramped her legs and she was crowded right up against the rider's back. The rear suspension also bottomed out on large bumps, adding an uncomfortable thump to the ride.
The lack of a backrest and somewhat narrow look of the Road King's saddle also worried her, but the comfortable and spacious (for her 5-foot-5 frame) riding position of the King more than made up for those shortcomings. The suspension accommodated her and the capacious bags absorbed her gear. The Road King was her second-favorite ride.
The wide, flat saddle and backrest of the Silverado looked inviting, but the saddle proved to be nothing special and the riding position was almost as uncomfortable as the Convertible's. Like the Convertible, it also bottomed out occasionally with her aboard. An added detraction was the relation of the right footpeg to the exhaust system. When her foot was in a comfortable, or perhaps the least uncomfortable position, her heel was resting on the top muffler, which made her foot hot and left an ugly melted-rubber mess on the pipe's chrome.
The Tour Classic also appeared to welcome her, and to Centeno's relief, it actually did. The saddle and riding position were the best of the bunch, and the backrest was appreciated as well. It was roomy and had enough suspension to keep most bumps comfortable. Although it vibrated more than the others, it still wasn't enough to annoy her.
But in the end, there were just two categories of bikes for Centeno: the Tour Classic and all the rest. Once she confirmed her initial impressions with a second brief sampling of the other four, Brandi never wanted to ride anything else. And after a two-hour stretch on the Royal Star, her smile wasn't a bit strained. If you are buying one of these bikes and plan to do most of your riding with a passenger, the Royal Star Tour Classic is a great way to avoid a pain in the rear.
HARLEY-DAVIDSON DYNA CONVERTIBLE & ROAD KING CLASSIC
While both of the Harleys we brought along for this ride share the same basic 1450cc Twin Cam 88 engine, they differ in most other respects. The Convertible uses the internal-style Dyna frame, while the Road King uses the wider touring-family frame. Both bikes' engines are rubber-mounted to quell vibration, and both use twin-shock rear suspension -- though the Road King's shocks are air-adjustable. The Road King has fatter-looking covered fork tubes, which blend into the streamlined headlight nacelle. The uncovered Convertible fork legs are topped with the speedometer and tach, the only instruments in this group that don't perch on the tank. The Road King holds five gallons of fuel, but the smaller looking Convertible tank holds just a tenth of a gallon less at 4.9.
Both rider and passenger get floorboards with the Road King, which means a heel-toe shifting arrangement. The Convertible provides footpegs, however, it has a third set of pegs up front to allow the rider to stretch his legs. The Road King Classic gets Harley's effective electronic fuel injection, instead of the single 40mm carb used on the Convertible and most other Harleys. (The EFI will be available on standard Road Kings for 2000.) This makes the engine more adaptable to changing conditions, simplifies starting and increases power even beyond the strong output of carbureted 1450cc because it flows more mixture. Both bikes send the power through five-speed transmissions and belt final drives.
Because it is a year-2000 model, the Road King has Harley's new four-piston disc brakes, three of them. The Convertible also has dual front and single rear disc brakes, but they are the old single-piston style. Cast-alloy wheels bring tubeless tires, a 19-incher up front and 16-incher in back, to the Convertible. The Classic version of the Road King has wire-spoke wheels mounting 16-inch-wide whitewall tires. The wheels, saddlebags and (in '99) fuel injection separate the Classic from the standard Road King.
Both Harleys include fuel gauges mounted in the tops of their tanks. The Classic's takes the form of a dummy left fuel cap. The Road King includes spotlights alongside the headlight and fender-tip marker lights front and rear.
SPECIFICATIONS
2000 Harley-Davidson Road King Classic
Designation: FLHRCI
Suggested base price: $16,490 ($16,755 in CA)
Standard color: Black
Extra cost colors: Blue, green, red, add $250; blue/silver, green/silver, red/silver, add $615
Standard warranty: 12 mos., unlimited miles
Recommended service interval: 5000 miles
ENGINE & DRIVETRAIN
Type: Air-cooled, 45-degree tandem V-twin
Valve arrangement: OHV, 1 intake valve, 1 exhaust valve per cylinder
Displacement, bore x stroke: 1450cc, 95 x 102mm
Compression ratio: 8.8:1
Carburetion: Dual-throat EFI
Lubrication: Dry sump, 4.0 qt
Minimum fuel grade: 92 octane
Transmission: Wet, multiplate clutch, 5 speeds
Final drive: Belt, 70/32
CHASSIS
Wheelbase: 63.5 in.
Overall length: 95.6 in.
Rake/trail: 26 degrees / 6.2 in.
Wheels: Wire-spoke, 16.0 x 3.0-in. front and rear
Front tire: MT90B16 Dunlop D402 tube-type
Rear tire: MT90B16 Dunlop D402 tube-type
Front brake: 2, double-action, four-piston calipers, 11.5-in. discs
Rear brake: Double-action, four-piston caliper, 11.5-in. disc
Front suspension: 39mm stanchions, 4.6 in. travel
Rear suspension: 2 dampers, 3.0 in. travel, adjustable for air pressure
Fuel capacity: 5.0 gal (0.5 gal reserve)
Wet weight: 751 lb
GVWR: 1179 lb
Handlebar width: 34.0 in., 1.0 in. diameter
Seat height: 27.3 in.
Inseam equivalent: 33.6 in.
ELECTRICAL & INSTRUMENTATION
Charging output: 507 watts
Battery: 12v, 30AH
Forward lighting: 7.0-in. 55/60-watt headlight, dual spotlights, position lights, fender marker light
Taillight: Single bulb, fender marker light
Instruments: Speedometer, LCD odometer/tripmeter; warning lights for high beam, turn signals, neutral, oil pressure, engine monitor
PERFORMANCE
Fuel mileage: 30 to 41 mpg, 34.4 mpg avg.
Average range: 172 miles
RPM at 60 mph, top-gear: 2560
200-yard, top-gear acceleration from 50 mph, terminal speed: 74.6 mph
Quarter-mile acceleration: 13.74 sec., 93.8 mph
SPECIFICATIONS
1999 Harley-Davidson Dyna Convertible
Designation: FXDS-CONV
Suggested base price: $14,580 ($14,865 in CA)
Standard color: Black
Extra cost colors: Blue, orange, purple, red, silver add $240; blue/silver, orange/silver, red/black add $585
Standard warranty: 12 mos., unlimited miles
Recommended service interval: 5000 miles
ENGINE & DRIVETRAIN
Type: Air-cooled, 45-degree tandem V-twin
Valve arrangement: OHV, 1 intake valve, 1 exhaust valve per cylinder, operated by pushrods, hydraulic adjusters
Displacement, bore x stroke: 1450cc, 95 x 102mm
Compression ratio: 8.9:1
Carburetion: 1, 40mm Keihin CV
Lubrication: Dry sump, 3.0 qt
Minimum fuel grade: 92 octane
Transmission: Wet, multiplate clutch, 5 speeds
Final drive: Belt, 70/32
CHASSIS
Wheelbase: 63.9 in.
Overall length: 92.3 in.
Rake/trail: 28 degrees / 4.1 in.
Wheels: Cast-aluminum, 19.0 x 2.5-in. front, 16.0 x 3.0-in. rear
Front tire: 100/90-19 Dunlop D401 tubeless
Rear tire: 130/90HB-16 Dunlop D401 tubeless
Front brake: 2, single-action, single-piston calipers, 11.5-in. discs
Rear brake: Single-action, single-piston caliper, 11.5-in. disc
Front suspension: 39mm stanchions, 6.9 in. travel
Rear suspension: 2 dampers, 4.8 in. travel, adjustable for preload
Fuel capacity: 4.9 gal (0.5 gal reserve)
Wet weight: 691 lb
GVWR: 1085 lb
Handlebar width: 25.5 in., 1.0 in. diameter
Seat height: 28.5 in. I
nseam equivalent: 33.9 in.
ELECTRICAL & INSTRUMENTATION
Charging output: 360 watts
Battery: 12v, 18AH
Forward lighting: 4.0-in. 55/60-watt headlight, position lights
Taillight: Single bulb
Instruments: Speedometer, tachometer, LCD odometer/tripmeter, fuel gauge; warning lights for high beam, turn signals, neutral, oil pressure
PERFORMANCE
Fuel mileage: 32 to 46 mpg, 38.8 mpg avg.
Average range: 190 miles
RPM at 60 mph, top-gear: 2530
200-yard, top-gear acceleration from 50 mph, terminal speed: 71.0 mph
Quarter-mile acceleration: 14.23 sec., 92.3 mph
YAMAHA ROAD STAR SILVERADO & ROYAL STAR TOUR CLASSIC
Although there is a family resemblance in the styling, the two Yamahas that hit the road with us are entirely different. The Silverado is based on the new Road Star 1602cc air-cooled V-twin, which we ranked as the favorite in our Big Twins comparison in our June issue. It shares the same engine, chassis and running gear with the addition of a windshield, passenger backrest and leather saddlebags. The paint is different, the seat has studs to match the bags and it gets whitewall tires.
The rest is pure Road Star. The 98-cubic-inch, 48-degree engine with its semi-dry sump lubrication system, four pushrod-operated valves per cylinder, single 40mm carb and five speeds delivers power through a belt final drive. Surprisingly, it has no counterbalancer to quell the vibration you might expect from a single-crankpin engine design. Claimed to be the shortest big twin top-to-bottom, the biggest big twin nestles in a single-shock chassis rolling on wire-spoke wheels with tube-type tires. Stainless steel-covered 43mm fork tubes and a pair of two-piston disc brakes overcome bumps and momentum up front. The fuel tank holds a generous 5.3 gallons.
The Tour Classic version of the Royal Star also adds leather bags, a passenger backrest, whitewall tires and a windshield to the standard Royal Star package. It lacks the studded seat but adds spotlights and a leather tank divider. The standard 1294cc Royal Star liquid-cooled 70-degree V-4 engine with 16 valves operated by double overhead camshafts and four 28mm carbs provides the motivation. It also lacks a counterbalancer. Five speeds and shaft final drive deliver the power.
Like the Road Stars, the Royal Stars ride on 43mm fork legs fattened by stainless steel covers and a single hidden damper assembly at the rear. The Tour Classic fork has fittings to adjust the air pressure. The Royal Stars use cast-alloy wheels, 15 inches in diameter at the back and 16 inches in the front, with tubeless tires. They carry 4.8 gallons of fuel.
Both of Yamaha's big Stars have speedometers atop their fuel tanks with LCD odometer/tripmeters in the faces. The larger Road Star LCD display adds a clock, and it also includes a fuel gauge, which isn't found on the Royal Star. Both offer floorboards and heel-toe shifting for the rider. The Tour Classic's passenger gets floorboards, but the Silverado's back-seater gets pegs. The Tour Classic also comes with the exceptional Royal Star five-year warranty and road-service plan.
SPECIFICATIONS
1999 Yamaha Road Star Silverado
Designation: XV16A-T
Suggested base price: $11,999
Standard colors: Black or green/gray
Extra cost colors: NA
Standard warranty: 12 mos., unlimited miles
Recommended service interval: 5000 miles
ENGINE & DRIVETRAIN
Type: Air-cooled, 48-degree tandem V-twin
Valve arrangement: OHV, 2 intake valves, 2 exhaust valves, operated by pushrods, threaded and hydraulic adjusters
Displacement, bore x stroke: 1602cc, 95 x 113mm
Compression ratio: 8.3:1
Carburetion: 1, 40mm Mikuni CV
Lubrication: Semi-dry sump, 5.3 qt
Minimum fuel grade: 87 octane
Transmission: Wet, multiplate clutch, 5 speeds
Final drive: Belt, 70/33
CHASSIS
Wheelbase: 66.3 in.
Overall length: 98.4 in.
Rake/trail: 32 degrees / 5.6 in.
Wheels: Wire-spoke, 16.0 x 3.0-in. front, 16.0 x 3.5-in. rear
Front tire: 130/90-16 Dunlop D404F tube-type
Rear tire: 150/80B-16 Dunlop D404 tube-type
Front brake: 2, single-action, two-piston calipers, 11.7-in. discs
Rear brake: Double-action, two-piston caliper, 12.6-in. disc
Front suspension: 43mm stanchions, 5.5 in. travel
Rear suspension: 1 damper, 4.3 in. travel, adjustable for preload
Fuel capacity: 5.3 gal (1.0 gal reserve)
Wet weight: 785 lb
GVWR: 1164 lb
Handlebar width: 33.0 in., 1.0 in. diameter
Seat height: 28.1 in.
Inseam equivalent: 33.1 in.
ELECTRICAL & INSTRUMENTATION
Charging output: 294 watts
Battery: 12v, 18AH
Forward lighting: 7.5-inch 55/60-watt headlight, position lights
Taillight: Single bulb
Instruments: Speedometer, LCD odometer/tripmeter/clock, fuel gauge; warning lights for high beam, turn signals, neutral, oil pressure
PERFORMANCE
Fuel mileage: 33 to 42 mpg, 36.0 mpg avg.
Average range: 191 miles
RPM at 60 mph, top-gear: 2270
200-yard, top-gear acceleration from 50 mph, terminal speed: 72.8 mph
Quarter-mile acceleration: 14.31 sec., 91.2 mph
SPECIFICATIONS
1999 Royal Star Tour Classic
Designation: XVZ13B
Suggested base price: $14,799
Standard colors: Black, red/red
Extra cost colors: NA
Standard warranty: 60 mos., unlimited miles
Recommended service interval: 4000 miles
ENGINE & DRIVETRAIN
Type: Liquid-cooled 70-degree tandem V-4
Valve arrangement: DOHC, 2 intake valves, 2 exhaust valves per cylinder, adjusting shims
Displacement, bore x stroke: 1294cc, 79 x 66mm
Compression ratio: 10.0:1
Carburetion: 4, 28mm Mikuni downdraft CV
Lubrication: Wet sump, 4.5 qt
Minimum fuel grade: 87 octane
Transmission: Wet multiplate clutch, 5 speeds
Final drive: Shaft, 2.566:1
CHASSIS
Wheelbase: 66.7 in.
Overall length: 97.8 in.
Rake/trail: 30 degrees / 5.0 in.
Wheels: Cast-alloy, 16.0 x 3.5-in. front, 15.0 x 4.0-in. rear
Front tire: 150/80-16 Dunlop D404F tubeless
Rear tire: 150/80-15 Dunlop D404 tubeless
Front brake: 2, double-action, four-piston calipers, 11.8-in. discs
Rear brake: Double-action, four-piston caliper, 12.6-in. disc
Front suspension: 43mm stanchions, 5.5 in. travel, adjustment for air pressure
Rear suspension: Single damper, 3.8 in. travel, adjustable for spring preload
Fuel capacity: 4.8 gal, (0.9 gal reserve)
Wet weight: 784 lb
GVWR: 1175 lb
Handlebar width: 33.3 in., 1.0 in. diameter
Seat height: 28.5 in.
Inseam equivalent: 33.3 in.
ELECTRICAL & INSTRUMENTATION
Charging output: 320 watts
Battery: 12v, 18AH
Forward lighting: 7.5-in. 55/60-watt headlight, dual spotlights, position lights
Taillight: Single bulb
Instruments: Speedometer, LCD odometer/ tripmeter; warning lights for high beam, turn signals, neutral, oil pressure
PERFORMANCE
Fuel mileage: 30 to 39 mpg, 37.5 mpg avg.
Average range: 180 miles
RPM at 60 mph, top-gear: 2690
200-yard, top-gear acceleration from 50 mph, terminal speed: 70.6 mph
Quarter-mile acceleration: 14.41 sec., 92.3 mph
Additional motorcycle road tests and comparisons are available at the Road Tests section of MotorcycleCruiser.com.