Plenty of ground clearance helps keep non-rubber parts off the ground, even two-up with fully loaded bags. When metal does contact the pavement, the feelers on the folding pegs touch down first, offering warning before you lever a tire off the ground. The Tourer exhibits minimal shaft effect and maintains its line through a corner under braking. Unlike the Spirit, where the rider needed to let the suspension settle before turning, Tourer riders can release the brakes and immediately bend the bike in to the turn. Turning under braking requires little extra effort. Experienced riders will like how the A.C.E. Tourer lets them boogie, when they get the itch, while novice riders will be pleased by how the Tourer's back-road performance helps them advance their riding skills.
The single 12.4-inch front disc slows the Tourer admirably if given a firm pull. Panic stops benefit from all four fingers bearing on the twin-piston caliper. The single-piston rear caliper and 10.9-inch disc deliver plenty of stopping power with good feedback to warn of impending lock-up. Even in the most aggressive stops, the Tourer's chassis remains stable and doesn't dive excessively.
Honda says this bike is primarily for touring, and the Tourer plays the role of traveling man's Shadow commendably. The Tourer's 31-inch-tall, 22-inch-wide windscreen provides a relatively wind-free cockpit for racking up the miles. Although the windshield is neither as tall nor as wide as those on larger touring cruisers, like the Valkyrie Tourer, A.C.E. Tourer riders will probably like having more of their arms and legs in the breeze when the heat of summer descends upon them. Cold rainy weather will have the reverse effect. Minimal buffeting reaches the rider's head at lower speeds, but taller riders can be rattled by the turbulent air passing above their heads once the speedo climbs to the high side of 75 mph. We attribute the buffeting to the windshield's 27.5-inch height above the seat, a height which allows those of average stature the pleasure of viewing the road from above the Lexan, a significant advantage in the rain. Whether looking over or through it, the windscreen provides an undistorted view of the road.
You don't need an iron butt to spend days in the Tourer's saddle. Shaped like the A.C.E.'s seat (so the rider sits on the bike rather than in it as with the Spirit) the seat's firmer foam ranks among the most comfy perches around. The seat-to-handlebar distance places the rider in an upright riding position with a relaxed yet straight spine. The pegs, located 4.5 inches rearward when compared with the Spirit, keep the rider's feet from being so far forward that they aren't effective shock absorbers, but they still allow a traditional cruiser riding position. Passengers had no complaints about their seat's softness or width; however, the Official Motorcycle Cruiser Pillion Tester, who recently had her saddle sensors re-calibrated by the super-roomy Valkyrie Tourer accommodations, said she found the front to back space a little cramped. Although the A.C.E. Tourer's removable backrest was partially responsible for the crowding, she liked the option of leaning back and relaxing on long interstate rides. Neither the rider nor the passenger had any problem sitting for the 125-mile trip to reserve.
Riding two-up on mountain roads points out the engine's limitations. The passenger's additional weight taxes the 1100 Tourer at times, particularly at higher altitudes. Need to pass an RV? You may need to take a couple trips to the heel-toe shifter. Once prodded the bike responds, but if you planning on toting a lot of weight, take a look at Valkyrie Tourer before you sign up for the A.C.E. Tourer. Riding solo or around town helped us forget this limitation. Daily use of the Tourer only made us like it more, giving it the distinction of being one of the few bikes to never spend a night in the Petersen garage (That is, until the rear tire picked up a nail on the way to work.). Commuting pointed out the Tourer's easy-to-maneuver manners, feeling light even when fully loaded. Just like a trip to the scale after the Christmas holidays, we double checked to make sure the scale was zeroed correctly after we found the Tourer weighed in at a portly 663 pounds wet. At 41 pounds more than the A.C.E. and 71 pounds more than the Spirit, the Tourer carries its weight well.
Living with the Tourer was a pleasant experience, but we think that Honda has defined it too narrowly. The bike excels at much more than just touring. For our $11,499 (or $10,999 in basic black), the Tourer is the best Shadow yet, combining the best of the original, the A.C.E. and the Spirit with attractions all its own. True to the dictionary's definition of cruising, we found ourselves riding just for the heck of it. And it performed well no matter what the mission-commuting, cruising, bending down windy country roads, or eating up the interstate.
Everywhere we stopped, people commented on the bike's style and good looks. While we loved to listen to people say nice things about our ride, we didn't stand around talking for long. We wanted to get back on the road.
Additional motorcycle road tests and comparison testss are available at the Road Tests section of MotorcycleCruiser.com.