Sprung from a touring bike and unlike any other cruiser (save perhaps the V8 powered Boss Hoss), Honda's 1520cc six has always dazzled us. Back in '98 it was our top pick when we compared the flagship models from all the cruiser makers. In 2000, it surprised many by holding its own in a sport-cruiser comparison. And now here it is contending for the title in an arena where sheer thrust is the headline.
Whether you love it or hate it, that monstrous six-cylinder engine is the dominant feature of the Valkyrie. It creates the bike's wide-shouldered style and leaves no doubt that this is a motorcycle designed to leave in a hurry when you punch it. With a less-audacious motor under the tank, the bike would come across as just another mild-mannered, comfortable cruiser. But with six cylinders and carbs protruding from the engine bay, the potential muscle is unmistakable to even the least motor-headed viewer.
But for all its mechanical prowess, the Valkyrie is exceptionally easy to handle. At the strip Evans Brasfield quickly extracted its best run from it because it was so easy to launch straight and control wheelspin. Though it didn't approach the 11-second runs of the V-Max and -Rod, it bested the rest with a 12.63-second clock at 104 mph. That speed was 1.1 mph shy of the VTX too. Its 76.7-mph terminal speed in the top-gear acceleration contest was fourth best behind all the other bikes with V's in their names. But the Valkyrie's power offers a flexibility not found in any other big cruiser. You can put it fifth gear and slow below 20 mph, then snap the throttle full open and motor away smoothly, without a hiccup or bit of driveline snatch.
With that hefty engine, a long wheelbase, roomy accommodations, and features like shaft final drive, the Valkyrie is obviously a big, heavy motorcycle. And although the sense of bulk never disappears, Honda has done some sort of magic with how the 1500cc six carries its mass and how it steers and handles. Great suspension is part of the equation, but that doesn't explain the light, predictable steering or the confidence it inspires when leaned over and dragging things. Surprisingly, you have to lean over farther than with most of the other bikes to get anything to scrape the road in a turn. And that flexible power means that you can run down a winding road with a minimum of shifting and still have plenty of drive to propel you off the corner. And when it's time to slow down, the brakes offer great power and control.
Though some riders would prefer a slightly lower, narrowed handlebar, all agree that the Valkyrie is the most ergonomically accommodating motorcycle in this seven-pack. The footpegs are located conventionally, and the position lets you adjust your posture and will work with you whether you're heading out across the country, down the dragstrip or just along a winding road. The engine is innately smooth, the ride is plush, and the seating coddles you.
The Valkyrie's styling doesn't offer the in-your-face assertions of adrenaline addiction that you get with some of the others. Its claim to power rests mostly with that big motor. But the engine also provides a powerful auditory statement, a deep whoomp from the twin mufflers when the twistgrip is blipped that distinguishes it and reminds those listening than it is much more than just a touring refugee. But then, the Valyrie seems to be able to be whatever you ask it to be.
The king is still the king. Yeah, the styling may be dated, but that isn't going to matter much. If you are riding one of the other bikes, you aren't likely to see anything besides the taillight, rapidly getting smaller as the V-Max disappears in the distance.
Laying down an 11.62-second, 116.9-mph quickest run, the V-Max easily bested all challengers. And for those hoping for a rematch, it may come as a shock that we regard this V-Max as something of a dog. Previous samples, which are mechanically the same, have turned quarter-miles under 11 seconds and well over 120 mph with top-gear acceleration numbers over 90 mph. The 81.6-mph terminal speed of this bike in our top-gear acceleration test was something of surprise and let the V-Rod win that category.The V-Max is all about the joy of acceleration. Though Yamaha doesn't list horsepower figures anymore, specs published when it was rolled out in the mid 1980s claimed over 130 horsepower. And the 1198cc V4 adds to the rush with its V-Boost system, which, as the revs rise, opens a crossover valve in the intake manifold, allowing each cylinder to inhale through two carbs. This gives an added kick of acceleration, adding to the kinetic fun at Mr. Max's party. Power is adequate down low, though nothing like the Valkyrie, but when you get the revs up, there simply isn't any cruiser like the V-Max, and its V4 growl confirms that it's no pretender.
The ergonomics both heighten and complement the V-Max power rush. Although its comparatively low handlebar and rearward pegs are less cruiser-like than the other bikes here, the position still sits you up more than on most bikes with a similar horsepower hit. As a result, you feel the acceleration more, even though the high seat back and narrow bar make it easy to stay comfortably in control. The saddle doesn't cut it on long rides but is perfectly suited to fits of hooliganism in town. You also get some added sensory input from the shaft final drive system, which makes the bike rise on its suspension during bouts of hard acceleration. That can turn into an unintended wheelstand when leaving hard, especially if you are accelerating uphill, as on an interstate highway entrance ramp.
Of course, you have to work around the shaft-induced jacking when riding roads with bends to charge. Keeping the power on through a corner's apex helps you make the most of the VMX12's substantial concerning clearance. Despite upgrades a few years ago, the suspension is nothing special, offering neither remarkable control nor compliance, but it does the job satisfactorily. Steering and cornering stability are likewise OK but nothing noteworthy. Despite its massive look, the V-Max is actually one of the lightweights in this crowd, with only the Magna carrying fewer pounds. Though it has none of the cool aluminum chassis components of the twin-cylinder Warrior and carries a shaft-drive and radiator, this old V4 actually weighs 40 pounds less than the V-twin. With limited mass to toss around, the narrow bar provides plenty of leverage and control. However, most V-Maxs seem to develop some corner-tracking problems by a couple thousand miles when the rear tire begins to show some wear in the middle. We managed to get the brakes to fade some on one of our standard downhill runs.
Though it's about as subtle as sledge hammer, the V-Max's styling looks a bit contrived and is certainly getting dated. We keep hoping that Yamaha will give the bike an update using an approach similar to that taken to create the Warrior (but with better steering). But then we always worry that what we get will have a tamer engine, more weight and better manners than this bad boy. Taking the hooligan out of Mighty Max and making it politically correct would take the fun out of the ultimate performance cruiser.
HARLEY-DAVIDSON V-ROD
MSRP: $16,995
Wet weight: 620 lbs.
Wheelbase: 67.5 in.
Seat height: 27.1 in.
Engine type: Liquid-cooled 60-degree V-twin
Valve arrangement: DOHC, 4 valves per cylinder
Displacement: 1130cc
Carburetion: EFI
Final Drive: Belt
Rake/trail: 38 degrees/5.9 in.
Front tire: 120/70ZR-19
Rear tire: 180/55ZR-18
Front brake: 2, 4-piston calipers, 11.5-in.discs
Rear brake: 4-piston caliper, 11.5-in disc
200-yard top-gear acceleration from 50 mph, terminal speed: 83.0 mph
Quarter-mile acceleration: 11.91 sec., 112.6 mph
HONDA MAGNA
MSRP: $7499
Wet weight: 539 lbs.
Wheelbase: 65.0 in.
Seat height: 28.0
Engine type: Liquid-cooled 45-degree V-4
Valve arrangement: DOHC, 4 valves per cylinder
Displacement: 748cc
Carburetion: 4, 34mm CV
Final Drive: Chain
Rake/trail: 32 degrees/5.2 in.
Front tire: 120/80-17
Rear tire: 150/80-17
Front brake: 1-piston caliper, 12.4-in. disc
Rear brake: Single-leading-shoe drum
200-yard top-gear acceleration from 50 mph, terminal speed: 73.0 mph
Quarter-mile acceleration: 12.71 sec., 102.9 mph
HONDA VALKYRIE
MSRP: $13.099
Wet weight: 738 lbs.
Wheelbase: 66.5 in.
Seat height: 28.9 in.
Engine type: Liquid-cooled opposed flat six
Valve arrangement: SOHC, 2 valves per cylinder
Displacement: 1520cc
Carburetion: 6, 28mm CV
Final Drive: Shaft
Rake/trail: 32.3 degrees/5.98 in.
Front tire: 150/80R17
Rear tire: 180/70R16
Front brake: 2, 2-piston calipers, 11.7-in.discs
Rear brake: 1-piston caliper, 12.4-in disc
200-yard top-gear acceleration from 50 mph, terminal speed: 76.7 mph
Quarter-mile acceleration: 12.63 sec., 104.0 mph
HONDA VTX1800C
MSRP: $12,499
Wet weight: 758 lbs.
Wheelbase: 67.5 in S
eat height:27.3 in.
Engine type: Liquid-cooled 52-degree V-twin
Valve arrangement: SOHC, 3 valves per cylinder
Displacement: 1795cc
Carburetion: EFI
Final Drive: Shaft
Rake/trail: 32 degrees/5.8 in.
Front tire: 130/70ZR18
Rear tire: 180/70ZR16
Front brake: 2, 6-piston calipers, 11.7-in.discs
Rear brake: 2-piston caliper, 12.4-in. disc
200-yard top-gear acceleration from 50 mph, terminal speed: 78.4 mph
Quarter-mile acceleration: 12.72 sec., 105.1 mph
KAWASAKI MEAN STREAK
MSRP: $10,999
Wet weight: 695 lbs
Wheelbase: 67.1 in.
Seat height: 27.6 in.
Engine type: Liquid-cooled 50-degree V-twin
Valve arrangement: SOHC, 4 valves per cylinder
Displacement: 1470cc
Carburetion: EFI
Final Drive: Shaft
Rake/trail: 32degrees/5.7 in.
Front tire: 130/70R17
Rear tire: 170/60R17
Front brake: 2, 3-piston calipers, 12.6-in discs
Rear brake: 2-piston caliper, 8.7-in disc
200-yard top-gear acceleration from 50 mph, terminal speed: 75.8 mph
Quarter-mile acceleration: 13.76 sec., 95.6 mph
YAMAHA V-MAX
MSRP: $10,899
Wet weight: 618 lbs.
Wheelbase: 62.6 in.
Seat height: 30.1 in.
Engine type: Liquid-cooled 70-degree V-4
Valve arrangement: DOHC, 4 valves per cylinder
Displacement: 1198cc
Carburetion: 4, 35mm CV
Final Drive: Shaft
Rake/trail: 29 degrees/4.7 in.
Front tire: 110/90V19
Rear tire: 150/90V15
Front brake: 2, 4-piston calipers, 11.7-in.discs
Rear brake: 2-piston caliper, 11.1-in. disc
200-yard top-gear acceleration from 50 mph, terminal speed: 81.6 mph
Quarter-mile acceleration: 11.62 sec., 116.9 mph
YAMAHA WARRIOR
MSRP: $11,999
Wet weight: 658 lbs.
Wheelbase: 65.7 in.
Seat height: 28.1
Engine type: Air-cooled 48-degree V-twin
Valve arrangement: OHV, 4 valves per cylinder
Displacement: 1670cc
Carburetion: EFI
Final Drive: Belt
Rake/trail: 29degrees/5.12 in.
Front tire: 120/70ZR18
Rear tire: 200/50ZR18
Front brake: 2, 2-piston calipers, 11.7-in.discs
Rear brake: 11.1-in disc
200-yard top-gear acceleration from 50 mph, terminal speed: 76.6 mph
Quarter-mile acceleration: 12.87 sec., 101.2 mph