Comparison of macho bikes

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Comparison of macho bikes
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Comparison of macho bikes

Vau eight

Eight cylinders, four and a half liters and half a Newton kilometer of torque ?? the three macho bikes are just the thing for American-style city tours.

The asphalt trembles under the thumping bass beat. Welcome to the circle of macho bikes ?? bigger, heavier, cooler. For an unbelievable 16 years the Vmax has been involved in the dance of the thickest things. With it, Yamaha succeeded in creating an unusual creation in 1985, and the sheer power still ignites the hearts of power freaks? the Vmax is cult.
The profile of the mature body picture reads like the everlasting wish list of the performance fetishists: water-cooled V4 engine, measured 128 HP on the clutch and a whopping 117 Nm. The power plant originally comes from the XVZ 12 travel steamer. But who can still remember it? In the course of their evolution, the Vmax changed little. Due to the strong criticism of the distinct life of the chassis of the first year, it received a new fork, stronger brakes and new wheels. What has remained, however, is an interesting Vmax specialty, the V-Boost system. A servo motor opens a connection between the opposite intake ducts from around 6000 rpm, so that a larger intake cross-section is available, as two carburettors feed the greedy throat of a cylinder.
Bigger is better, thought Honda obviously and sends the largest production two-cylinder of all time into the race. Vmax was yesterday, the new macho measure is called VTX 1800. Pistons the size of beer mugs oscillate up and down here. Awe-inspiring 136 Nm threaten to erase the profile of the rear Exedra tire in next to no time, and the 345 kilograms make the Big-V a Scania on two wheels. The most modern technology is hidden under the rather conservative cruiser design. Electronic injection, a regulated catalytic converter and a secondary air system give the supposedly bad boy an ecologically clean slate. The clean cardan drive prevents possible stains.
Classic goes sport ?? With the Dyna Super Glide Sport, or FXDX for short, Harley-Davidson is also claiming a place in the macho segment. In addition, the US boys send their traditional air-cooled engine into the race, which has shaped the trend towards relaxed cruising for years. Supplied by a constant pressure carburetor, the Twin-Cam 88 engine has a measured 66 hp. Carefully packed in rubber bearings, it is in the sportiest of all Harley suspensions. Balance shaft? Nothing. In return, the chassis gurus among the pilots can let off steam on the fork with adjustable rebound and compression damping and on the spring struts with adjustable spring base and rebound damping. As a bonus there is an electronic immobilizer, and the extensive on-board tool kit in absolute professional quality is a real little highlight.
The different characters of the three become clear in the city. This is where the Honda amazes. Thanks to the consistently shifted center of gravity, it swings pretty fast through the streets despite its seven hundredweight. You can almost cheekily rush through the rush hour with her. The VTX dampens too much cockiness with scratching noises? in an inclined position it touches down quite early. The chassis also quickly reaches its limits. While it still looks good-natured and trustworthy on a moderate journey and with a good road surface, the thick ship develops an unpleasant dynamic of its own as soon as it goes faster over bumpy stretches. The extra wide handlebars make it easier to swing in curves with the powerful VTX.
The extremely high-torque V2 leaves a consistently positive picture, which when accelerating is supported so heavily on the extra-long cardan drive that the rear is lifted. The Honda is braked with a semi-integral brake system, in which when you step on the brake pedal, the front and rear are decelerated at the same time. This is not only convenient, but works flawlessly and emphatically in practice.
Noticeably more top-heavy, but much more agile, the Vmax scurries through the winding streets and strives towards the city limits. Behind this, the music plays on the power bike. Flip the lever and enjoy. At the latest when the V-Boost system opens its throat from 6000 rpm, the Yamaha pushes its pilot into the seat trough as much as possible. And makes it clear who is here with whom. Full throttle on the Vmax is an exhilarating experience even after all these years. If the handlebars twitch briefly when accelerating on moderate asphalt, there’s an extra helping of adrenaline. In civilian use, on the other hand, the four-cylinder inspires with a very sophisticated power delivery, the Vmax offers a high degree of everyday usability. The freedom from leaning and the coordination of the chassis are really okay for a naked bike, so you can also let it fly.
In direct comparison, the Harley is literally sobering. Big punch? Maneuverability? You look for both in vain with her. Instead, the Americans trust the archaic character of the original and its originality. The down-to-earth charm that has served as a model for generations of cruisers has its own charm. In the meantime, the original also has an effective braking system, an adjustable chassis and plenty of displacement. Due to stricter laws, some HP are cut for the German market, and so the engine revs up very relaxed. From around 2500 rpm, the heavy vibrations quickly subside to a tolerable level with increasing engine speed. Incidentally, the minimal load change reactions are exemplary.
The fact that there is no real driving dynamics is not only due to the very tame engine. It is also the tense attitude on the FXDX that drivers of all ages find uncomfortable. The handlebars are placed too close to the upper body so that you inevitably tense your biceps. A flatter handlebar could work wonders. The chassis is doing quite well, even on bumpy side roads. Provided you have no sporting ambitions. Then you can cope with the soft fork and the bony struts, the reserves are definitely enough for the gourmet pace.
The Harley driver will probably have to enjoy the stylish gliding alone, because sooner or later the pillion seat will cause relationship problems. The same applies to the opponents, because both Honda and Yamaha demand a willingness to suffer from their backbenchers. At the front, on the other hand, things are really comfortable, especially with the Honda. Simply casual, super cool and relaxed at the same time, you take a seat just above the Big-V. From the cruiser pilot’s point of view, everything is just right here. The only exception: the footrests are too far forward for very small people. A little idiosyncratic ?? or maybe just a little dusty? the posture affects the Vmax. Some drivers complained to her about the pegs that are in the wrong place.
A.m the wrong place are the three on the highway? clearly. Because sitting naked in the wind while the V max storms forward at a brisk 232 km / h, for example, is pure stress. Even Honda and Harley don’t give each other anything, without a windbreak with an erect upper body you will rarely want to go up to speed. For this reason, it hardly matters that the Vmax, like the Harley, only offers moderate straight-line stability at top speed. Real men stand over it. The Honda, on the other hand, scores well, it remains stable even at brisk pace. Ultimately, however, it is crucial that you arrive at the meeting point in time to tour the city at night after a cozy chat. And all three are excellent for that.

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Comparison of macho bikes

Comparison of macho bikes
Vau eight

2nd place – Yamaha Vmax

2nd place old iron? No way! The Vmax is still attracting attention in front of the cafe, and you can still feel the tingling sensation in the gas hand and shortly afterwards the adrenaline rush when the thrust starts. Admittedly, a modern chassis, new brakes and a more active sitting posture would make things easier. But would that still be the Vmax we all love? Hardly likely. Better if the Yamaha stays as it is. May Mad Max stay with us for many years to come.

1st place – Honda VTX

1st place The VTX 1800 offers the ultimate mix of pure irrationality and solid driving qualities. It conveys a feeling of sovereignty and is also completely easy to move, provided that the lean angles remain low and the driver does not lose his strength when maneuvering. It is questionable whether it will ever become a cult. On the other hand, the rather conventional design and disappointing details such as the chrome-plated plastic headlights speak against it? had to be?

3rd place – H.-D. Dyna Super Glide Sport

3rd place The American pioneering spirit, embodied by the Dyna Gilde Sport, is something for real fans who allow the lovable original to compromise its suitability for everyday use. The Dyna Glide Sport is perhaps a bit too good for real machos. You are probably toying with the recently presented, significantly more powerful V-Rod from the traditional US forge. But we will certainly come back to that at a later point in time.

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