Seven bikes in the test

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Seven bikes in the test
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Seven bikes in the test

Seven bikes in the test
Second-hand advice: large cruisers

A quick twist of the throttle, and the earth moves a little differently. Large cruisers offer plenty of potential to add more thrill to life. MOTORRAD clarifies what the big block bikes offer as used bikes.

Jorg Lohse

07/19/2007

Sluggish, fat, unwieldy. These prejudices can be heard quickly when the discussion rounds at regular tables or meeting points on the subject of “choppers and cruisers”. There is really nothing to add: Choppers and cruisers are sluggish, fat and unwieldy? if you look at it objectively and from the saddle of a no-frills all-round motorcycle. The problem, however, is that this type of machine should not be viewed from this perspective.
If you are new to the genre and get into the saddle of a lowrider for the first time, you first have to zero out all your knowledge and experience when it comes to two-wheelers. Press the reset button, so to speak. Forget the desire to swing quickly through curves. Forget about looking for a pithy slant at all. And forget about the addiction to high speed. What is it that makes motorcycling so attractive? you will hardly find this on a flat iron. But a world of experience of a completely different kind.
The rumbling in the stomach area when a powerful V-engine comes to life. The feeling of serenity when the last gear can be engaged while rolling. Take a test drive and don’t forget to put on a jet helmet. A full-face helmet would only limit your broad grin unnecessarily.
In this used advice we have summarized seven different types from seven manufacturers. Classics like that Harley-Davidson Fat Boy or the Yamaha XV 1600 Wild Star are there as well as the two birds of paradise BMW R 1200 C and Triumph Rocket III. None of these large-capacity cruisers with prices between 10,000 and 20,000 euros was new to purchase as a bargain. But as a used one. Because choppers and cruisers are almost always offered in an exceptionally good condition. In addition, with an extremely low mileage. These are pluses that are normally not so easily offered on the used market. Nevertheless, caution is also advised. Choppers and cruisers are popular conversion objects and difficult to get in their original condition. What you should look out for when buying can be found on page 80.
And now hold on tight and pull the chin strap tighter. We press the start button. Powerful engines wake up and conjure up high-torque strokes on the asphalt. Welcome to the fat world of cruisers.

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Suzuki VL 1500 Intruder

With the predecessor model VS 1400, Suzuki really heated up the Americans. Until then, the world of “real” choppers was an American domain. The aim was to attract chopper fans to the Far East by means of a competitive price (6000 euros under a comparable Harley) and the battle name Intruder (in German “Intruder”). What worked out very well: Over 20,000 classic intruders are still on the road in this country. The VL 1500, which was launched in 1998, was given a significantly more baroque look. Mighty wheels rotate under huge fenders. But it is precisely the wide 150 mm front wheel that makes the VL very unwieldy. In addition, compared to the 1400, it weighs more than a hundredweight on the scales. When driving, due to the low flywheel mass, rough shaking is annoying when driving at low revs, the lush seat cushion appears a tad too soft on long stages. Around 6000 VL 1500 are currently cruising on German roads, most of them with low mileage and in top condition.

Conclusion: Suzuki’s Intruder series has long since gathered its own fan base. The bottom line is that the VL is very reliable. When viewing, however, you should definitely pay attention to oil leaks in the engine and cardan drive.

Data Suzuki VL 1500 Intruder

New price 1998: 9,965 euros

Engine: air / oil-cooled two-cylinder four-stroke V-engine, 1462 cm3, 50 kW (68 PS) at 4800 / min, 114 Nm at 2300 / min, carburetor, no emission control, electric starter, five-speed gearbox, cardan.

Chassis: double loop frame made of steel, telescopic fork, central spring strut, disc brakes front and rear, tires 150/80 H 16, 180/70 H 15.

Measured values ​​(MOTORRAD 4/1998): Weight with a full tank 315 kg; Tank capacity 15.5 liters; Consumption 6.5 l / 100 km (normal); Top speed 160 km / h; Acceleration 0-100 km / h: 5.5 sec.

Strengths and weaknesses
+ Full draft
+ Comfortable seat for the driver and pillion passenger
+ Maintenance-free cardan drive
– Braking effect tab
– Unhandy due to the wide front wheel
– Heavy

Prices: Models of the 1998 first series are quoted at Schwacke at around 3600 euros (with 75,000 kilometers of mileage), 2002 models cost just under 5600 euros (42,000 kilometers) according to the list. In reality, however, the mileage is significantly lower. Private and dealer offers range between 5500 and 7500 euros.

Tests in MOTORCYCLE *
4/1998 (T), 10/1999 (VT), 8/2002 (GK)

What’s what? – Of choppers and cruisers

Wide rear tire, the seat cushion just above the asphalt surface, plus flat forks and raised handlebars. These are the essential key data of a classic chopper. This concept was given massive wings almost 40 years ago by the cult film “Easy Rider”. The boom was not long in coming. In the eighties almost every manufacturer relied on the chopper, even Ducati was there with the 650 Indiana. Today real choppers are almost extinct. Only Harley-Davidson has another representative of the old guild in its range with the Dyna Glide Street Bob. From the mid-1990s onwards, cruisers developed with a similarly elongated, flat silhouette. But in contrast to the purist choppers, cruisers with sweeping curved fenders or wide running boards are very lavish and baroque. In any case, both interpret the motorcycle theme in their own way. Bruce Willis sums it up in Tarantino’s cult film »Pulp Fiction«: »This is not a motorcycle, this is a chopper, baby! ??

Honda VTX 1800

It shone with typical Honda perfection and a number of technical delicacies, but that hardly seemed to affect real cruiser fans: The 1800 VTX turned out to be a flop. According to statistics from the Federal Motor Transport Authority, just under 800 copies are officially registered in Germany, so trading in the used V-Zwo, which was withdrawn from the range in 2006, is correspondingly quiet. It’s actually a shame, because the power cruiser’s engine plays with powerful performance values ​​that ?? so the conclusion in the MOTORRAD top test ?? “Addicting”. The powerful booming is paired with a very neutral running gear, which helps the VTX to achieve amazing dynamics despite its 345 kilograms.
Conclusion: The VTX is usually available as a well-kept used one. It is a real tip for fans of dynamic driving culture.

Tests in MOTORRAD * 17/2001 (TT); 19/2001 (VT); 17/2003 (VT)

Data Honda VTX 1800

New price 2001: 16 190 euros

Engine: water-cooled two-cylinder four-stroke V-engine, 1795 cm3, 71 kW (97 PS) at 5000 / min, 156 Nm at 3000 / min, injection, regulated catalytic converter with secondary air system, electric starter, five-speed gearbox, cardan.

Chassis: double loop frame made of steel, upside-down fork, two-arm swing arm, two spring struts, double disc brake at the front, disc brake at the rear, single CBS, tires 130/70 R 18, 180/70 R 16.

Measured values ​​(MOTORRAD 17/2001): Weight with a full tank 345 kg; Tank capacity 17 liters; Consumption on highway 6.4 l / 100 km (normal); Top speed 189 km / h; Acceleration 0-100 km / h: 4.8 sec.

Strengths and weaknesses
+ Stable up to top speed
+ Easy oil check
+ Maintenance-free cardan drive
– Get up early
– Hand lever not adjustable
– Partly requires high steering forces

Prices: The used prices are based exactly on the Schwacke specifications. The 2001 VTX is listed there for 8,550 euros (50,000 kilometers). 2006 models are quoted at 13,000 euros (8,000 kilometers). The real mileage is usually only four digits for all years of construction.

Kawasaki VN 1600

Long and low. The Japan cruiser from the house Kawasaki does not need to hide from the “real” competition from the USA. The appearance is independent and the bottom line is very harmonious. Although the VN is by no means lightweight at 345 kilograms, it can be steered precisely through curves. Although the seating position is too far back, even for cruiser conditions, this is hardly a problem when driving. With the measured 63 hp, the Kawa is not exactly motorized and despite its short-stroke design, it is not a paragon of agility and revving. But the 1600er throws in the parade discipline of the cruiser ?? the relaxed gliding at low speeds ?? a mighty briquette into the fire. Because the maximum torque of 127 Nm is already available at 2700 rpm.

Conclusion: full displacement, plenty of punch, lots of chrome. The VN is a tip for classical music fans.

Test in MOTORRAD * 9/2003 (VT)

Data Kawasaki VN 1600

New price 2003: 11,395 euros

Engine: water-cooled two-cylinder four-stroke V-engine, 1553 cm3, 49 kW (67 hp) at 4700 / min, 127 Nm at 2700 / min, injection, uncontrolled catalytic converter with secondary air system, electric starter, five-speed gearbox, cardan.

Chassis: double loop frame made of steel, telescopic fork, two-arm swing arm with two spring struts, double disc brake at the front, disc brake at the rear, tires 130/90 H 16, 170/70 HB 16.

Measured values ​​(MOTORRAD 9/2003): Weight with a full tank 345 kg; Tank capacity 20 liters; Consumption on highway 5.7 l / 100 km (normal); Top speed 180 km / h; Acceleration 0-100 km / h: 5.6 sec.

Strengths and weaknesses
+ Very comfortable sitting position
+ Fine responsive chassis
+ Steer precisely
– Poisonous rear brake
– Motor tuned too soft
– Poor sound

Prices: At Schwacke, the first models start at around 6,700 euros (33,000 kilometers). Young used cars from 2006 are listed at 8,800 euros (8,000 kilometers). These prices are actually charged. However, the mileage is well below the Schwacke estimate.

BMW R 1200 C.

BMW is known for unconventional solutions. This is also the case with the R 1200 C. And by the way, it does away with the principle that choppers and cruisers must always have a V-engine. But not only the boxer stands out from the crowd of long-fork vehicles. On the chassis side, BMW also takes unconventional views, in that the 1200s very aggressively stages the front wheel control via Telelever and the cardan-equipped single-sided swing arm on the rear wheel. The bird of paradise in the Easy Rider area has not only persuaded James Bond to saddle up in the service of Her Majesty. With a current inventory of around 10,000 machines including the special model “Independent” (single seat, aluminum wheels, windshield), it puts many conventionally designed cruisers on the sidelines.

Conclusion: If you like full bubbling from idle and low-speed gliding, you should keep your hands off the boxer. But if you are looking for a dynamic cruiser with a precise chassis, you should arrange a test drive.

Data BMW R 1200 C.

New price 1997: 12,207 euros

Engine: air / oil-cooled two-cylinder four-stroke boxer engine, 1170 cm3, 45 kW (61 hp) at 5000 rpm, 98 Nm at 3000 rpm, injection, regulated catalytic converter, electric starter, five-speed gearbox, cardan.

Chassis: load-bearing motor / gear unit, bolted rear frame, telescopic fork guided by trailing arms, single-sided swing arm, central spring strut, double disc brake in front, disc brake in rear, ABS optional, tires 100/90 ZR 18, 170/80 ZR 15.

Measured values ​​(MOTORRAD 17/1997): Weight with a full tank 277 kg; Tank capacity 17 liters; Consumption on country road 5.7 l / 100 km (super); Maximum speed 168 km / h; Acceleration 0-100 km / h: 4.7 sec.

Strengths and weaknesses
+ Maintenance-free cardan
+ Sporty, firm chassis
+ With ABS on request
– Instruments difficult to read
– Uncomfortable pillion seat
– Annoying vibrations

Prices: The R 1200 C is astonishingly cheap for a BMW: Offers start at 3500 euros. Schwacke listed the cruiser from 4,300 euros (83,000 kilometers). Young used cars are available from around 10,000 euros.

Tests in MOTORCYCLE *
17/1997 (T), 22/1997 (VT), 4/2004 (VT)

Off to the performance show – strong guys

The times when chopper and cruiser fans had to put up with some mocking remarks at regulars’ tables or meeting points because of poor performance data are long gone. Today the community is turning vigorously on the whorl. The bird triumphs with the Rocket III shot down. With a displacement of 2.3 liters and 200 Newton meters of torque, the British have set the bar very high. Even tuners like Triumph specialist Palatina (photo) have little leeway. But the Japanese competition has also caught up a lot. Displacement between 1.8 and two liters is now considered appropriate. Analogous to this, the output grew to an average of over 100 hp. However, it is still important to confidently bring this power onto the road. Overall, the cruisers have increased drivability due to good chassis. The brakes have also become much more stable. However, agility is significantly restricted by over-wide tires and the lack of lean angle. The most convincing argument remains the full punch with which the Powercruiser starts marching from idle.

Harley-Davidson Fat Boy

Also the Fat boy can shine like the BMW R 1200 C with an impressive film career. However, not with a smart top agent on board: the splendid muscle mass of Arnold Schwarzenegger alias Terminator was allowed to sit on it. However, the mighty Harley is not gifted with such power. The first generation of the fat lad’s model had to get by with a meager 56 horsepower, while in the larger-capacity second version, the output grew to 64 hp. This means that the Fat Boy remains in a playing zone that is far below the current power cruiser league. In terms of driving dynamics, the Schlegel moves in a completely different sphere: Here you discover the slowness of time and space. Big drawback: the weakly designed brakes, which only poorly curb the forward thrust of the colossus. Which cannot harm the positive image. The Harley has been sold over 8,000 times in Germany so far. Because their charm is overwhelming despite these quirks.

Conclusion: The Fat Boy floats in another dimension. In terms of driving dynamics and suitability for everyday use, there are huge shortcomings. But the Fat Boy offers a really big cinema. A must for cult fans. And a good investment on top of that: The loss in value is minimal, even after years.

Harley-Davidson Fat Boy data

(FXST Series, Fat Boy Injection Model)

New price in 1990: 13,750 euros

Engine: air-cooled two-cylinder four-stroke V-engine, 1449 cm3, 47 kW (64 PS) at 5400 rpm, 105 Nm at 3000 rpm, injection, uncontrolled catalytic converter,
E-starter, five-speed gearbox, toothed belt.

Chassis: double loop frame made of steel, telescopic fork, triangular swing arm, two spring struts, disc brakes front and rear, disc wheels, tires MT 90 HB 16, 150 HB 16.

Measured values ​​(MOTORRAD 3/2003): Weight with a full tank 326 kg; Tank capacity 18.9 liters; Consumption on country road 5.7 l / 100 km (super); Top speed 173 km / h; Acceleration 0-100 km / h: 5.4 seconds.

Strengths and weaknesses
+ Highest cult status
+ Homogeneous performance
+ Last gear with overdrive character
– Lousy braking system
– Cumbersome start-up procedure
– Side stand difficult to reach

Prices: For serious haggling over a Fat Boy you should pocket at least 9,000 euros. Almost nothing goes under. The majority of the offers range between 11,000 and 15,000 euros. Schwacke lists the 1997 Fat Boy for 7,000 euros (83,000 kilometers), the injection model with the 1449 engine starts at around 11,000 euros (built in 2001, 50,000 kilometers). The new Fat Boy now costs over 20,000 euros.

Tests in MOTORCYCLE *
22/1989 (T), 22/1999 (VT), 3/2003 (TT)

Triumph Rocket III

Either you make a Harley copy or you go your own way. There are plenty of the former, and the latter happens to be the advertising slogan of the English motorcycle brand Triumph. Excursions into the chopper and cruiser segment had already been dared in 2001 with the Bonneville America. But fans of the genre could not really knock off their feet with the parallel twin with a displacement of 790 cm3. Triumph’s trademark is the three-cylinder, which is why it made sense to build a cruiser with this engine layout as well. But what was then pushed into the limelight in 2004 was, in English, “shocking”: 2.3 liter displacement, 140 hp and a gigantic torque of 200 Newton meters, which is just above idle. So much power demands electronic intervention. The engine management cuts the power in the first four gears to prevent unwanted burnouts or slips when starting up. First in motion, the Rocket is astonishingly agile, but is slowed down by an early stop.

Conclusion: The Rocket is not only one of the most impressive motorcycles in the world because of its performance data. The XXL bike is more than a show and could even cast a spell over super sports fans.

Data Triumph Rocket III

New price 2004: 17,750 euros

Engine: water-cooled three-cylinder four-stroke in-line engine, 2294 cm3, 103 kW (140 PS) at 4700 rpm, 200 Nm at 2500 rpm, injection, regulated catalytic converter, electric starter, five-speed gearbox, cardan.

Chassis: Bridge frame made of steel, load-bearing engine, upside-down fork, two-arm swing arm, two spring struts, double disc brakes at the front, disc brakes at the rear, tires 150/80 R 17, 240/50 R 16.

Measured values ​​(MOTORRAD 1/2006): Weight with a full tank 361 kg; Tank capacity 25 liters; Consumption on country road 6.9 l / 100 km (Super); Maximum speed 216 km / h; Acceleration 0-100 km / h: 3.4 sec.

Strengths and weaknesses
+ Powerful, cultivated engine
+ Very agile to drive
+ Maintenance-free cardan drive
– High weight
– Little freedom from inclination
– Sensitive to longitudinal grooves

Prices: Almost 18,000 euros for a new Rocket ?? it is worth taking a look at the used market. There are rockets that are almost as good as new from 13,000 euros. Schwacke specifies 12,300 euros for the 2004 model (24,000 kilometers). Annuals are traded for around 15,000 euros.

Tests in MOTORCYCLE *
16/2004 (T), 1/2006 (TT), 10/2006 (VT)

Attention when customizing – chrome construction site

Chopper and cruiser are sought-after conversion objects. This is also shown by a look at the used market: It is almost impossible to get an unmodified machine in its original condition. The Japanese models in particular are in some cases very heavily modified. Harley-Davidson are usually equipped with extensive extras from their own production. Basically, buyers should check carefully whether they really like the motorcycle for sale in this form. Particular caution is required if the conversion is so extensive that, for example, the redesign of the front and rear has changed the driving behavior and comfort for the pilot considerably. Inferior components where the paint suddenly flakes off or the chrome flakes off are particularly annoying. It is good if the seller can prove which production or brand the add-on parts come from and whether a specialist workshop may have carried out the conversion. And it should be checked in detail whether the add-on parts are actually approved. In case of doubt, a control trip to a TuV or Dekra test center can help.

Yamaha XV 1600 Wild Star

Either you make a Harley copy or you go your own way. There are plenty of the former, and the latter happens to be the advertising slogan of the English motorcycle brand Triumph. Excursions into the chopper and cruiser segment had already been dared in 2001 with the Bonneville America. But fans of the genre could not really knock off their feet with the parallel twin with a displacement of 790 cm3. Triumph’s trademark is the three-cylinder, which is why it made sense to build a cruiser with this engine layout as well. But what was then pushed into the limelight in 2004 was, in English, “shocking”: 2.3 liter displacement, 140 hp and a gigantic torque of 200 Newton meters, which is just above idle. So much power demands electronic intervention. The engine management cuts the power in the first four gears to prevent unwanted burnouts or slips when starting up. First in motion, the Rocket is astonishingly agile, but is slowed down by an early stop.

Conclusion: The Rocket is not only one of the most impressive motorcycles in the world because of its performance data. The XXL bike is more than a show and could even cast a spell over super sports fans.

Data Yamaha XV 1600 Wild Star

New price 1999: 10,545 euros

Engine: air-cooled two-cylinder four-stroke V-engine, 1602 cm3, 46 kW (63 HP) at 4000 / min, 134 Nm at 2250 / min, carburetor, no emission control, electric starter, five-speed gearbox, toothed belt.

Chassis: double loop frame made of steel, telescopic fork, triangular swing arm, central spring strut, double disc brake at the front, disc brake at the rear, tires 130/90 H 16, 150/80 H 16.

Measured values ​​(MOTORRAD 7/1999): Weight with a full tank 335 kg; Tank capacity 20 liters; Consumption on highway 6.4 l / 100 km (normal); Maximum speed 168 km / h; Acceleration 0-100 km / h: 5.7 seconds.

Strengths and weaknesses
+ Technically sophisticated design of the bumper motor
+ Well balanced chassis
+ Clean toothed belt drive
– Requires heavy switching work
– Brake tab
– Transmission problems

Prices: In the Schwacke list, the first model year from 1999 appears at 4600 euros (67,000 kilometers), for the 2004 model around 7500 euros (25,000 kilometers) are estimated. The actual offer shows fewer kilometers (maximum 30,000) and higher prices (between 6,000 and 9,500 euros).

Tests in MOTORCYCLE *
7/1999 (T), 10/1999 (VT), 16/2001 (LT)

Critically Endangered – Quo Vadis, Easy Rider?

A look at the all-time list of the best would lead the above question to absurdity: With around 46,000 copies, Yamaha’s XV 535 is still at the top of the current inventory of motorcycles registered in Germany. Behind this, too, models have established themselves with considerable numbers: Suzuki’s VS 1400 Intruder has around 19,000 machines, just like Yamaha’s XVS 650, Suzuki’s LS 650 is operated by 17,000 owners, and almost 14,000 of Kawasaki’s VN 800 are on the way. That alone has easily passed the 100,000 mark. However, the figures still reflect the boom in choppers and cruisers, when dealers across the country were able to sell them like sliced ​​bread. The times are definitely over. Statistically, this type of motorcycle can hardly be seen today. In the ranking of new sales in 2006, the first representative of this guild only appears in 25th place (Harley-Davidson Dyna Glide Street Bob, 1400 copies). The next follow in places 41 (Suzuki M 1800 R, 850 copies) and 52 (Kawasaki VN 900, 600 copies). Nevertheless, the community of chopper and cruiser fans is very lively. Especially the events of the traditional Harley-Davidson brand (Faaker-See-Treffen, Hamburg-Harley-Days) prove to be real crowd pullers.

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