An engine defines a motorcycle. Character, response, feel, and aesthetics all depend on the engine’s performance, sound, and configuration. And when it comes to engines, American riders know that bigger is better. Nowhere is this more apparent than in the all-American genre of heavyweight power cruisers. Big is truly the operative word with these machines—big engines cranking out effortless torque, with big frames, long wheelbases, wide rear tires, and curb weights in excess of 600 pounds.
We rounded up some of the largest of the large in this category, with V-twins from Kawasaki, Big Dog, and Victory. To this traditional mix, we added the 6-cylinder, automotive-styled, retro-futurist Honda Valkyrie Rune. Shown originally as an F6 Gold Wing design concept in 2000, it was called the Neo-Retro. Honda spent about three years bringing this ultra-show custom to the street, virtually unchanged from the original styling exercise. With the exception of the genre-bending Rune, the V-twins appear to be nearly identical; there is little in the way of styling cues to directly tie any of them to a specific manufacturer. Each has the low Barcalounger seating position, forward pegs or floorboards, and heel/toe shifting.
This story originally appeared in the Summer 2004 issue of Robb Report MotorCycling and has been lightly edited. Photography by Randall Cordero.
With muscle-bound monikers like Vulcan, Bulldog, and Kingpin, the look of these bikes is Arlen Ness by way of Willy G: a curved fuel tank, massive forks, and a valanced rear fender covering a fat tire. The trademark V-twin engines have a cylinder angle ranging from the traditional 45 degrees on the Bulldog’s S&S to the 52 degrees of the Kawasaki Vulcan’s massive power unit. Here, the traditions of the cruiser niche dictate the configuration rather than the latest in current engine design.
The Vulcan, at 125 cubic inches, is the largest displacement V-twin power cruiser ever. With its water-cooled, pushrod 4-valve heads and air-cooled cylinders, this engine is simply the torque monster of the group. Where the other bikes are content to produce a more-than-generous 95 ft-lbs of useful twist, the 116 horsepower Kawasaki effortlessly delivers 143 ft-lbs of torque at only 3000 rpm. That’s a stunning number that makes its slick-shifting five-speed gearbox redundant while offering colossal acceleration in any gear, from any speed. Need to pass a truck? Just leave it in fifth and twist. The 50- to 90-mph jump is accomplished in less than a moment, accompanied by a relaxed heartbeat from this incredible powerplant.
Visual inspection of the Vulcan reinforces its heavy power cruiser role. “Well, it is built by Kawasaki Heavy Industries, and that about says it all,” offers one of the testers. This barrel-chested bike carries its 750-pound dry weight high, and the side-stand keeps it parked at a shallow angle. A machine for those who prefer a little heft in their rides, just getting it off the stand requires significant body mass and a good sense of balance.
Around town, the rider is always aware of the Vulcan’s ample avoirdupois. However, once up and rolling, the bike is an excellent cruiser, with unflappable straight-line stability and a compliant ride. With elephantine torque to match its third-ton weight, it is completely undisturbed by such things as 40-mph winds or the wake of a semi disappearing in the mirrors.
The Victory Kingpin is a triple-refined American twin. The polished and chrome-accented fuel-injected, 92-cubic-inch V is the “little” engine in this group. Fortified with overhead cams and four valves per cylinder, it serves up typical big V-twin torque, supplying effortless acceleration regardless of the selected gear.
The Kingpin’s workmanship and materials are first-rate. Fit, finish, and dead-on power cruiser styling, combined with comfortable ergonomics and excellent brakes, make it the thinking rider’s cruiser. The bike carries its weight low, making it very easy to maneuver and a willing playmate on the road. It is user-friendly and always available for that quick trip to the post office or a long weekend cruise.
Thumb the bespoke starter switches of Big Dog’s Bulldog, and the drag-racing-inspired, 107-cubic-inch S&S roars to life. Even at 630 pounds, the motorcycle melts away and leaves you with just the engine in all of its thumping, thrusting glory. Twist the throttle, and the response is instantaneous–more like a sportbike than a heavy cruiser. Equipped with a 6-speed gearbox, the enthusiastic S&S is always in a sweet spot in its powerband, with an abundance of torque ready to roll on.
Here, the look of performance is showcased, with the bobbed rear fender exposing that enormous 240 rear tire and the low stance. This bike has the feel and appearance of a spec-built custom, evidenced by the upside-down fork, polished engine, and PM-machined wheels. Compared to the other bikes, the Bulldog is narrow, scarcely wider than the mirror-finished heads of the 107-hp S&S engine.
The Bulldog is a visceral machine that brings the rider into touch with the engine and road in a way that has long since been lost to our major manufacturers. Just starting it up is enough to put a big smile on the rider’s face. Upon finishing a quick run, one tester summed it up nicely: “If you don’t like it, the thing might just take you out back and beat you up.”
The Honda Rune is a cruiser from another planet. Its styling screams show custom, but its riding qualities are significantly different than those of the traditional power cruisers. The massive horizontally opposed six carries its weight low, and the apparent heft disappears with the realization that little effort is necessary to lift it off the side-stand. The ergonomics are different, as well, with the pegs and foot controls located in a more conventional position below the rider.
The Rune, refined to the limits of current single-track vehicle science, is the exact opposite of the Bulldog. The Gold Wing engine defines the machine, and offers up power with turbine smoothness and acceleration that feels as though it is thrust from jet exhaust outlets rather than rear-wheel motivation. The retro-design front fork is compliant, controlled, and equal to the task of suspending this large motorcycle, as is the modern single-sided swingarm rear suspension.
Comfortable, smooth, and incredibly quick, it is still one long, large motorcycle. U-turns require planning, but that magnificent view over the long chrome front end makes it all worthwhile.
A rare example of a factory getting out ahead of the custom builders and stylists, the Rune is the chopped 1951 Merc lead sled to the others’ ’32 highboy origins. Yet, the Rune is more than a styling statement. It shows Honda’s willingness to do something different, redefining the custom origins of the power cruiser genre.
2004 Big-Inch Cruiser Shootout Photo Gallery
