Street Motorcycle

Read the Test Ride/Review of the 2008 Yamaha Gladiator Type-SS on "The Bike Chronicles of India".. Test Ride of the New Gladiator Type-SS

First things first:

Compared to the earlier Gladiator models, there is no change in the Power/Torque output of the New Yamaha Gladiator Type-SS.

So is it another cosmetic/sticker job with a fancy name (la Hero Honda Karizma "R")..??

The answer to that would be.. "No".

"Quality of parts used in the new model has to be seen and felt.."

Of course there is no change in the power output in the Gladiator Type-SS, but the quality of parts used in the new model has to be seen and felt to realize that the Type-SS is only a precursor of good thing to come from Yamaha India in 2008 (namely the R15 and the FZ150).

Price:

# The Gladiator Type-SS will be available in showrooms only by Feb 2008 end.

# The Gladiator Type-RS will be launched after a month.

# Tech Specs of the Gladiator Type SS/RS are same as the older Gladiator

The best part is that the Gladiator Type-SS will have a Ex-Showroom price tag of around Rs. 46,350..!! (which would be more or less uniform across the country) Considering the quality and the equipment levels, the price according to me is quite an aggressive one.

Also what is more exciting is the fact that the price of the Gladiator "Graffiti" Variant (with Self Start, Front Disc Brakes as standard) has now been lowered to Rs. 43,650..!! (Ex-Showroom, mostly uniform across India)


New (Semi Flat) Handlebar:



The handlebar on the Type-SS sits flatter than the earlier Gladiator models. As a result of which the rider now leans more towards the handlebars. Though the riding position is not as aggressive as the TVS Apache RTR 160, but the stance is now more like the Bajaj Pulsar 150/180 models. The handlebar has been given an anodized matt black finish.


One can also find handlebar-ends on the Type-SS along with handlebar Grips which according to Yamaha has been design like the ones found on its 1000 cc R1.

The Type-SS sports a tachometer, a feature which isnt present in any other 125 cc bike right now. There is also a brushed aluminium handle bar crown, which adds to the aesthetic appeal.

The switches are functional and comprehensive, but compared to the competition, it is getting a bit too old and has been in duty on Yamaha models since the RX135 days.

Dimple Type Seat Cover

The Seat cover on the Type-SS has a new perforated material which Yamaha prefers to call as "Dimple Type". It certainly looks good on the Type-SS but I am not quite sure if it is functional too.

New Design Exhaust End & new material Heat Shield

The exhaust of the Type-SS has a newly designed end piece which Yamaha again likes to call as "Machine Gun Type" end piece. Although it looks ok to me, the choice of the colour of the end piece makes it look a bit tacky.

Unlike the heat shield on the exhaust found on other Indian bikes, the heat shield on the Gladiator Type-SS is made out of a special synthetic-plastic-resin material. Apart from protecting the pillions foot from scalding, the heat shield looks cool too.


Aluminium Die Cast Footpegs:

The classy aluminium Die Cast footpegs of the Gladiator Type-SS enhances the Sporty feel. Both the footpegs are retractable. The front footpegs have rubber inserts to damp vibrations.

What sets these footpegs apart from ones found in other bikes is that the front ones are spring loaded, so that even if they happen to touch the tarmac during hard cornering, they will automatically come back to their original position.

I was quite impressed by the way the rear footpegs makes a "CLICK" everytime you retract it or bring it back. Exquisite..!!



Apart from these changes, the Gladiator Type-SS has many other small changes like newly designed sleek Front and Rear Fenders, front fairing which has been lowered by 30 mm, Half Chain Cover, O-Ring Chain Drive, Toe-only type gear lever. Not to mention an excellent paint job. All these changes manage to give the Type-SS a Stylish and Sporty stance and look.


Colors:

The Gladiator Type-SS will be available in two color combinations..

• Metallic Silver with Red


• Metallic Silver with Gold

Review of the Test Ride

The test ride was taken on a proper test track prepared by a Japanese gentleman from Yamaha India (Posted below). The test track comprised of a number of twist and turns along with sweeping bends and a few straight portions as well. It was designed to test the handling and performance of Gladiator Type-SS.

"The New Gladiator Type-SS is definitely the "Sportiest" 125 cc motorcycle in the country at present

I took three rounds around the test track. After the ride I can safely say that the New Gladiator Type-SS is definitely the "Sportiest" 125 cc motorcycle in the country at present. The way the rider sits on the Gladiator Type-SS is quite different from the earlier Gladiators. The rider now leans more into the bike, like on a Pulsar. The bike was resonably smooth even and the gear box was a joy to use. Special mention have to made of the front disc brakes of the Gladiator Type-SS. Nowhere during the test ride did it ever feel that the brakes were weak. The handling was also quite sporty (though definitely not as sporty as the Apache RTR 160) for a bike in the 125 cc segment.

Previously I had taken test rides of the various 125 cc bikes and compared them (viz. the Bajaj XCD, Hero Honda Glamour, Honda Shine, Suzuki Zeus and the Yamaha Gladiator Type J.A.) Even back then, I had said that I could hardly find any fault with the Gladiator. In fact apart from the Gladiator, each 125 cc bike had something missing in it.

"The current price of Rs.46,350 along with the Standard Front Disc Brake (Flame without Disc Brake is Rs.45,000 Ex-Showroom Delhi) is very competitive.

As a bonus the Gladiator Type-SS also has the 5’th gear and tachometer"

The Bajaj XCD felt small, the Suzuki Zeus felt a bit underpowered (especially on revving) and had stiff suspension, and apart from the Honda Brand, I couldn’t find something which could set apart the Hero Honda Glamour and the Honda Shine. But on the Gladiator Type-SS, I couldn’t again find any fault with it.

The Gladiator Type-SS feels almost like a bigger 150 cc bike in size. The tank also has functional knee recess unlike a few other bikes.

The only chink in the Older Gladiator’s amour was probably its price which was a bit high compared to the likes of the Bajaj XCD. But the current price of Rs.46,350 along with the Standard Front Disc Brake (Flame without Disc Brake is Rs.45,000 Ex-Showroom Delhi) is very competitive. As a bonus the Gladiator Type-SS also has the 5’th gear and tachometer.

And also because the maximum torque of the Gladiator is produced at a comparatively higher RPM than all the other 125 cc bikes, the Gladiator doesn’t pull that well as say the XCD at low RPM’s. But this also means that the Gladiator is much sportier than the other 125 cc bikes since guys looking for sporty bikes like to have more pickup at high RPMs.

Another reason for the Gladiator not selling well has been its poor advertising. It is no secret that the previous Ads of the Gladiator could be termed as Crappy. According to me the success or failure of the Gladiator Type-SS now depends a lot on its Promotion and Advertising.

Related Posts:

• New 2008 Yamaha Gladiator Type-SS (Stylish & Sporty) Pics/Images and Details.. with Wallpapers



• Auto Expo 2008 Coverage: TVS Flame and 2008 Gladiator [Wallpaper]



• Auto Expo 2008 Coverage: Bajaj Auto [New XCD DTSi Sprint + Wallpaper]



• 125 cc Bajaj XCD with just the Kick Start at Rs. 39,000 (Ex-Showroom Bangalore)



• 125 cc TVS Flame launched in Chennai, India launch in January 2008: 125 cc Pricelist Compared



• 125 cc Comparision: Bajaj XCD Vs Hero Honda Glamour Vs Honda Shine Vs Suzuki Zeus Vs Yamaha Gladiator..!!



• 125 cc Bajaj XCD DTS-Si [Test Ride/Review]

Disclaimer:

This is to remind that the Views or Opinions in the blog are entirely mine unless explicitly stated. The Views and Opinions published in this blog should in no way be related to any other person or organization associated -- directly or indirectly -- with me.

You can juggle and play with the figures as long as you want but it aint gonna help; Big Nakeds havent been a big success so far and thats a fact. On paper, it should have worked better, at least in Europe where middleweight nakeds such as the Yamaha FZ-6 and Suzuki GSR600 rule the sales hit parade.
But somehow, regardless of their big jugs, the liter-sized strippers have failed to appeal and youd better not try comparing Italian market sales figures for the 599 to those of the 919; itll be downright embarrassing.
The big four have noticed this scandalous injustice a while ago and are trying to address the situation.

Moto-bliss or moto-blah?

Yes, its the CBR1000RR motor, at least in spirit.

Yamaha has pushed the lovely FZ-1 towards the ragged edge this year with an aluminum frame, bizarre-ish design and extreme engine tuning, and Kawasaki is following the same route for 2007 with the new version of the Z1000. Both companies seem eager to transform their do-it-all giants into extreme "naked-sports" thingies. Someone in Honda must have thought that redemption for liter nakeds might be found elsewhere then, at the opposite end of the scale. Instead of chasing the city racers and wheelie hooligans, why not go for the mature boys, the once-in-a-while tourers with a family and a mortgage?
Cast a look at the new CBF1000 and youll understand immediately that a weekend in its company will be more a "lets hold hands" type of thing rather than a sweaty and steamy affair.
Honda product planners seemingly drew their inspiration from the discreet success of the Europe-only CBF600, a cute mid-weight touring naked of sorts and have morphed the 919 into a much more sedate type of tool.
Look behind the half fairing and youll indeed find the same basic rectangular steel backbone tube frame of the 599/919.
Honda didnt try to re-cycle too many parts in creating the CBF1000 (the seat unit looks too familiar though); its more as if the bodywork of the CBF600 was simply scaled up by 10% by the 3D CAD software. Compared to its smaller brother, the main differences that stick out are the strange, arc-shaped, silver-painted side panels and the use of nothing less than the latest version of the CBR1000RR mill to propel the thing.
"Its more as if the bodywork of the CBF600 was simply scaled up by 10%..."
The engine choice is a bit bizarre to say the least. From the 174 claimed hp in the RR, the unit has been detuned to... 96 hp in the CBF1000.
That means a good 78 HP have been chopped for "better midrange response". I cant think of a reason as to why Honda would decide to use this engine when they already had good torque producers in the shape of the previous 954 Fireblade mill or the 1100 motor of the Super Blackbird. Why they used a power unit with a relatively extreme bore and stroke ratio is beyond me. Maybe this is paving the road for the new 1000 version of the 919, a bike that will surely come pretty soon.
Till that one arrives, its the CBF1000 that we are dealing with. By the sound of it you might be tempted to see it as a contender to the new half-faired FZ-1 tested in MOs 2006 naked comparo, but in reality the two are aimed at very different folks. The FZ-1 is all about sharp angles, tight lines and complex syntax while the CBF offers smooth classic lines, soft curves and a plain-Jane composition of its components. The final result is indeed a close cousin to the groovy and well-proportioned CBF600, just not as well groomed in my opinion. I think that the most offending element in the CBF1000s design is that odd, arc-shaped side panel thats stuck smack in the middle of the bike, a rather boring focal point.
Closer examination of the CBF1000 helps to clarify Hondas intentions even more. Theres a standard fork with no adjustments, a pair of simple two-piston brake calipers of the floating type, a rear 160-section tire (even the 599 has a 180), and an all-analog instrument panel with no LCD in sight. Hello? Honda? Its the year 2006, remember?
The finishing and detailing level doesnt impress either. So then, we have a sort of budget 1000cc tool which means that in Europe, its priced a good 15% cheaper than the half faired FZ-1 and thats not small change. OK, the picture is becoming clearer now, yet in my humble opinion, with exactly the same budget, a much more captivating design could have been achieved. A Honda technician catches me casting dubious looks at the CBF1000 before leaving and voluntarily adds: "What do you expect? Its been styled in Hondas German studio." Aha! That would explain.
The aesthetics complaint chapter ends a few minutes into the ride. De-tuned the engine might be, a puppy dog, a pussycat, call it as you like but Ive yet to experience such an elastic response and so much user friendliness from a liter tool. With an extreme starting point such as the CBR1000RR mill, textbooks say it shouldnt be so, but smaller throttle bodies and a host of other mods have turned the fire-breathing Fireblade powerplant into a refined unit that purrs happily from what feels like zero RPM.
A close look at the CBFs torque curve published by one of the local mags shows that from a silly 3,000 RPM and up the power unit supplies 61.4 foot pounds of torque and never dips under this figure till 8,000 RPM, climbing to a 68.7 foot-pound peak at 6,500 RPM. And that curve doesnt lie. Its kind of usual to attach the expression "pulls from any revs" to big twins, but this four-cylinder mill could teach some big twins the meaning of "low-down pull".
"When the road gets kinky, the wonderfully grunty motor remains a big source of satisfaction and pull."
When I took the bike from Honda, one mechanic suggested I try starting from standstill in sixth gear. "Do it gently and youll see it manages". Well, I didnt go that far; I didnt feel like being left stranded with a fried clutch in case it didnt work as planned. But I did try the trick in fourth gear and, by golly, it does pull away! I also let the revs drop to 1,500 in sixth and the CBF gathered itself together without any of the shaking power pulsing and drama that youd find in, say, a Ducati 1000 at such revs. So then, it turns out that leaving aside the new FJR 1300, this CBF1000 is the closest thing to riding an automatic bike that Ive ever tried. On secondary roads that are free of dead-slow hairpins, you can pretty much leave the thing in sixth and forget about shifting.
The relaxed attitude is also displayed in the pilots environment. Its not as plush as that of a GoldWing to be sure, yet its still very comfy. Theres an ultra-soft seat, a very natural bend in the handlebars, a total lack of vibes and the fairing protects well till 80-85 mph (though not beyond). Considering the budget nature of the CBF1000 there is also a surprising feature in the form of seat height adjustability (with an Allen key) but I didnt have the chance to try that.

So this CBF isnt really a tourer or sport tourer but rather a standard comfy roadster with a half fairing. OK then, doesnt that mean that it should also be a good back road scratcher? Isnt that part of the charm of these high-bar, simple-to-ride tools?
When the road gets kinky, the wonderfully grunty motor remains a big source of satisfaction and pull, but the rest of the package doesnt leave a clear impression. Yep, theres plenty of oomph to drive you out of turns and thankfully, the highish handlebars do help while throwing the CBF around with abandon but there are limits to the idyll too.
"This nice-guy attitude has some limits."
The extra leverage is really needed as Honda engineers put more attention to stability rather than flickability on this one.
Up to 80-90 percent on the speed scale, the CBF1000 does behave itself, supplying a semi-sporty experience, but dont get too serious about getting your adrenaline fix with this one. Pile on the coals and the 160-section rear tire starts to move around.
Slam on the brakes with authority and the fork consumes its entire available stroke in one big gulp without a hint of guilt or remorse.
The progressively-linked rear shock copes rather well with the increased demands but its the single-backbone frame that at a certain point cries "enough is enough". The well-behaved motor also tries to tell you that torque is torque but still, power is power. What I mean is that plenty of drive at 4,000 or 5,000 RPM is a nice thing to have but when riding above semi-fast speeds, you dont spend much time at those kinds of revs and the lack of kick higher up the range is missed.
I cant think of an easier liter bike to ride to work with on a daily basis...
In reality, after 8,000 revs theres a serious drop in power so that you dont even feel tempted to try and bump into the rev limiter and simply hook up the next gear. I must add that knowing about the 12,000 RPM redline potential of this very engine in its Fireblade incarnation left me with mixed feelings about the limited rev range of this otherwise fine unit.
Considering the budget calipers mounted, the braking power was rather good, but also brought to light a strange problem. The top half of the fairing ends in two sharp corners that are positioned exactly in front of the riders knees. When braking hard, unless I was making a conscious effort to brace myself on the gas tank my knees often met the offending corners. Ouch!
Since were talking `bout braking, it might be worth noting that Ive been riding the standard version of the CBF1000 but theres also an ABS-CBS version with linked anti lock brakes. The CBF1000ST model is equipped with higher-spec Brembo calipers and some of my colleagues reported improved braking power. On top of the sophisticated brakes, the ST version comes with original hard luggage, adding about 10% to the basic models price.
Back in town, the tables are turned back again. The CBF1000 simply shines here and thats no mean feat for a 1000 tool in the narrow city streets.

Yossef cursing less than usual.

I cant think of an easier liter bike to ride to work with on a daily basis except maybe -- just maybe -- the GT1000 I road tested not long ago. The drivers around me are nervous, the weather is extra hot but the CBF maintains its millennium nirvana. The reduced fairing lowers of the CBF let the heat disperse with ease, the seat is still comfy regardless of the massive sweating, all the levers and controls remain buttery smooth and I must admit that I am cursing less than usual inside my boiling helmet considering the heavy heat.
The CBF1000 seems to have a calming effect of sorts.Whether thats good or bad is a matter of taste and personality but on the cobblestone-paved streets I find myself quite happy with the softish springing and damping rates chosen by Hondas test riders for the CBF.Its just too easy to blame and disdain the CBF for not being all sorts of things. Like not being a proper contender to the aforementioned FZ-1 or Z1000 or for not having a more inspiring design or color schemes. But then, it seems like Honda never planned a glittering rock star status for their cute CBF1000.
Moving over to the half-full side of the glass, its just as easy to praise the fact that together with the SV1000, its the worlds cheapest liter tool. Or that its almost an up-to-date water-cooled Bandit 1200 rather than a road-burning streetfighter.
The model is not headed to the US this year but seen in a European context, the CBF1000 could be a great and un-intimidating step up the displacement ladder for somebody whos growing out of a 599 or FZ6. Seen as such, the CBF1000 has a rationale behind it, a rationale that can speak volumes to the 40-50 something born-again bikers that are so numerous these days across the pond. Its an easy to live with on a daily basis, 1000cc roadster that could also take you on a comfy weekend-long two-up trip. Does this sound just too serene and relaxed?
Honda seems to believe that the market for this kind of tool and attitude exists and how. I wouldnt be surprised if a year from now, Honda ends up selling more CBFs than the competition sells flashy FZ-1s or Z1000s.

2007 Honda CBF1000 (ED-type)** Specs courtesy of Honda **
Engine
Type	Liquid-cooled 4-stroke 16-valve DOHC inline-4
Displacement	998cm3
Bore x Stroke	75 x 56.5mm
Compression Ratio	11: 1
*Claimed* Max. Power Output	72kW/8,000min-1 (95/1/EC)
*Claimed* Max. Torque	97Nm/6,500min-1 (95/1/EC)
Idling Speed	1,200min-1
Oil Capacity	3.6litres
Fuel System
Carburation	PGM-FI electronic fuel injection
Throttle Bore	36mm
Aircleaner	Dry, cartridge-type paper filter
Fuel Tank Capacity	19litres (including 4-litre LCD-indicated reserve)
Electrical System
Ignition System	Computer-controlled digital transistorised with electronic advance
Ignition Timing	5° BTDC (idle) ~ 45° BTDC (7,500min-1)
Sparkplug Type	CR8EH-9 (NGK); U24FER9 (ND)
Starter	Electric
Battery Capacity	12V/8.6AH
ACG Output	330W
Headlight	12V, 55W x 1 (low)/55W x 2 (high)
Drivetrain
Clutch	Wet, multiplate with coil springs
Clutch Operation	Hydraulic
Transmission Type	6-speed
Primary Reduction	1.604 (77/48)
Gear Ratios	1 2.714 (38/14) 2 1.941 (33/17) 3 1.579 (30/19) 4 1.363 (30/22) 5 1.217 (28/23) 6 1.115 (29/26)
Final Reduction	2.687 (43/16)
Final Drive	#530 O-ring sealed chain
Frame
Type	Mono-backbone; rectangular-section steel tube
Chassis
Dimensions (LxWxH)	2,176 x 827 x 1,175mm
Wheelbase	1,483mm
Caster Angle	26°
Trail	110mm
Turning Radius	2.8m
Seat Height	795mm (+/-15mm)
Ground Clearance	130mm
*Claimed* Dry Weight	220kg , *228kg
Kerb Weight	242kg (F: 118kg; R: 124kg), *250kg (F: 120kg; R: 130kg)
Max. Carrying Capacity	195kg
Loaded Weight	242kg, *250kg
Suspension
Front	41mm cartridge-type telescopic fork, 120mm axle travel
Rear	Pro-Link with gas-charged HMAS damper, 120mm axle travel
Wheels
Front	Hollow-section 6-spoke cast aluminium
Rear	Hollow-section 6-spoke cast aluminium
Rim Size Front	17M/C x MT3.5
Rim Size Rear	17M/C x MT5
Tyre Size Front	120/70-ZR17M/C (58W)
Tyre Size Rear	160/60-ZR17M/C (69W)
Tyre Pressure	Front 250kPa Rear 290kPa
Brakes
Front	296 x 4.5mm dual hydraulic disc with 4-piston (*Combined 3-piston) callipers, floating rotors (*ABS) and sintered metal pads
Rear	240 x 6mm hydraulic disc with single-piston (*3-piston) calliper (*ABS) and sintered metal pads
* ABS version	All specifications are provisional and subject to change without notice.

Los Angeles, April 4, 2000 -- There may not have been a better venue for which to display the peg-scraping prowess of Hondas new RC-51 super-twin than at the Laguna Seca International Raceway. Hondas design team made race track dominance a priority and allowed the new CBR 929 RR to take the role of the more street-oriented sibling.
Irregardless of how phenomenal the RC-51s track manners may be, the majority will end up in the garages of enthusiasts who arent necessarily racers. After all, even though the 929 looks poised to be a better all-around street bike, who doesnt want to wake up Sunday mornings and pretend theyre Nicky and Colin?
In a remarkably short period of time weve seen Honda take the RC-51 from crate-to-race-track and, in its AMA debut, finish in second place at Daytona by mere tenths of a second after 200 miles of racing.
Then, just this past weekend, Colin Edwards rode his RC-51 (VTR1000SP) to a first and a second place finish in the bikes WSBK debut at Kyalami. Granted, some of the credit goes to the riders, but even Suzuki, with their talented riders, could only muster one podium finish after one year on the AMA Superbike circuit with their TL 1000R V-twin. Honda has, so far, landed on the podium three times in three races.
When a manufacturer infuses a motorcycle with the sort of characteristics that allow it to be such a force on race tracks, the bike in question is often a uncompromising pain-in-the-ass on the road, particularly for everyday use. Hondas are regarded generally as motorcycles that work well on both the track and street, but when they talked of racetrack domination with such focus, we began to worry about whether or not the new RC-51 would be any good on the street.
White Lines and Road Signs
To get the bad stuff out of the way, we feel that the RC-51 is not the visually stunning masterpiece we hoped for. Yes, it looks racy and every picture we see of it makes us drool, but in person it just doesnt look as sexy. The Ducati 748, for instance, evokes deep emotions even while it sits on its side stand and, when parked next to the RC-51, it leaves the Honda looking, well, a bit more generic.
Fortunately, when we rode the bike, it was sexy again. The RC-51 feels significantly more high-dollar than its $9,999 USD price tag would suggest. From the moment you pull in the clutch and click into the first of six gears, you feel the refinement that has gone into every piece of this machine.
Immediately after receiving our RC-51, the bike was taken for a brief ride to warm it up and then placed on our Dynojet model 250 dyno. Sure, looks and racetrack performance count, but the first question we are usually asked is "how fast will she go?"
"Our test bike made 123.5 hp and 72.8 ft-lbs of torque at the rear wheel and will wheelie into the triple digits if you have the cojones to twist the throttle wide-open and keep it pinned."
On the track, the power of this twin made its way to the ground smoothly and seamlessly while providing just enough of the vibes common to V-twin motors to keep things in character without too much harshness. On the road, the vibes are thick below 5,500 rpm, but we accepted the vibes as part of the V-twin experience, at least as long as they didnt get too severe. Once the revs climbed above 6,300 rpm, however, the motor spun so smoothly that we wondered if Honda added a counterbalancer.
On the freeway, sixth gear feels like an overdrive since it keeps the revs so low, and we often rode in fifth gear unless cruising around 75 mph. When shifting between the gears, the transmission surprised us. Many big twins have a tendency to shift with a clunk and, although there is a bit of a thud when shifting from first to second, the change of gears was positive and smooth. Clutch operation is also smooth and it feels like it can withstand a lot of abuse.
The only negative comment about the gearbox was clutch chatter while pulling away from a stop on one particularly cold morning. However, once the bike was warmed to a proper operating temperature, the clatter disappeared.
The spacing of the transmission that worked so well on the track (taller first and fourth gears compared to the VTR 996 Superhawk) worked equally as well on the street. Our main concern was that the taller first gear would necessitate slipping the clutch to pull away cleanly from a stop, but this proved to be an unwarranted concern since the RC-51 has so much power down low.
On tight back roads, where we expected the tall first gear to be a problem, we actually preferred this setup to the traditionally shorter first gear. Instead of having to decide between a too short first gear and a too tall second gear, the RC-51s first gear was perfect for tight bends.
If youre used to riding a high-revving inline four, this bike might take a bit of getting used to because of the lower revs and the prodigious amounts of torque which find their way to the rear Dunlop. Where a rider on a four-cylinder bike would have to keep the revs up to get a good drive out of a corner, an RC-51 pilot has far less to worry about, and a twist of the throttle anywhere above 5,000 rpm will be rewarded with brisk acceleration all the way to redline.
Though the dyno chart doesnt really represent it, we felt a noticeable "hit" in the power at around 6,300 rpm which, in an otherwise flat power curve, adds a little bit of personality. The motor revs freely and pulls extremely hard by the time the rev-limiter impedes forward progress.
In freeway mode, the RC-51 shows its displeasure with highway droning though suspension that is sprung too stiffly for street duty. Still, where most stiffly-sprung suspensions tend to be rather harsh, this Hondas front and rear Showas take most of the sharp pain out of the pounding. The ride is stiff, but not bone-jarring like so many other race replicas, the Ducati 996 and 748 in particular.
Faster than a Speeding Ticket?
"What a great bike ... gawd, I suck." This was common refrain heard after riding the RC-51. When you ride this motorcycle its as much a showcase for the bikes abilities as it is a way to confirm that you completely lack riding talent. This is not to say that the RC-51 is not fun to ride: It couldnt be any more fun (though we are dying to install a Jardine exhaust system like the HRC race bikes.). Its just that when you ride a bike that is so capable but you still find yourself going slow, there is nobody to blame but yourself.
"The Honda RC-51 V-twin is a race bike first and foremost ."
While the RC-51 can be ridden on the street in relative comfort, we wouldnt recommend this bike if you plan on having a one-bike garage unless you live on your favorite bit of twisty tarmac. Hondas new 929 is a much better choice for an all-around street bike, and if you need that V-twin feel, theres always the good old 996 VTR Superhawk.
The Honda RC-51 V-twin is a race bike first and foremost and it makes no bones letting you know it. If thats what youre in the market for, there are few better choices. Even when the more expensive Aprilia RSV Mille and Ducati 996 are thrown into the V-twin mix, we expect Hondas latest attempt at world dominance to rise to the top. The new RC-51 is that good -- at any price.

Kawasakis Vulcan 1500 is a study in excess. Excessive torque, that is. But then, Kawasaki has never been one to be out-done in the power department. Remember the 750-H2 triple? The original Z-1? How about the Ninja 900 or the ZX-10 and ZX-11? Memorable bikes, all of them. Kawasakis largest entry in the cruiser class has got to be considered among them. It is, after all, the reigning King of Torque. 

At 1,470cc (88 cubic inches) the Vulcan 88 is the largest production V-twin cruiser on the market today. Its probably the longest, too. At 557 pounds dry with a 63.2 inch wheelbase, the big Kawasaki is the stretch limo of cruisers! Fortunately, its as comfy as one.

The huge seat is well contoured and pillowy soft, while the bars have a tall rise and reach back to the rider. Footpegs are mounted well forward, adding to the spacious feel. The long wheelbase allows for plenty of passenger room, and our resident pillion tester reported the thickly-padded seat and backrest to be among the most comfortable in the cruiser class.
"Fit and finish is good, with tons of chrome everywhere."
Even the coolant tank, which is mounted directly behind the engine on the right side, has a highly-polished chrome cover. Kawasaki did a good job of giving the liquid-cooled V-twin motor an air-cooled appearance, an important styling feature in the highly competitive cruiser market. Nice styling touches, like the braided-wire covers for the four spark-plug leads (it has dual-plug heads), abound on this bike. Switches and controls are typical Kawasaki fare, familiar and easy to use.
You wont find a tachometer on the Vulcan 88, but with this bikes prodigious power spread, who needs one? You shift when you suddenly realize that youve been in the same gear for the last hour or so. Mounted above a cluster of warning lights in a heavily chromed panel is the speedometer, out in the wind and easy to read.


The only other gauge on the Vulcan is a nice, large fuel gauge mounted in, you guessed it, a heavily chromed console on top of the fuel tank. Youll have to keep a close eye on this gauge though, as the needle sweeps quite rapidly from Full to Empty. The big Kawasaki can suck the 4.2 gallon tank dry in as little as 120 miles or so of spirited riding. And with the kind of roll-on power the Vulcan 88 has, who can resist? Equipped with four-valve twin-plug heads, 36mm carbs, and an effective counter balancer, the deep-breathing V-twin (with a stroke of 90mm) produces V-8 sized power pulses from V-8 size pistons, and provides arm-stretching acceleration anytime you wind up the throttle -- in any gear, from any speed.
"The monster motor feeds its power through a beefy four-speed transmission -- the power spread is unbelievably wide, and four gears is more than enough to handle the load. There is so much available torque that you could stick the Vulcan in third gear and ride around town without ever having to change gears."
 Which is fortunate, as we found the gearbox to be a little notchy during upshifts. Kawasaki fitted the Vulcan 88 with its Positive Neutral Finder system which is a device that prevents the transmission from shifting from first into second when it is at a standstill. Once the bike is under way, the centrifugal force of a spinning transmission shaft disengages the device, ideally allowing unhindered upshifts. Its a nice feature to have when youre trying to shift into neutral with one foot while attempting to balance the beast with the other. But we kept finding ourselves hitting neutral during first-to-second gear changes.

This may be contributed to parts that have not broken in yet, or that magazine test bikes lead a harder-than-normal life. A firm, deliberate prod with your left boot on the large gear lever is required to overcome the neutral finder system and make it safely into second gear.
This is not a light-shifting, snick-snick style gearbox. And while were complaining, we would have like to see a much wider ratio gearbox -- the Vulcan is spinning (relatively) high rpms at 70 mph while droning around the freeway, and we constantly nudged the shifter up, looking for a taller gear.  The awesome torque and acceleration of the big Vulcan, though, will easily overwhelm the suspension. Both front and rear ends of the bike are tuned for a smooth ride. The front forks are unadjustable, and the twin rear shocks, adjustable for spring preload only, are too under-sprung and under-damped for anything above a boulevard pace. Riding the Vulcan on your favorite back road will have you quickly retreating back to familiar urban jungles. The brakes are also easily overwhelmed by the Vulcans substantial size. The single front disc works acceptably well while stylin downtown, but fades quickly when trying to slow down in a hurry. It also tends to twist the forks a little.
The rear disc, with its single-action caliper, is surprisingly weak, offering little stopping power. Overall though, the Vulcan 88 works exceptionally well in the confines of the city, where it delivers quite an impressive profile during those Friday night cruises downtown and everyday riding and commuting chores. Kept within its element, the Vulcan is a force to be reckoned with. The amazing motor is almost enough to overshadow the rest of the bikes shortcomings -- Kawasaki has seen fit to once again provide it in copious amounts, this time to the cruiser class. The 88 is the Power Cruiser. If "Big," "Flashy," and "Dominant" are words you have to have in your cruiser vocabulary, then the Vulcan 88 is for you.
Impressions:

1. Brent Plummer, Editor

Lets clear one thing up right now: I like Kawasakis. All four bikes that I own bear this mark, and Ill tell you why: I dig powerful motorcycles. Not necessarily 1000cc behemoths, but relatively powerful bikes that are the beasts of their class. And thats Kawasakis game. Heck, its their identity -- they build honkin fast motors and wedge them into things, then kick ass on boulevards and back roads around the world.
Theyve been doing it for 25 years now and the tradition continues with the Vulcan. So naturally, I like it, and can understand why theyre sold out at dealers in America. And equally important, my girlfriend likes the pillion seat and standard sissy bar, meaning she looks forward to riding anywhere, anytime on the Vulcan. I just wish it wasnt so damn ugly: If I owned one, the chromed "ears" on both sides of the bike that are actually air cleaner covers would be powder-coated black, as would the tanks huge chrome gauge mount, which is perfectly aligned to blind the driver whenever the sun is shining down. Oh, yes, the front brake sucked, too. In all, though, the huge motor and distinctive styling (read: not a Harley-Davidson rip-off) was more than enough to put big grins on my face whenever I rode it. ****

Specifications:


Manufacturer: Kawasaki
Model: VN1500-A8
Price: $8199
Engine: SOHC, 8-valve, liquid-cooled V-twin
Bore x Stroke: 102 x 90 mm
Displacement: 1,470 cc
Carburetion: Dual Keihin CV 36mm
Transmission: 4-speed, shaft drive
Wheelbase: 63.2 in.
Seat height: 28.3 in.
Fuel capacity: 4.2 gallons
Claimed dry weight: 557 lbs.