2010 H-D Fat Boy Lo vs. 2010 Kawasaki Vulcan 1700 – Of Gods & Kings

It was twenty years ago that Harley-Davidson introduced a game-changer, the Fat Boy. Their Heritage Softail (introduced a few years earlier) was basically a modern re-creation of a 1950′s FL, and the Fat Boy was its stripped-down cousin-somewhat like what a custom version of the old FL would have been like in the ’50s, but done up for the ’90s. The original was all silver, with yellow highlights and edgy (at the time) solid disc wheels. While the Heritage had some success here and there, the Fat Boy was nothing short of a worldwide sensation, even in Japan, where its name was an uncomfortably close hybrid of ‘Fat Man’ and ‘Little Boy’, the atomic bombs dropped on the islands in World War II. You could even argue the entire cruiser culture reoriented itself around the look and feel of the Fat Boy, and perhaps no bike was a more faithful imitation of the FLSTF than the original Vulcan 1500 Classic.

There was a rumor circulating in the ’90s that the designer of Kawasaki’s Vulcan Classic was the president of the Harley Owner’s Group (HOG) of Japan. Whether or not this is true, there is no denying that: A) the first 1500 Classic was a stone cold clone of the Fat Boy, and B) it was easily Kawasaki’s most popular cruiser model to date. Much has changed since those heady days, especially the fact that Harley-Davidson no longer has trouble meeting demand from customers. In fact, nobody does. But what of these two genre-defining machines? Well, the Fat Boy is still with us, albeit with a new frame, engine, transmission, brakes and all the other improvements that have come to Harley’s Softail lineup. But the new Fat Boy Lo is an entirely different animal. Dropped into the weeds, blacked out, and given a tighter, bobber-like riding triangle, it’s the 21st century re-do of the ’90s custom retro bike. That’s right: it’s Harley’s reinterpretation of its own reinterpretation of its history.

The Vulcan 1500 Classic on the other hand, has been gone for a couple of years, first replaced by a 1600 model, which then morphed into the new Vulcan 1700. You could argue that, based on price, the Fat Boy’s direct competitor is the Vulcan 2000 Classic, but that model’s gigantic engine blasts the weighty machine into a separate orbit shared with other mega-displacement bikes, while back here in the mid-teens, the 1700 takes on the role of the Everyman Cruiser.

What’s striking about these two bikes isn’t their similarities; it’s the differences. The Fat Boy is the epitome of low key, badass styling, with satin chrome finishes on many components and dull black in others. Though the early-release Vulcan only came in monotone black, its palette has been expanded to include two-tone colors (Metallic Black and Candy Blue) for 2010, while the rest of the bike is done in more cruiser-common chrome highlights and swoopy lines. And for the ultimate irony, the 1700 is, well…fatter than the Fat Boy.

The Root of Fatness
Where the Vulcan really apes the Fat Boy is in its model lineage. The Fat Boy is a descendant of the Heritage Softail, which was never a real touring mount, yet it still sports a windshield and old-timey leather bags like a 1950′s Hydra Glide might. The Vulcan, meanwhile, is the base version of Kawasaki’s new cruiser platform, which consists mostly of touring models, all the way up to the flagship, full-dress Voyager. While we had mixed feelings about the Voyager (mostly revolving around the compromises of this do-it-all platform), we can say absolutely that the base Vulcan got the good end of that bargain. Air-adjustable suspension and a full-featured dash are not usually de rigueur items on a typical cruiser.

source:  http://www.motorcyclecruiser.com/roadtests/1004_crup_2010_hd_fat_boy_lo_vs_2010_kawasaki_vulcan_1700/index.html

Kawasaki EL125 Eliminator

The Kawasaki EL125 Eliminator’s a top little bike to hone your skills on with a responsive, smooth motor and easy handling. The Kawasaki EL125 Eliminator is never going to win any races but that’s not what it’s about: it’ll haul you from A to B with little fuss, enabling you to enjoy the ride.

Learner legal but there’s only just enough to propel the Kawasaki EL125 Eliminator around. The Kawasaki EL125 Eliminator is ideal for town riding, and the engine really does pull well right through the rev range, but launching yourself down a motorway could prove optimistic. Still, the Kawasaki EL125 Eliminator is smooth and predictable and, best of all, very reliable.

The Kawasaki EL125 Eliminator is great for novices: everything’s easy to control with no nasty surprises. The throttle’s gentle but responsive, as are the clutch and gearbox. Combined with a great turning circle and low seat height, the Kawasaki EL125 Eliminator is easily manoeuvred, even by nervous novices. The Kawasaki EL125 Eliminator’s brakes and handling are great and it’s very well-balanced.

The Kawasaki EL125 Eliminator looks larger than it is (from certain angles, at least), with an ample seat for two, a plush pillion backrest and foot-forward controls for the rider. The ignition’s in a funny place (down below/in front of the fuel tank) and there’s no screen but the Kawasaki EL125 Eliminator’s spoked wheels and chrome-housed, tank top dash certainly look the part.

The Kawasaki EL125 Eliminator is a well built, if fairly basic, machine. Bodily, there’s plenty of chrome to keep shiny and, if cared for, it should last well. The Kawasaki EL125 Eliminator’s engine is superb at what it does and few owners have problems with it whilst the front brake is particularly adept. The Kawasaki EL125 Eliminator is relatively low on frills but nicely put together.

The price of Kawasaki EL125 Eliminators just seems to keep coming down. It’s great value, is categorised in a low insurance group and fuel consumption means big savings on the forecourt. Rivals, Honda’s VT125C Shadow and Suzuki’s VL125 Intruder, are both considerably more expensive than the Kawasaki EL125 Eliminator but the Suzuki GZ125 Marauder is the serious competition, at the same price.

Top speed      65mph
1/4-mile acceleration     21 secs
Power     12bhp
Torque     7ftlb
Weight     135kg
Seat height     680mm
Fuel capacity     13 litres
Average fuel consumption     60mpg
Tank range     172 miles
Insurance group     5
Engine size     124cc
Engine specification     2v single cylinder, 5 gears
Frame     Steel double cradle
Front suspension adjustment     None
Rear suspension adjustment     Preload
Front brakes     250mm disc
Rear brake     Drum
Front tyre size     90/90 x 17
Rear tyre size     130/90 x 15

source:  http://www.motorcyclenews.com/MCN/bikereviews/searchresults/Bike-Reviews/Kawasaki/KAWASAKI-EL125-ELIMINATOR–1998–current/

Big Dog Bulldog: The Alpha-Male Bagger

Big Dog’s new Bulldog is a touring motorcycle. Though you might have to look beyond its gleaming polished billet-aluminum trim and flashy paint job to understand what I’m talking about. And don’t let the Bulldog’s lengthy wheelbase—all 6 feet, 3 inches—play with your mind, either. For that matter, you can also overlook the fat Avon rear tire—typically a customizer’s delight—that measures 250mm across its tread, and let’s not even discuss the rakish 34-degree steering-head angle that extends those 41mm-diameter inverted fork legs and that 21-inch wheel practically into the next time zone.

Instead, believe me when I tell you that the Bulldog is a touring bike—a capable touring bike at that. It has a handlebar-mounted fairing that packs an Alpine sound system to make the ride more bearable while chasing the horizon. And you won’t be traveling empty handed—attached to the polished rear fender struts you’ll find a pair of form-fitting fiberglass saddlebags, each capable of holding up to 15 pounds of carry-on for a long-distance ride. Never mind that the bags’ lockable lids reveal tight quarters; the fact remains that they’re there for you to stow your gear.

Comfort an issue? Then place your feet on those stylish rubber-deck floorboards. Your passenger can do the same when it’s time to ride two-up. You’ll also find backrests for your backseater and you to help relieve some of the annoying back pain frequently associated with sitting all day in the saddle. Speaking of the saddle, our bike’s optional accessory two-passenger seat was crafted by Mustang Seats, a company known for designing and stitching comfortable yet stylish bun-huggers for American V-twin motorcycles. If you’re not sold on the Mustang seat’s extra padding, you can opt for the Bulldog’s lower-profile standard-issue seat with lines that more closely follow the rear fender’s silhouette. In either case your butt will be riding only about two feet off the deck, meaning this bagger enjoys a low center of gravity for a more controlled ride.

The Bulldog scores additional high marks as a touring bike because Big Dog designed it to be a bagger first, a custom bike second. This is not a Big Dog Wolf or Mastiff that’s been superficially groomed with a fairing and saddlebags. Instead, the Bulldog is an all-new platform incorporating a rubber-mount frame to cradle the big 111-cubic-inch S&S Cycle engine and Baker right-side-drive six-speed overdrive transmission—Big Dog Motorcycles’ tried and tested drivetrain package—for a smooth ride. Final drive is handled through a 1.125-inch-wide belt.

If that’s not enough for you, a pair of Works Performance nitrogen-charged rear shock absorbers concealed behind the saddlebags helps soak up the bumps in the road, and the Bulldog has perhaps the most refined fork I’ve yet to experience on any Big Dog. There’s ample spring and damping rebound to keep front-tire chatter at bay without disrupting the smooth ride, and the additional 3 degrees of rake in the triple trees helps plant a friendly 4.8 inches of trail in the steering geometry to minimize fork flop. If you judiciously modulate the throttle and clutch at low speeds, you can complete a feet-up 180-degree turn with the Bulldog on two-lane blacktop. I know because I did it numerous times during our photo session on a mountain road. That’s how user-friendly this 768-pound bike really is, and it gives you an idea how docile it can be in a parking lot. Yet keep in mind that the laws of physics still dictate that form must take a backseat to function, so you’ll feel some fork flop under these conditions.

All this is good and well but it’s on the open road that you’ll truly enjoy the Bulldog’s performance. The big billet engine gets you up to speed in no time, and thanks to its closed-loop electronic fuel injection, throttle response is seamless and instantaneous. Our bike was equipped with an optional performance SuperTrapp exhaust that helped the single-cam engine breathe even easier, and those sweeping pipes emitted just enough growl to give this Dog both bark and bite when you twist the rubber-ribbed throttle grip. Thwack the throttle in any gear—even sixth—and you’ll be rewarded with a surge of acceleration.

That S&S engine motors you down the road with minimal vibration, which will make you pleasantly surprised when you glance at those custom-like mirrors and are actually able to see clearly what’s behind you.

Still most of your attention will be focused on the road ahead as you peer over the Bulldog’s abbreviated windscreen. Negotiating turns is easy, requiring only a slight tug on the split pullback handlebar and only minimal effort to the handgrips once you bank in for a turn. The Dog easily bends into the turn, but don’t lean it too much because you’ll scrape some of its hidden hardware, the biggest culprit being the exhaust pipe. Straight-line stability remains rock-steady, so you can tour with authority over the interstate or on gently winding country roads.

There’s little drama in slowing down and stopping the Dog. A pair of four-piston Performance Machine brake calipers modulate 13-inch front and 11-inch rear rotors, and while the braking force won’t yank your eyeballs out of their sockets, the brakes do an effective job of keeping the Bulldog obedient at any speed.

The Bulldog chassis and drivetrain are packaged with a new batwing-style handlebar fairing that does a good job of shielding the rider from the wind. There’s little helmet buffeting at freeway speeds as most of the air is directed around you. But don’t get too excited about the two-speaker sound system; it’s only good for listening while riding around town because engine and exhaust noise, coupled with the wind blast, overwhelms any tunes you might want to sing along to while at speed. For the record, the Alpine system has a detachable face, and is AM/FM, MP2/XM/iPod capable. There’s also a pair of accessory power outlets bracketing either side of the iPod holder.

For the most part the remainder of the Bulldog’s fit and finish is what we’ve come to expect from Big Dog Motorcycles, which is to say of high pedigree. I was, however, disappointed in the saddlebags’ cheesy locking mechanism, but I’m told that will be rectified with later models, and a more user-friendly luggage rack is in the works, as well. Otherwise, workmanship is top-notch and it’s all backed by Big Dog’s two-year, unlimited-mileage warranty.

The bike’s most stunning feature, though, is its paint job. Big Dog Motorcycles prides itself on offering quality paint jobs in a wide variety of colors and schemes, so seldom do two Dogs look the same. The buffed and polished paint adds extra depth to the Bulldog’s groomed appearance, and no doubt more than one of these custom baggers will be rewarded with a Best of Show at bike nights this coming riding season.

Potential Bulldog customers shouldn’t buy this bike for that reason, though. Instead, the motivating force to plop $39,900 on the table should be based on the bike’s ability to handle moderate distances both comfortably and in style. To that end the Bulldog shouldn’t disappoint.

source:  http://www.americanrider.com/output.cfm?id=2476945

Honda Gold Wing vs. BMW K1200 LT

Two ways to get outta town.

During the first five years of MO’s nefarious existence, Honda’s Gold Wing reigned supreme as king of the all-out touring hill. Indeed, during that time we felt the ‘Wing was the epitome of what a long-distance tourer should be.

Enter 1999, however, and the tides changed with BMW’s stellar K1200 LT, a model that, in last year’s Long Legs shootout, dethroned the ‘Wing for the first time. Considering that the Gold Wing had been one of Honda’s top-selling bikes with an impressive history of reliability, we didn’t think Big Red would take the number two spot lying down.

Since its introduction in 1975 as an unfaired, yet still comfortable, mileage-eater, the ‘Wing received a number of revisions to keep it ahead of its competitors. Recently, it was on the receiving end of a make over so thorough and unlike anything a tourer has undergone before or since: Engineers from Honda’s race team was called in to make this new bike, the GL1800, even more capable of state-line dances while allowing it to retain its composure in the twisties like last year’s champ, the BMW K1200LT.

The K1200LT was designed to target the same niche that the GL1500 Gold Wing had grown so comfortable ruling — and then take things one step farther. The basic platform had, on paper, all the same basic accouterments that enabled the Honda to generate such a loyal following in previous years. But it went about getting to the same end via different means in a typically well-put-together-package.

“The motors on the two bikes are incredibly different, both in their fundamental design and in their power output and delivery.”

After stepping off our BMW K1200LT and onto a plane for Ohio and the ‘Wing’s press intro, we had all the tools in place for a bit of a mental comparo before we could actually get both bikes side-by-side. All we needed was a few miles in the Ohio hills to know that, when we got back to California, we had an escalated battle on our hands.

Shortly after we got back from Ohio we took delivery of a metallic Smurf Blue (Honda calls the color “Pearl Blue”) ‘Wing that had all the available accouterments, minus heated grips and some various chrome bits…

Which brings us to the first point: Why would a bike like this come stock without heated grips? Sure, they’re available as an “option” but when you’re already paying 18-large for a decently equipped model, what’s an extra hundred dollars or so among friends? The BMW edges into an early lead here by virtue of its heated grips that come as standard equipment. Okay, we’ll back off for a moment.

The Gold Wing and BMW are both capable of being optioned to the point that you might consider never driving a car again. They are fast and comfortable and seem to combine all the best attributes of both car and motorcycle into a package only one-third the size of your typical cage. The BMW is essentially the same machine that we tested last year. That’s not a bad thing, however, having de-throned the Honda rather summarily.

As we found out at the Honda’s press intro, the newest ‘Wing takes up where the old one left off and goes more than a few steps forward. Power is increased thanks to a sizeable bump in displacement, handling was improved thanks to re-worked suspension and a monstrous twin-spar aluminum frame. The bike’s looks also received a long-overdue redesign.

Welcome into the new millennium, guys. Side by side, the KLT looks a bit rounded like a whale whereas the Honda looks, well — it still looks like a Gold Wing. It’s more rounded than its predecessor, though, with a slopey little nose that looks like some soap opera starlet and a back end that looks one part Accord, one part Sophia Loren. Just think of Sophia’s nicely-rounded derier, but with blinking lights and a distributor’s license plate.

The BMW’s contours integrate the bags a bit nicer, tucking them in and molding them to the bodywork tighter than the Honda. Storage space in both bikes is ample, with the nod going to the Gold Wing for a bit more storage space. As far as ingress and egress of gear goes, the Honda still has the superior system. Stand at the rear of the bike and one hand can easily open any of the three large storage compartments with a flip of the appropriate lever.

A bit spaceship-like in its appearance, the BMW carries its top box rather high, but tucks in the side bags well.

A bit spaceship-like in its appearance, the BMW carries its top box rather high, but tucks in the side bags well.

The Wing also has a cool keyless-entry for the trunk, but getting the side bags to close solidly can be a pain. They might stay closed, but the electronic display in front of you insists that they are not. Not a big thing, but annoying, nonetheless.

Conversely, when you close the BMW’s bags, you know they are closed solidly. In fact, the whole bag system on the BMW has a much more solid feel to it. One point of contention with the BMW’s bags, however, is that the six-disk changer takes up a decent chunk of room in the right saddlebag that could otherwise be used to hold clothes. Here, the edge remains Honda’s. Which brings us to more ease-of-use issues. Want to raise the windscreen? The KLT has a little two-pot switch on the left control panel. Push up and the windshield raises and gets a steeper angle.

On the Honda you need to pull over or switch on the cruise control while you take your hands from the bars and flip one lever on either side of the fairing before grabbing the fairing itself and yanking it up. Lowering the BMW’s fairing requires nothing more than a mere flick of the button in the down direction. For the Honda? Flip the same levers and raise the windscreen all the way to the top. Now you can push it back down. Sigh. Give the edge to the krafty Krauts, here.

Conversely, pre-load adjustment on the Honda can be done semi-on-the-fly. There’s a nifty little switch on the panel by your left knee that will increase or decrease the pre-load over the course of fourteen positions. There’s also a two-position memory for pre-load that can easily be set for either single or two-up or single-but-loaded-down-Beverly-hillbillies-style.

This is in stark contrast to the old world, under-the-seat knob of the BMW. Both are effective, one is just easier to get to at a stop. On the road, it’s another tale of two means to the same end. For instance, the Honda has far superior low-speed manners while the BMW is the high-speed hauler that the Honda cannot be.

Conversely, the Honda makes parking-lot maneuvers a far less daunting task than the BMW makes them feel. The only edge here that the German bike can claim is that a rider can drag the rear brake in tight U-turns independent of the front binder which is linked to the rear as on the Honda.

The motors on the two bikes are incredibly different, both in their fundamental design and in their power output and delivery. The Honda’s flat-six absolutely tromps BMW’s inline-four. It even makes more torque at its lowest point than the KLT’s motor makes at its highest point. You might want to read that line again as it’s mighty impressive. Likewise, horsepower is also more abundant in the Wing and flows from the right hand like whiskey from an Irish barkeep. Edge to the Honda here, then. A nice change from last year, no doubt.

“Not surprisingly, the BMW gets the better fuel mileage of the two.”

On the open road, it could generate around 300 miles per tank which is a bit past what the Wing could muster even from a fuel capacity that’s almost one-half gallon larger (including reserve) than that of the KLT. Throughout either bike’s range, however, we’d have to give the ergonomic edge to the Wing, especially where two-up touring is de rigueur. Pilot accommodations are nice and roomy and the seat provides good back support. The passenger, meanwhile, might as well fall asleep. In fact, they did on numerous occasions because they were so comfortable and so coddled. It was just so car-like, really.

When the going gets twisty and it’s just the bike, rider and the road (as we think it should be), the BMW has its chance to shine. The KLT has more cornering clearance, better brakes (they are slowing less tonnage, of course) and feels more planted and easier to flick side-to-side. Coming out of the corners, though, the Honda will creep up on the BMW with its prodigious power. A BMW pilot had best learn to shift often to keep the mill boiling where it makes its power if he hopes to keep the Honda behind. The audio systems on the two bikes also differ, with the nod going to the Honda. Despite a control system that is a bit more cluttered, once you know your way around, things make sense and altering stations, CDs and volume is intuitive. Quality on the BMW is a bit better at low speeds, but the Honda’s system gets the nod as speeds rise and the BMW’s quality deteriorates comparatively.

Again, though, the rear speakers on the Honda are a nice touch and should be standard equipment, as is the case with the BMW. as is, they’ll set you back a few more bills. On a long, straight stretch of road where mile-eating is not just a distraction but the whole point of the ride, the Wing is where you want to be. It eclipses the BMW once again as the state-line-connector of choice for the new millennium. It shouldn’t be any worry to BMW owners, though. They’ve got things pretty good with their K1200LT, anyway.

Neither bike is bad in any respect, it’s just that the new Honda is more well-rounded and easier to use for most pilots in most situations. That counts for quite a lot, both around town where boatloads of torque help things along, and on the open highway where superior rider and passenger comfort take less of a toll on you.  And that’s the whole point of it all, isn’t it? Sure, the ride is the destination, to some. But even those hard-core riders will admit that there’s something to arriving at a hotel for dinner a few state lines and time zones away feeling refreshed and awake, having just enjoyed the days ride instead of merely having put up with it. And for that, the wing is, once again, the thing.

Source:   http://www.motorcycle.com/shoot-outs/honda-gold-wing-vs-bmw-k1200-lt-15644.html