The quality of these baggers’ ride breaks down pretty much where you’d expect it to once you look at the specs for the rear suspension travel. However, what truly differentiates the suspensions of these bikes is the shocks. ![]() As Evans explains: “While you can tell the difference between the non-traditional front ends and the old, reliable telescopic fork (of both the standard or inverted variety), the front suspensions of all the bikes are more than capable of handling the rigors of travel – both on the interstate and two-lane highway. In the real world, the V-Twins still perform well. On the torque front, its 111.9 lb-ft at 3,300 rpm is the most in this group, including the six-cylinders! Also huge in this category is its sportbike-like 11.0:1 compression ratio. Liquid-cooling definitely helps, as does its single overhead cam (instead of power-robbing pushrods), eight valves, and aforementioned 108mm pistons. What’s impressive here is how much horsepower the Indian punches – 95.0 hp at 5,000 rpm – despite its small-ish engine. Last in this group by a wide margin.įrom there the other V-Twins bump up in displacement quite a bit, starting with the 1700cc Kawasaki Vaquero, 1769cc Indian, 1854cc Yamaha, up to the 1868cc Harley Davidson. Of course, the tradeoff is a torque figure of 72.7 lb-ft at 2400 rpm. The result is 78.9 hp at 8000 rpm, more than the Kawasaki (68.7 hp) and Yamaha (75.2 hp). ![]() Bringing up the rear of the field is the Moto Guzzi, with a “paltry” 1380cc – mounted transversely, no less! But what the MG lacks in displacement it makes up with a total of eight valves, four spark plugs, and a huge 104mm cylinder bore – second only to the Indian’s 108mm cylinders. Making this comparison interesting is the wide array of engine sizes in this match-up. Engines define a motorcycle, and nowhere is this more true than in the cruiser category. Let’s get right to the heart of the matter here.
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