There was a similar amount of puzzlement over Honda’s Valkyrie Rune. Sure, its styling turned heads (for $26,999 it certainly should), but the bike felt very bulky, especially at low speeds, and has a rough ride. Its seating position was preferred only to that of the V-Rod.

Despite its age we liked the V-Max, particularly when we twisted its throttle hard. While it looks and feels and rides like an old motorcycle, at least it’s an old motorcycle with its tail on fire.

The bike that was first or second on everyone’s list was the new Triumph Rocket III. Even with its 798-pound wet weight the bike felt relatively nimble. It’s got decent cornering clearance, a fairly comfortable riding position, engine smoothness, and its controls make it easy to ride. But what really made us grin was how docile it was, yet with a huge amount of controllable power on tap. And it has wonderful brakes. There is something very appealing about 127.2 horse-power and 140.8 lb-ft of torque, especially when they come in such a controllable, friendly form. It’s one hoot to ride, and it’s the new king of the power cruisers.

In second place we chose the Kawasaki Vulcan 2000 for its torque coming out of corners, its seating position (though we wished for a less-firm seat), that wonderful sound and presence. The bike feels much heavier than it should; that short sidestand has to go. If you want a traditional V-twin cruiser, it’s your choice.

You like ’em big; we like ’em big. Among the supersized gentlemen of the Century Club there’s lots to like. Choose wisely.

Gentlemen Configured

For starters, the gentlemen of the Century Club represent four engine configurations. The Harley-Davidson V-Rod and Kawasaki Vulcan 2000 are V-twins, which provide the traditional look of a narrow, big-inch engine. Now in its 20th year, Yamaha’s graybeard V-Max is a V-4 that still packs a surprising wallop. The Honda Valkyrie Rune’s flat, opposed six is not only technologically interesting, but it’s also the smoothest engine here. And perhaps most curious of all, new for ’05 is Triumph’s Rocket III, an in-line triple with the crankshaft running longitudinally along its frame and displacing 2,294cc.

Remember when your uncle rode "a big ol’ Harley 74" that displaced 1,200 cubic centimeters? Well, folks, now that we have engines twice that size, the days of calling a 1,200cc engine "big" are officially over. However, with that said, large displacement does not necessarily translate to enormous power. For example the Harley V-Rod, which displaces a mere 1,130cc (and is the smallest in our group), generates more horsepower than the 1,832cc six-cylinder Honda Valkyrie Rune. Yet some big-inch sportbikes make much more power than any of these bikes.

So, to find the king, five of us saddled up these bikes and, with photo-blaster Rich Cox, took a two-day trip in search of other big things beside which to photograph our leviathans. By the way, each machine has a five-speed transmission and each shifted well, so we don’t need to say anything further on that point. If you’re into supersizing, this is your deal!

Harley’s Vision

Harley-Davidson VRSCA V-Rod

When it was introduced for 2002, the V-Rod was revolutionary, a true departure for The Motor Company. After years of big-inch, air-cooled motors, here was a Porsche- designed, 60-degree V-twin engine displacing just 1,130cc. It broke new ground by being the first standard-production Harley with liquid cooling, dual-overhead cams, four valves per cylinder and more than 100 rear-wheel horsepower. And with that anodized-aluminum bodywork, the bike looked clean, fresh, high-tech.

The engine features electronic sequential port fuel injection, and its bore and stroke figures of 100 x 72mm indicate that it’s going to be a revver, rather than a traditional tons-o’-grunt Harley. It’s all housed in a tubular-steel, double-cradle perimeter frame with a cast-aluminum swingarm, 67.5-inch wheelbase and belt final drive. Our current model cranks out 105.6 horsepower, but only 71.9 lb/ft. of torque, which confirms its revvy (rather than torque-monster) nature. On the road it delivered 38.6 mpg. And now, H-D is offering painted versions of its V-Rod.

We suspect that Harley-Davidson used those big binoculars in the background to look into the future and design this bike for a new generation of riders.

The V-Rod feels the lightest of our group, and has a futuristic instrument pod. Fire it up and that Porsche-designed engine exudes a wonderful high-tech whine. Launch it down the road and, with only 71.9 lb-ft of torque, the silky engine has to wind up to where it hits with a hard, seamless rush. Wow, this is way too smooth and powerful to be a Harley!

But that marvelous engine is not well served by its chassis and riding position. In the twisties the bike feels very narrow and tall, and the fork wants to flop in turns. The bike does not hold a line well; steering becomes progressively heavier as the turn tightens. It’s just not a confidence-inspiring ride.

Harley-Davidson V-Rod

Straddle the V-Rod, grab the grips atop their long risers, and you’ll have to hunt for the pegs. Oh, they’re way up front. The V-Rod’s seating position is one of the strangest in motorcycling. Imagine a rowing machine, with a sliding seat. As you’re rowing, at one point your legs will be stretched out in front as your hands are pulled back near your chest. Hold that pose—you’re ready to ride the V-Rod.
The V-Rod feels the lightest of our group, and has a futuristic instrument pod. Fire it up and that Porsche-designed engine exudes a wonderful high-tech whine. Launch it down the road and, with only 71.9 lb-ft of torque, the silky engine has to wind up to where it hits with a hard, seamless rush. Wow, this is way too smooth and powerful to be a Harley!

But that marvelous engine is not well served by its chassis and riding position. In the twisties the bike feels very narrow and tall, and the fork wants to flop in turns. The bike does not hold a line well; steering becomes progressively heavier as the turn tightens. It’s just not a confidence-inspiring ride.

Honda Valkyrie Rune

Honda’s Valkyrie Rune, with its six-cylinder engine, is a model of technical sophistication, smoothness and style. The rider sits low on a long, firm, dished seat just 27.2 inches off the ground. It’s a long reach to the grips and pegs, so the rider feels somewhat jackknifed. While the seat is firm, it’s not uncomfortable. The view forward is of a sea of chrome: chromed bar, risers, fork clamps, tank nacelle, fork caps and that headlight waaay out there.

With a sports-car growl the engine comes to life, and as you ride off you’ll immediately notice the bike’s 878 pounds. That 68.9-inch wheelbase contributes to its massive feel.

Torque powers it away from stops, and it’s a model of engine smoothness. In the twisties its weight causes the cautious rider to steer with deliberation. On the road its springer-style fork works well, but its ride is harsh on rough roads.

Dollars to Donuts to Torque

Kawasaki Vulcan 2000

If the V-twin is the quintessential cruiser motor, and if the new 2,053cc Vulcan 2000 offers the largest displacement of any standard-production V-twin, therefore…OK, we get it. Its power, presence, throttle response and pure fun factor caused us to give the new Vulcan 2000 our "Bike of the Year" award. It won the same honor from our sister publication Cruising Rider.

Kawasaki’s idea was to build a stroker motor, a liquid-cooled, 52-degree undersquare motor with a 103mm bore with looong 123mm stroke that guarantees loads of low-end push power, which is just what a cruiser is all about. Does it work? The result is 96.0 horsepower, with 119.4 lb-ft of torque, and a real grin when you goose it.

Kawasaki keeps it all together with a tubular, cast and box-section steel double-cradle frame with tubular-steel swingarm, belt final drive and 68.3 inches of wheelbase. And it turned 41.1 mpg.

Though some of the bikes in our test weigh as much as the Vulcan, none feels as hefty, thanks in part to the Vulcan’s overly short sidestand. Perhaps Mr. V. spent too much time at the donut shop.