Heart-Strings Attached
HEART-STRINGS ATTACHED
Blake Conner
Every motorcyclist knows the feeling: that moment on a bike when all is right with the world, when you feel at one with your machine, when there is no place on earth you'd rather be. Sometimes, it's where you are riding. Other times, it's when you are riding. But most of the time, it's what you are riding. It's a connection that a Toyota Camry owner just wouldn't understand. Like most things in the modern world, niche specialization has become the norm in motorcycling. We have sportbikes, cruisers, adventure bikes, sport-touring bikes, nakeds, motocrossers, enduros, and most of these classes can be broken into even smaller groups. But what if you are just looking for a plain-ol' motorcycle? Not the fastest, lightest, most agile, or most exotic-just a good all-around bike? Well, as funny as it seems, these neo-retro machines fit the description perfectly because they are modern interpretations of motorcycles from an era before all this compartmentalization began.
But we didn’t pick this quartet randomly. All four of these bikes have an approachable size and nostalgic looks that remind us of simpler times, yet they also offer good performance. They are either fully modern in design or have been improved in such a way as to feel, depending on the bike, almost completely contemporary.
A couple of other interesting notes:
We have four historic brands from four countries with four different engine configurations. BMW’s R nineT is the German company’s flashback to the R90S (sans fairing) and is powered by the most recent i,i70cc, air-cooled flat-twin. The Honda CB1100 Deluxe has an i,i40cc inline-four and is the spiritual successor to the Japanese company’s massively popular CB750 first introduced in 1969. Ironically, the Scout—a name that first graced an Indian back in 1920—is the most modern of our foursome. Its i,i33cc, 60-degree V-twin is a clean-sheet design developed right here in Medina, Minnesota. And finally we have the Moto Guzzi Griso
8V SE, a neo-retro in every sense. This machine has sleek modern styling wrapped around the Italian company’s famous longitudinal 90-degree V-twin that has been tweaked and polished over the past 45-plus years.
True to the spirit of these bikes, our goal wasn’t necessarily to find the bike with the nastiest raw performance but to determine which of these machines spoke to us on the most levels— mechanically and aesthetically, plus riding pleasure and comfort. All with an eye toward functionality. In short, which would we most want to park in our garage to ride, live with, and polish? Which one tugs at our heartstrings the hardest and makes us want to disappear onto the open road?
With these questions to answer, we thought about how the owners of these bikes would use them. Since three of the four could be called modern café racers, and the fourth will be no stranger to watering holes far and wide, we decided to do exactly that. We’d bop from bike hangout to eating establishment to
watering hole, with miles of enjoyable roads in between. We’d ride from Orange County to downtown LA for breakfast at the 90-year-old Original Pantry then head north to Santa Barbara County and the Cold Spring Tavern. From there it was on to the wine country around Los Olivos, ultimately ending up at the old Union Hotel in Los Alamos for refreshments before heading south again.
BMW R nineT
We have to admit the Beemer was the pre-ride favorite, with its sleek styling and snappy spec-sheet stats. And, for the most part, it didn’t disappoint.
From a performance perspective, the nineT is the lightest (461 pounds dry), most powerful (96.5 hp/76 pound-feet), and shortest of the bunch, which gives it the advantage when the inevitable acceleration and back-road scratching contests ensue. “The engine is full of character and offers plenty of easy-touse lowto midrange power,” Road Test Editor Don Canet said. “There’s a slight
WHICH WOULD WE MOST WANT TO PARK IN OUR GARAGE TO RIDE, LIVE WITH, AND POLISH? WHICH ONE TUGS AT OUR HEARTSTRINGS THE HARDEST AND MAKES US WANT TO DISAPPEAR ONTO THE OPEN ROAD?
lull in the middle of the delivery that fools you into thinking it’s signing off, but a good twist of throttle unleashes an impressive top-end rush of acceleration.” The transmission worked well on the road but missed shifts and popped out of gear during quarter-mile testing.
Hit a tight twisty road, and the BMW is definitely the bike to be on. A sporty riding position, crisp handling, and strong brakes help the R nineT leave other bikes in the dust. But around town, the Beemer is also in its element. Light steering and a low center of gravity make it easy to manage at low speeds. Good torque, crisp fueling, and an easyto-modulate clutch make the R nineT at home in an urban environment full of surface streets and parking lots.
The one place the BMW fell a bit short was in longer-range comfort and suspension response. “The seat is narrow up front and not conducive to hugging the tank for long periods,” Canet said. “Moving rearward onto the plush area of the saddle makes for a long reach to the bars that places more weight on your wrists.” The nonadjustable fork and preloadand rebound-adjustable shock provide a huck-a-buck ride over rough pavement, even with rear preload set soft and rebound damping backed all the way out.
As for styling, we’ve yet to meet
anyone who wasn’t drawn to the nineT. From pedestrians and drivers in traffic to the people around our office, everyone loves this BMW. The R nineT proves that simplicity can be beautiful.
Honda CB1100 Deluxe
At a quick glance, the CB looks the most retro of our group with its throwback lines, narrow 18-inch wheels, and traditional-style seat. The view from the cockpit does little to change this impression as you peer out over an analog tach, speedo, and lollipop mirrors.
When we hit the highway, the Honda was an excellent choice. The seat is difficult to fault in any way, providing good comfort no matter the distance, while a neutral riding position keeps you content. But another thing we noticed is the sewing-machine-smooth engine, which transmits virtually no vibration to the rider’s hands or feet through the bars and pegs. It’s pure liquid.
Power from the four is nice, with 85.3 hp and a billiard-table smooth torque curve that offered a 65.5-pound-foot peak, but Honda put the CB on a short leash, considering the engine’s potential. “It has an amazingly flat torque spread from bottom to top—not unlike an electric-powered bike—perhaps even a bit too benign and lacking of character,” Canet said. “The stepped rev limiter
in the top three gears seems overly nanny-ish, even for Honda.” On the Cycle World dyno, the Honda had to be run in third gear because the rev limiter kicks in to kill the fun prematurely in the top three ratios, neutering it more and more at each upshift. It’s a sweetrunning engine, but we wish Honda had channeled more of the CB750’s performance heritage.
When we were gliding along at a relaxed pace, we really liked the Honda’s plush suspension, neutral steering, and stability, but when the pace was kicked up a notch, the suspension wasn’t up to the speed set by the BMW and Moto Guzzi. You really have to decide on what
trade-offs you’re willing to make.
Our CB is the new-for-2014 Deluxe, which gets a few upgrades compared to the standard model, including Combined ABS, a 0.5-gallon-larger fuel tank, and a 4-into-2 exhaust system instead of a 4-into-i. Both models get a six-speed transmission for 2014. Additionally, the Candy Red color of our testbike is available only on the Deluxe, while the standard model comes only in black.
Indian Scout
One of the first things you notice when you walk up to the Scout is how small and compact it is. And all of us found this very refreshing, as bigger is
GERMANY BMW R nineT
1,170cc
AIR-COOLED
FLAT-TWIN
vs.
JAPAN
HONDA CB1100 DELUXE
1,140cc
INLINE-FOUR
vs.
UNITED STATES INDIAN SCOUT
1,133cc
60-DECREE
V-TWIN
vs.
ITALY
MOTO GUZZI GRISO 8V SE
1,151«:
LONGITUDINAL
90-DEGREE
V-TWIN
definitely not always better. With its scaled-down size, you get a much lighter bike as a bonus. Sure, this 550-pound Indian is the heaviest of this foursome by 3 pounds, but in the cruiser world it’s the equivalent of a Victoria’s Secret swimsuit model.
Throw a leg over the Scout and you immediately find a very comfortable and neutral riding position (of course, after getting off the other three mid-control bikes, finding the forward-mounted footpegs was an amusing exercise).
The cowhide saddle is deeply padded yet supportive, the handlebar is set at a comfortable height/reach, and your feet fall at a natural location. Our only complaint with the riding position: You are locked in a single spot, which means you can’t move around to relieve your backside from time to time.
The Scout’s liquid-cooled four-valveper-cylinder DOHC V-twin has a revvy top-end rush that delivers 86.3 hp yet also produces a beautifully flat torque curve that stays north of 60 pound-feet from 2,500 to 7,200 rpm and never dips
below 50. What is also impressive is the counterbalanced engine’s low level of vibration, felt as a slight tingle through the annoyingly textured handgrips at cruising speed. Canet, no fan of the grips, said he’d probably develop new calluses after a few rides and not feel any pain. Despite not having the outright grunt of the Euro tractors, the Scout’s engine is a solid all-around performer and never felt seriously lacking.
As the only classic cruiser in the bunch, the Indian should get its butt kicked in the handling department. Well, yes and no. Its cornering clearance is significantly limited compared to the sporty café bikes, but its light, agile handling and sweet steering belie its cruiser stance. Alow center of gravity makes you want to bury the Scout into every corner you approach, but then you’re reminded it’s a cruiser with a nasty screech from the footpeg feelers at the apex. That said, ridden within the scope of its design intent, it’s hard to think of a finer, easier-to-ride new-style cruiser on the market.
Moto Guzzi Griso 8V SE
“In a group of great-looking bikes, the Griso gets the nod,” Executive Editor Andrew Bornhop said. “It just looks so cool in the matte black and silver paint.” It’s not so much a flashback as a cleverly styled bike that could easily fit in with a variety of cliques. “While not trying to be retro, the Griso fits the profile all the same,” Canet commented. The matte-black wire-spoke wheels, the single-sided swingarm, the classic aircooled V-twin, and the asymmetrical over/under shotgun-style exhausts all combine to create a bike that’s very sexy and easy on the eyes.
The Griso’s multipurpose nature becomes clear when you spend a long and diverse day on the road. “This is the sportiest bike here with a chassis, suspension, and braking package that will serve equally well on back roads and trackdays,” Canet said. But at the same time, the cockpit gives the rider the ability to move around for improved comfort on the open road or into an attack position when the road gets
CW comparison
INTERNATIONAL LOVE TRIANGLE
ROYAL ENFIELD CONTINENTAL GT
Did you know that India put a satellite into orbit? Around Mars? Yep. India’s not just the home of chai tea and insane traffic anymore. But it remains the home of Royal Enfield, which is marching boldly into the future (Unit construction! EFI! Disc brakes!) while celebrating its past.
This 2014 535cc Continental GT has an MSRP of $5,999 and also sports a factory Stage 1 hop-up kit. For $600 you get an RE “racing” pipe, a pre-mapped Dynojet Power Commander, and freer-flowing K6N air filter. It was a lively ride with the mods and made 21.9 hp and 28.7 pound-feet of torque (practically off idle) on the dyno.
The beat of the big single brings back good memories of riding my Velocette 500 MSS but with a more modern chassis and way better brakes. The GT’s riding position is pretty comfortable with high-enough bars and a decent seat. Highway cruise is best enjoyed in the 65-mph range, where vibration is not excessive. Any faster and your hands fizz a bit. Overall, though, the GT brings a happy feeling of motion on the road like the ’60s just met your daily commute. India hasn’t just mastered space travel but time travel too. -Mark Hoyer
HARLEY-DAVIDSON SPORTSTER SEVENTY-TWO
Some people like to tinker, and some people just want to ride. The Seventy-Two is for the latter, people who wouldn’t know how to bob, chop, french, or louver if their lives depended on it. It’s for those who want an old-school-style chopper but don’t want or know how to make a custom of their own.
For sure, you really have to love a bike like the $10,849 Seventy-Two to live with it. The riding position as delivered is good around town but miserable on the highway. The fuelinjected 1,200cc Sportster engine has stood the test of time and melds character with modern function. A solid Sportster chassis offers handling that is actually quite good considering the wonky handlebar, but you will find yourself adding a bit of rear brake when you really want to get the bike stopped.
Sure, Born-Free-ers might think you’re a poseur, but when you wave as you ride by their broken-down Panhead, you’ll feel pretty smug about your ready-to-ride chopper. -BC
TRIUMPH BONNEVILLE
After the resurrection of the Triumph marque in 1990, it took a full decade before the Hinckley, UK-based iteration reintroduced its most famous model of all, the Bonneville. At the time only a few companies were building retro-styled machines. But the modern Bonnie was a nice interpretation of what the bike would have morphed into had production of the original never ceased.
The $7,899 base Bonneville is one of those bikes you get on and feel totally at home. It’s simple yet modern, and the air-cooled, 865cc parallel twin provides good performance with a ton of character. Fuel-injection delivers crisp throttle response, and kickstarting is not required.
A light-steering chassis, good brakes, totally neutral ergos, and a comfortable seat make any type of riding enjoyable. Cornering clearance is very good for a neo-classic and won’t prematurely rob you of lean angle. If the profile isn’t your cup of Earl Grey, you can always look to the Thruxton, Scrambler, T100, or Speedmaster models as alternatives. -BC
THE NUMBERS
BIKE Price Dry weight Wheelbase Seat height Fuel mileage 0-60 mph 1/4 mile Horsepower Torque Top speed
BMW R nineT
$14,900 461 lb. 58.0 in. 31.8 in. 44 mpg 2.8 sec. 11.05 sec. @ 120.32 mph 96.5 hp @ 7740 rpm 75.9 lb.-ft. @ 6220 rpm 139 mph
HONDA CB1100 DELUXE
$11,899 547 lb. 61.9 in. 31.1 in. 45 mpg 3.6 sec. 12.11 sec. @ 109.25 mph 85.3 hp @ 7190 rpm 65.5 lb.-ft. @ 5390 rpm 109 mph (limited)
INDIAN SCOUT
$11,299 550 lb. 62.0 in. 27.0 in. 44 mpg 3.7 sec. 12.12 sec. @ 112.03 mph 86.3 hp @ 7730 rpm 64.0 lb.-ft. @ 3320 rpm 128 mph
MOTO GUZZI GRISO 8V SE
$12,690 534 lb. 60.7 in. 31.2 in. 36 mpg 3.3 sec. 11.68 sec. @ 115.27 mph 94.6 hp @ 7100 rpm 74.5 lb.-ft. @ 6280 rpm 133 mph
tangled. And the Guzzi is the happiest of the group, transitioning between the different roles. “For me, the pegs are a bit high for everyday around-town riding,” 6-foot-4 Bornhop confessed. “But they are appreciated when the roads get twisty.”
When you do finally hit those kinks in the road, you’ll smile on the Guzzi. “Swooping curves are the Griso’s forte,” Canet said. “It reminds me of carving the hill on a giant slalom run; it’s very surefooted and stable.” With excellent fully adjustable suspension that can be set up firm or forgiving, plus highquality Brembo brakes, the Guzzi chassis is a notch above the others. And that engine...
“The engine has the most endearing character of these four,” Canet said. “I enjoy the lope at idle, the slight clockwise rock motion when blipping the throttle or changing gears. Plenty of torque, peak power, sound, and tactile feel to make for a long and happy relationship.” It may not have the drafting-table-perfect power and torque curves of the Honda, but the big twin’s graphs are a lot more linear than those of the BMW, which look like a whoop section, and the air-cooled Guzzi virtually matches the boxer punch for punch.
Picking A Winner
Wow, this is tough. All four of these motorcycles are exactly the right bike for someone.
The Scout is the best cruiser to come out, since, well, the latest Indian Chief rolled into our garage last year. Indian is clearly on a roll, and Polaris is proving to be an excellent steward for the hallowed brand. “Ahorne run for Indian,” Bornhop summed up. “Beautifully styled, and the four-cam motor is superb.”
For many, the Honda is the only choice,
as it reminds them of their bell-bottomjean, giant-lapel-shirt-wearing youth in the 1970s. Or maybe it reminds them of their dad’s bell-bottoms from back in the day. For 51-year-old Bornhop, it was love at first ride, and we still can’t get the key back. The Honda is definitely the comfiest bike here, with the best ergos and plush ride quality. What hurt the Honda is a lack of excitement from the engine and a chassis that simply can’t keep up with the Europeans' fast pace.
We were sure the BMW would win our hearts, and it did. But it’s kind of like a hot girlfriend who’s fun to hang out with but flakes on you about 10 percent of the time. For $15K, it needs better suspension that offers effective adjustability front and rear. Additionally, the riding position isn’t quite as comfy as the Griso’s, which is particularly
a bother on the highway. Lastly, our R nineT testbike burned a bit of oil, not uncommon with this generation of flattwin; maybe BMW took this vintage thing a little too seriously.
Which leaves us with the Moto Guzzi. We’ve always liked the Griso, and in this group it really stands out. It undercuts the Beemer by more than $2,200, plus it has better suspension and a more comfortable riding position (unless you are a freakish 6-foot-4). What’s more, it matches the BMW’s power output, carves up mountain roads with authority, and, well, we can’t keep our eyes off it either. Even those editors who didn’t pick the Guzzi as their favorite ranked the Griso right near the top.
With its style, performance, comfort, and handling, the Griso is one sweet package. Bella! CUM
