2009 Touring Cruiser Shootout: Harley-Davidson Ultra Classic Electra Glide, Kawasaki Vulcan 1700 Voyager, Victory Vision Tour Premium, Star Royal Star Venture S

Photography by Rich Cox

Cruisers have been the dominant type of motorcycle for the past couple decades now,and touring by motorcycle has been big ever since Craig Vetter first bolted one of his Windjammer fairings to a bike back in the early ’70s. Cruisers exude an aura of unhurried presence and competence, along with that coveted chugga-chugga sound, so they were a natural for laid-back touring.

Most cruisers are powered by a V-configuration engine, usually a V-twin, which engenders images of a fairly lithe and uncomplicated (though not necessarily lightweight) machine. While this may be true for simpler touring cruisers to which just a windscreen, leather saddlebags and backrest have been added, the cruisers we test here go well beyond that with full fairings and lowers coupled with hard-shell locking saddlebags and trunks for maximum luggage capacity and comfort.
For this test we gathered together the top four V-engine touring cruisers from the major manufacturers, and traveled extensively on them for two days. In the sidebars we’ll provide their technical details; here we’ll tell you how they work.


 2009 Harley-Davidson FLHTCU Ultra Classic Electra Glide

Each of these bikes is big, smooth, heavy and acceptably comfortable, but they’re differentiated by their approach and style. The Harley-Davidson Electra Glide is the classic, of course, a bike that has essentially defined the dresser tourer for decades and is oft imitated. Park a 30-year-old E-Glide next to this 2009 version and the resemblance is stunning. By contrast, the Kawasaki Voyager appears large and bulbous. The Yamaha/Star Royal Star Venture looks leaner by dint of its fairing, which resembles an old Avon unit from the ’60s that frequently graced BMWs of the day.

And then there’s the Victory Vision Tour Premium, which is styled like nothing else on two wheels. Love it or hate it, its styling could well be the deciding factor for many—’nuff said.

On the Road
Settle into the Vision and it feels long, wide and spread out, its electrically adjustable windshield so far ahead that it doesn’t offer as much coverage as the others, even in its highest position. Then there’s that big, wide dashboard sprawled before you. When the road turns twisty the Victory is the easy winner here by virtue of its two-piece, cast-aluminum backbone frame that keeps it feeling solid, its powerful brakes and ample cornering clearance. Add to that its most powerful engine (87 horsepower at 5,470 rpm with 102.8 lb-ft of torque at a mere 2,800 rpm) and the bike flat rocks! For comfort its adjustable air wings on the sides (the small uppers are standard but the lower ones are an option) really can blunt or deliver the airflow, depending upon how you position them. Factor in the adjustable windscreen (there’s much less buffeting with it in the up position) and air management is superb. Add that its footboards and controls can be adjusted several inches fore and aft, and that it has heated seats and grips, and the Tour Premium is indeed comfortable for touring.

2009 Kawasaki Vulcan 1700 Voyager
2009 Kawasaki Vulcan 1700 Voyager

Now climb aboard the Kawasaki Vulcan 1700 Voyager and, by contrast, it feels heavy, ungainly, and though I am 6 feet tall, I could not see over the windscreen. It and the fairing reflect a lot of engine noise and gear whine, and the six-speed gearbox clunks when shifted. There’s a significant amount of shudder and shake in the engine, but it’s not obtrusive. It develops 72.3 horsepower at 5,500 rpm, and a respectable 93.4 lb-ft of torque down at 2,900 rpm. Though the bike feels lighter than expected on a twisty road, its underdamped suspension allows it to wallow in the turns and drag it footboards easily. Its lowers are equipped with pivoting sections that block or allow more airflow; protection is good, but not as good as on the Victory or Harley.

With its smallest-displacement engine and four cylinders the Star is smoothest (it lacks that desirable V-twin throb) and makes its power higher in the rev range, 80.1 horses at 6,000 rpm, but only 76.8 lb-ft of torque at 4,500. Its five-speed transmission shifted easily and quietly. We liked its retro-style dashboard, but could not see over its tall windscreen that also produced an annoying amount of buffeting. Its lowers offer no wind control, nor can they be removed for greater airflow because they also house the engine’s airboxes. The seat is soft, almost to the point of being mushy, yet we found it quite comfortable.

The Star’s suspension is well controlled and well damped, and we also found it comfortable for long stretches on the road. In the twisties, however, it’s a flexi-flyer as its front end feels loose and vague. Showing its age, though, it was the only bike here without a tachometer, driving lights or wind deflectors, and true to its age it was the only one with such anachronisms as carburetors, a choke lever, a petcock and (God forbid) a tape player! A CD player is optional.
Softly sprung and damped, the Harley wallows and drags its sidestand in left turns, and its fork dives under heavy braking. Not only was the windscreen’s upper edge distractingly right at eye level, but it was also wavy, distorted and allowed a lot of head buffeting. On the plus side, the seat is cushy and comfortable, and the Harley feels more compact, lighter, and is easier to turn around and maneuver than the other bikes here despite its 886 pounds. Because of rubber mounting its engine is smooth if not powerful (66.4 horsepower at 4,900 rpm, and 78.2 lb-ft at 3,300 rpm), and that six-speed Cruise Drive transmission shifts easily with its cable-actuated clutch.


2009 Star Royal Star Venture S

I have often called the Electra Glide Classic’s Tour-Pak trunk the best piece of motorcycle luggage ever devised. It has great capacity, its lid pivots open to the side so the passenger can remain aboard while the rider accesses it, and its nicely flocked interior insert is a real plus. The Harley’s saddlebags, though long, are relatively narrow and hold less than we would wish.

The Kawasaki Vulcan’s trunk seems to have been patterned after the Harley’s as it’s of similar size and opens from the side. Its saddlebags are much larger, and hold a good amount more than the Harley’s.
The Victory’s emotional bodywork gives the impression of huge luggage capacity, but actual capacity is much less than expected. The trunk is likewise, and also opens back-to-front so the passenger will have to get out of the way for the rider to access it.

The Royal Star Venture’s trunk is huge, but opens into the passenger. Its bags are large but lose significant volume on one side to the CD changer.

Each of these bikes has passenger footboards, a cruise control and will hold a pair of full-face helmets in their trunks. Of these bikes, only the Victory offers an electrically adjustable windscreen and an optional reverse gear. To engage the latter, idle the bike in neutral, reach down and flip a lever on the left side of the engine, then push the starter button to activate. It is similar to the Honda Gold Wing’s electric reverse, but the Victory’s runs much more slowly.

Each bike comes with a headset-ready sound system, and our Electra Glide and Voyager also were equipped with the optional anti-lock brakes. The Harley’s grab and release more clumsily, while the Voyager’s work more smoothly with less effect on the bike.


2009 Victory Vision Tour Premium

Passenger Accommodations
If you’re packing double, you’ll want to know that the Kawasaki’s rear seat is firm and well supported, with good room to spread out. The windscreen blocks the wind well for the passenger, but he or she will feel heavy vibrations through the backrest at low rpm.
The Victory offers good rear-seat room, and the position of the adjustable windscreen, fairing lowers and side wings make a big difference in the amount of air reaching the passenger. The seat offers good support, the backrest is firm, there are grab rails, but the passenger will feel heavy pulsing through the backrest under acceleration.

Jump on the Royal Star Venture and find its seat nicely padded and far rearward. The upside is plenty of passenger room, but the downside is that it offers the breeziest ride. The engine is very smooth.
The Harley’s passenger finds less room fore/aft than on other bikes here, but because the seat is lower will also feel less wind. Seat and backrest padding is comfy, and because the engine is rubber mounted there’s very little vibration. When moving the bike around by foot, the rider’s legs run into the passenger’s footboards.

Touring Cruiser Shootout -- three V-twin motorcyclesLoad Capacity
Especially if packing double, the bike’s load capacity becomes an issue. It refers to how much weight the bike can carry, and is determined by subtracting the bike’s wet weight from its Gross Vehicle Weight Rating (GVWR). Here again the Victory stars, as it can carry a theoretical 529 pounds of riders and luggage. The Harley can carry 474 pounds, which is also impressive. For the Venture (395 pounds) and Voyager (379) however, if you saddle up a 220-pound guy and his 150-pound wife you’re already nearly at the bike’s recommended limits with no luggage yet aboard.

Fuel Economy
Our trip involved aggressive riding, high speeds and endless passes before the lens of Rich Cox, photographer to the (Royal) Stars. With that said, the Victory with its 6.0-gallon tank turned only 33.2 miles per gallon on our ride. The Star Royal Star turned 35.7 mpg, and likewise carries 6.0 gallons. Though we whacked it hard, the Harley Ultra Classic Electra Glide turned each gallon from its 6.0-gallon tank into 36.7 miles, the best in our test. Not surprisingly, the Star Venture came in second, most likely due to it smallest engine displacement. Your mileage will likely be better.

Over lunch on the second day each test rider was asked which bike he would choose to own, regardless of price, and in what order he would rank them. I awarded each bike four points for first place, three for second and so on. Here’s a distillation of the conclusions and rankings as we discussed them.
In last place, scoring just six points (with three fourth places and a second) was the Kawasaki Vulcan 1700 Voyager. We really expected more. This brand-new model had years to take aim at the Yamaha Venture and Harley, and should have done better. Though all the bikes weighed within 10 pounds of each other the Voyager felt significantly heavier, it suffered from engine and driveline noise and a lack of cornering clearance, though it was the least expensive.

Star V-twin
Star Royal Star Venture S

Several of us agreed that with its excellent suspension, cornering clearance, powerful brakes, comfort, and smooth and quiet operation the Victory was the pick of the litter in terms of function, though its lack of luggage space was disappointing. It only came in third, however (scoring an amazing first, second, third and fourth, for 10 points), because of styling that one tester called “absurd.” If it hadn’t been for its Buck-Rogers-meets-’57-Chevy styling, the Victory Vision Tour Premium would have won this contest easily.

At 1,294cc the V-four Royal Star Venture S had the smallest displacement of the bikes here and has remained essentially unchanged since its introduction. We were prepared to give the long-in-the-tooth bike healthy consideration for its expected low price, but were disappointed to learn that at $18,690 in its Seashell/Raven color (or $18,190 in Candy Red/Raven) it was priced higher than the brand-new Kawasaki Voyager. Its cushy seats and surprisingly good suspension will carry you and a friend in reasonable comfort. It protects well enough and holds a decent amount of luggage, but it lacks such amenities as fuel injection, available anti-lock brakes, a six-speed transmission or modern styling. Still, it was the favorite of one of our testers and garnered 12 points to tie for first!

Victory V-twin
Victory Vision Tour Premium V-twin

Which means that the Harley Electra Glide Ultra Classic also tied for first, and did it with its light feel, easy manner, smoothness and comfort. Those who may try to make the case that the Electra Glide is similarly mostly unchanged for many years would be misinformed. In the last decade all Harleys have gained fuel injection, upgraded brakes, the Big Twins get the six-speed Cruise Drive transmission and the touring models got a new chassis.

Finally, consider this: While one would expect touring cruisers to be lighter, less complicated and less expensive, the six-cylinder Honda Gold Wing GL1800 we tested for our April issue was loaded with accessories, tipped the scales at 933 pounds and flattened your wallet to the tune of $25,599. Though the smooth, luxurious Gold Wing is in an entirely different class of bike, it’s certainly worthy of consideration, as a less-equipped model in the same price and weight range as these cruisers.


2009 Harley-Davidson FLHTCU Ultra Classic Electra Glide: Relentless updates keep the E-Glide current. (Scroll down for detailed specs)
Harley-Davidsons have evolved over many years, and the latest iteration of the Ultra Classic Electra Glide serves as an excellent example of this evolution. Harley’s top-line dresser starts with an air-cooled, 1,584cc (96-cubic-inch), 45-degree V-twin motor with pushrods actuating two valves per cylinder. With a bore and stroke of 95.25 x 111.25mm it’s a stroker design, which results in a motor that puts out a fair amount of torque, and torque is where the work gets done. It’s fed through a single electronic sequential port fuel injector.

There are those who dismiss Harleys as being archaic and lacking in technology, but to do so would be to willfully ignore the impressive list of recent developments that have kept these bikes current and competitive. The touring models have had rubber-mounted engines since the early 1980s, and went to belt final drive at about the same time. In the last decade H-D has introduced the Twin Cam 88 engine, then enlarged it to 96 cubic inches for 2007 with a compression boost from 8.9 to 9.2:1. All Big Twins are now blessed with fuel injection and the Cruise Drive six-speed transmission. Along with these innovations came an improved driveline, reduced clutch effort, and an automatic adjuster that has eliminated primary chain fiddling. The touring models most recently were given a new frame that is much more rigid and thus results in a more planted feel. Finally, anti-lock brakes have recently become available on some models, and our test bike was so equipped. While today’s Electra Glide may closely resemble those of a few years ago, technologically they are vastly improved. Color choices are too numerous to list.


2009 Kawasaki Vulcan 1700 Voyager: The new kid on the block. (Scroll down for detailed specs)
Remember the four- and six-cylinder Kawasaki Voyagers of the 1980s and later? They were purpose-built touring bikes that carried many riders over many thousands of miles back when touring was done on big multicylinder dressers with a fairing, hard saddlebags and a trunk. The Voyager models were dropped some years ago, and if you wanted a Kawasaki set up for touring more recently your choice was between the Concours sport tourer and one of the larger Vulcan cruisers gussied up with a windscreen, saddlebags and a passenger backrest.

Kawasaki Vulcan 1700 Voyager V-twin
Kawasaki Vulcan 1700 Voyager V-twin

For 2009, Kawasaki has replaced its Vulcan 1500 and 1600 cruisers with a new line of 1700 Vulcan V-twins that include a plain Classic, the Classic LT with windscreen and leather bags, the Nomad with shield and hard bags, and the new Voyager with full touring equipment. It includes a frame-mounted fairing with fog lights, lowers with adjustable vents, the Nomad’s lockable hard bags and a trunk with a backrest. It also has a larger 45mm fork, and optional ABS brakes that are linked in both directions; brakes on non-ABS models are not linked.

The new Vulcan 1700 is powered by a liquid-cooled, 52-degree V-twin engine that displaces 1,700cc (103.7 cubic inches) through a bore and stroke of 102.0 x 104.0mm. Its four valves per cylinder are actuated by single overhead cams, and inhale through two 42mm throttle-body fuel injectors. There it squishes the fuel mixture down by a ratio of 9.5:1 and pushes its power through a six-speed transmission with belt final drive. For brakes it offers dual front discs with four-piston calipers, and a single rear with two-piston caliper. Our test bike had the optional anti-lock brakes. Get it in Candy Plasma Blue/Metallic Diablo Black, or Metallic Titanium/Metallic Diablo Black.


2009 Victory Vision Tour Premium: Swoopy style meets solid performance. (Scroll down for detailed specs)
Polaris Industries, based in Medina, Minnesota, made its name in the snowmobile and ATV markets. In the late ’90s it decided to take advantage of the demand for large-displacement American-made V-twin motorcycles by starting its Victory division which introduced its first model, the V92C, in 1999. In the ensuing 10 years Victory has sold about 50,000 motorcycles, all big-inch cruisers powered by an air/oil-cooled, 50-degree V-twin engine with SOHC and four valves per cylinder. Today’s lineup consists of models with either a 100- or 106-cubic-inch motor, and a five- or six-speed transmission.
Introduced for 2008, the Vision is an impressive sight with its full fairing, integrated saddlebags and emotional bodywork. The Premium model is powered by the 1,731cc (106-cubic-inch) engine with a six-speed transmission.

The base model of the Vision is the Street, which lacks the capacious and dramatically styled trunk with passenger backrest. Cruise control is standard, as is a rear air suspension. The Tour Premium tested here features heated seats, grips and the electrically adjustable windscreen. Other shared features include a rear air suspension and linked brakes, consisting of dual front discs with three-piston calipers and floating rotors, and a single rear floating disc with two-piston caliper.

Harley-Davidson FLHTCU Ultra Classic Electra Glide V-twin
Harley-Davidson FLHTCU Ultra Classic Electra Glide V-twin

It also features saddlebag and trunk liners and a shock pump. This premium edition bike also includes the chrome package, billet wheels, the HID driving light (it’s that round light in the front) and the heated seats and grips. The small upper wind deflectors on the sides of the fairing are standard, but the larger ones are optional. Our test bike included other optional equipment including GPS, Highway Pegs, a Trunk Rack and Reverse. It’s available in three solid colors including Black, Blue Ice and Midnight Cherry.

2009 Star Royal Star Venture S: Old reliable. (Scroll down for detailed specs)
Following its base-model Gold Wing GL1000 in 1974, Honda came out with the GL1100 for 1980 including a dressed version called the Interstate. Soon, all the other major manufacturers followed suit with big dresser tourers. Yamaha’s entry was the Venture, which appeared in 1983 and was powered by a liquid-cooled, 70-degree, 1,198cc, DOHC V-four engine with driveshaft that was based upon that used in the tire-smoking V-Max. With 12-second quarter-mile times the Venture was considered the hot rod of touring bikes. It was later boosted to 1,298cc and had a good run, but the Venture was discontinued in the early ’90s.

When the movement to big cruisers hit in the ’90s, Yamaha cut a few corners by reviving the Venture’s proven V-four engine. They bolted faux cooling fins onto it for styling purposes, removed the counterbalancer so it would have some engine shake, and put it into an entirely new frame. This new model debuted for 1996 as the Royal Star. When the Venture touring version was released for 1999 the single-axis counterbalancer was reintroduced and the engine is plenty smooth enough. It is essentially the same bike we have today.

Today’s Royal Star Venture is still powered by that same 79-cubic-inch (1,294cc) V-four motor, with bore and stroke figures of 79.0 x 66.0mm, a 10.0:1 compression ratio and four valves per cylinder. Four 32mm carburetors feed the beast, as a counterbalancer soothes it, and its power reaches the rear end by means of a driveshaft. Only significant changes are that it got a new, more “pillowy” seat for 2001, and for 2009 the CD player is now standard. It features an air-assisted suspension front and rear, and colors include the standard Candy Red/Raven, or the S-model in Seashell/Raven for extra cost.


2009 H-D FLHTCU Ultra Classic Electra Glide
Base Price: $20,999
Price as Tested: $22,754 (Two-tone paint, ABS)
Warranty: 2 yrs., unltd. miles
Website: www.harley-davidson.com
Type: Air-cooled, transverse 45-degree V-twin
Displacement: 1,584cc
Bore x Stroke: 95.25 x 111.25mm
Compression Ratio: 9.2:1
Valve Train: OHV, 2 valves per cyl.
Valve Adj. Interval: NA
Fuel Delivery: Electronic Sequential Port Fuel Injection
Lubrication System: Dry sump, 4.0-qt. cap.
Transmission: 6-speed, cable-actuated wet clutch
Final Drive: Belt
Ignition: Electronic
Charging Output: 650 watts max.
Battery: 12V 28AH
Frame: Mild-steel tubular double cradle w/ two-piece backbone, twin downtubes, bolt-on subframe & steel swingarm
Wheelbase: 63.5 in.
Rake/Trail: 26 degrees/6.7 in.
Seat Height: 30.7 in.
Suspension, Front: 41.3mm stanchions, no adj., 4.6-in. travel
Rear: Dual shocks, adj. for air press., 3.0-in. travel
Brakes, Front: Dual discs w/ opposed 4-piston calipers and ABS (as tested)
Rear: Single disc w/ opposed 4-piston caliper and ABS (as tested)
Wheels, Front: Cast, 3.00 x 17 in.
Rear: Cast, 5.00 x 16 in.
Tires, Front: 130/80-H17
Rear: 180/65-H16
Wet Weight: 886 lbs.
Load Capacity: 474 lbs.
GVWR: 1,360 lbs.
Fuel Capacity: 6.0 gals., warning light on last 1.0 gal.
MPG: 91 octane min. (high/avg/low) 40.7/36.7/34.0
Estimated Range: 220 miles
Indicated rpm at 60 mph: 2,175

2009 Kawasaki Vulcan Voyager 1700
Base Price: $16,799
Price as Tested: $17,899 (K-ACT ABS)
Warranty: 3 yrs., unltd. miles
Website: www.kawasaki.com
Type: Liquid-cooled, transverse 52-degree V-twin
Displacement: 1,700cc
Bore x Stroke: 102.0 x 104.0mm
Compression Ratio: 9.5:1
Valve Train: SOHC, 4 valves per cyl.
Valve Adj. Interval: N/A
Fuel Delivery: Digital EFI w/ 42mm throttle bodies x 2
Lubrication System: Wet sump, 4.5-qt. cap.
Transmission: 6-speed, hydraulically actuated wet clutch
Final Drive: Belt
Ignition: TCBI w/ digital advance
Charging Output: 655 watts @ 5,000 rpm
Battery: 12V 18AH
Frame: Tubular-steel double cradle w/ box-section single backbone & steel swingarm
Wheelbase: 65.6 in.
Rake/Trail: 30 degrees/7.0 in.
Seat Height: 28.7 in.
Suspension, Front: 45mm stanchions, no adj., 5.5-in. travel
Rear: Dual shocks, adj. air press. & rebound damping, 3.1-in. travel
Brakes, Front: Dual discs w/ 4-piston opposed calipers & K-ACT ABS (as tested)
Rear: Single disc w/ 2-piston pin-slide caliper & K-ACT ABS (as tested)
Wheels, Front: Cast, 3.50 x 16 in.
Rear: Cast, 4.50 x 16 in.
Tires, Front: 130/90-H16
Rear: 170/70-H16
Wet Weight: 895 lbs.
Load Capacity: 379 lbs.
GVWR: 1,274 lbs.
Fuel Capacity: 5.3 gals., warning light on last 1.3 gal.
MPG: 91 octane min. (high/avg/low) 38.3/35.2/31.2
Estimated Range: 186 miles
Indicated rpm at 60 mph: 2,100

2009 Star Royal Star Venture
Base Price: $18,190
Price as Tested: $18,690 (S model, Seashell/Raven)
Warranty: 5 yrs., unltd. miles
Website: www.starmotorcycles.com
Type: Liquid-cooled, transverse 70-degree V-4
Displacement: 1,294cc
Bore x Stroke: 79.9 x 66.0mm
Compression Ratio: 10.0:1
Valve Train: DOHC, 4 valves per cyl.
Valve Adj. Interval: 12,000 miles
Fuel Delivery: Mikuni 32mm CV carburetor x 4
Lubrication System: Wet sump, 3.9-qt. cap.
Transmission: 5-speed, hydraulically actuated wet clutch
Final Drive: Shaft, 2.566:1
Ignition: Digital TCI
Charging Output: 315 watts max.
Battery: 12V 18AH
Frame: Tubular-steel double cradle w/ box-section steel swingarm
Wheelbase: 67.1 in.
Rake/Trail: 29.2 degrees/6.1 in.
Seat Height: 29.5 in.
Suspension, Front: 43mm stanchions, adj. for air press., 5.5-in. travel
Rear: Single shock, adj. for air press., 4.1-in. travel
Brakes, Front: Dual discs w/ 2-piston pin-slide calipers
Rear: Single disc w/ 2-piston pin-slide caliper
Wheels, Front: Cast, 3.50 x 16 in.
Rear: Cast, 4.00 x 15 in.
Tires, Front: 150/80-H16
Rear: 150/90-H15
Wet Weight: 893 lbs.
Load Capacity: 395 lbs.
GVWR: 1,288 lbs.
Fuel Capacity: 6.0 gals. incl. 0.9-gal. reserve
MPG: 90 octane min.
(high/avg/low) 38.4/35.7/32.2
Estimated Range: 214 miles
Indicated rpm at 60 mph: NA

2009 Victory Vision Tour Premium
Base Price: $22,699
Price as Tested: NA (Reverse, lower air deflectors, trunk rack)
Warranty: 1 yr., unltd. miles
Website: www.polarisindustries.com/en-US/Victory/
Type: Air/oil-cooled, transverse 50-degree V-twin
Displacement: 1,731cc
Bore x Stroke: 101.0 x 102.0mm
Compression Ratio: 9.4:1
Valve Train: SOHC, 4 valves per cyl.
Valve Adj. Interval: NA
Fuel Delivery: EFI w/ 45mm throttle bodies x 2
Lubrication System: Wet sump, 5.0-qt. cap.
Transmission: 6-speed, hydraulically actuated wet clutch
Final Drive: Belt
Ignition: Electronic
Charging Output: 710 watts max.
Battery: 12V 18AH
Frame: Two-piece cast-aluminum backbone w/ cast-aluminum swingarm
Wheelbase: 65.7 in.
Rake/Trail: 29.0 degrees/5.4 in.
Seat Height: 26.5 in.
Suspension, Front: 43mm stanchions, no adj., 5.1-in. travel
Rear: Linked single shock, adj. for air press., 4.7-in. travel
Brakes, Front: Dual discs w/ opposed 4-piston calipers
Rear: Single disc w/ 2-piston pin-slide caliper, linked w/ front
Wheels, Front: Cast, 3.0 x 18 in.
Rear: Cast, 5.0 x 16 in.
Tires, Front: 130/70-18
Rear: 180/60-16
Wet Weight: 885 lbs.
Load Capacity: 529 lbs.
GVWR: 1,414 lbs.
Fuel Capacity: 6.0 gals., warning light on last 1.0 gal.
MPG: 91 octane min. (high/avg/low) 34.2/33.2/31.3
Estimated Range: 199 miles
Indicated rpm at 60 mph: 2,300


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