![]() ![]() Built to deal with heavy loads, their chassis are strong and their triple-disc, ABS-equipped brakes are powerful (the Harley’s and Yamaha’s brakes are also linked). But, being the lightest and shortest of the bunch, the Harley was the easiest to ride fast in the curves.Īdmittedly, on back roads we ride these bikes at an above-average pace, but they’re eminently capable when pushed hard. None of us warmed up to the Harley’s mini-apehanger handlebar, which is narrower, higher and has a more awkward grip angle than the tiller-style handlebars on the Indian and Yamaha. Frame-mounted fairings on the Harley and Yamaha give them lighter steering and more stability. Steering through tight corners can be a chore and strong crosswinds require a firm grip to keep the bars steady, adding to rider fatigue on long rides. Only the Indian has a handlebar-mounted fairing, and the weight of the fairing, electric windscreen, infotainment system and front speakers has an adverse effect on handling. Overdrive sixth gears allow these bikes to lope along smoothly on the open road, with a pleasant low-rpm thrum. Changing gears is easy, but, surprisingly, the Harley’s hydraulic clutch requires the strongest pull and feels grabby compared to the other two. Exhaust notes are robust and satisfying, but the Indian’s is often too loud. All that twist propels these hulking, 900-plus-pounders forward with ease, even when fully loaded.įueling and throttle response are precise across the board (we prefer the Yamaha’s more direct Sport mode over the lazier Touring mode), and there’s plenty of visceral pulsing between the knees to keep things entertaining. There’s no replacement for displacement, and the number of cubic inches tells us the rank order of these bikes in terms of torque: the Harley belts out 100.7 lb-ft at 3,000 rpm, the Indian makes 104.2 lb-ft at 3,000 rpm and the Venture cranks out 110.9 lb-ft at 4,300 rpm. These are big V-twins-ranging from 107ci for the Harley ( click here for full specs and our “quick read” on the 2018 Harley-Davidson Road Glide Ultra) to 111ci for the Indian ( click here for full specs and our “quick read” on the 2018 Indian Roadmaster) and 113ci for the Yamaha ( click here for full specs and our “quick read” on the 2018 Yamaha Star Venture TC)-that generate loads of low-end torque, encouraging you to shift early and ride that wide wave of grunt. ![]() Yamaha’s Star Venture attempts to bridge the divide between traditional V-twins and modern tourers. The Harley and Yamaha also have hydraulic assist-and-slipper clutches, and the Yamaha has two throttle response modes, traction control and the Sure-Park system (electric forward/reverse). ![]() All three have electronic fuel injection, throttle-by-wire, cruise control, balancers that eliminate some but not all primary vibration, self-adjusting hydraulic valve lifters and maintenance-free belt drive. The V-twins in this comparison may be derived from or modeled after decades-old architecture, but they balance classic looks with modern technology. ![]() What some view as an antiquated design others view as timeless, and when it comes to sound and feel, there’s nothing quite like a rumbling V-twin. But as the miles added up, some shortcomings emerged.Įven though the Venture was powered by a liquid-cooled V-4 in its past life, when Yamaha decided to re-launch its full dresser, research among touring riders and passengers indicated a strong preference for air-cooled V-twins, a predilection that’s reflected in domestic touring bike sales. Unchanged except for its easy-to-use Ride Command infotainment system, the Indian Roadmaster is nonetheless a stylish, well-equipped long-hauler with the best suspension compliance in this group. ![]()
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