I was a little late getting out this a.m. - my neighbor went to clean his sink, with ammonia followed by chlorine bleach. When the chlorine combined with the ammonia in the sink trap, it released a cloud of chlorine gas, which laid him out. I spent an hour with his lovely wife and kids, while EMS got him straightened out...
But I had to go! Demo Day! I finally got on the road at 9, the rough back road out of the mountains, and hit Laughlin at 9:40.
I made it straight to H-D HQ at the Riverside Resort. I wanted a ride on the V-Rod, and I expected there'd be a horde lining up for it. Sure enough, there still is.
After standing by for ten minutes while an archetypal "biker" expounded to the friendly and patient staff on his road wisdom, I got signed up with H-D. Then came a 20-minute wait in line to make an appointment for the V-Rod. But by 10:15, I had a date with the V-Rod for 10:45, and with the Buell Lightning for 11:30. No complaints.
The V-Rod
The basic specs: overhead cams with 4 valves per cylinder, fuel injected, displacement 69 CI, dry weight 595 lbs., wheelbase 67.5 inches, rake 34 degrees, trail 3.9 inches, MSRP around $18,000.
Reading about the V-Rod gave me the impression of a high-performance engine in a poser chassis. After riding one, I'd say that's true - but reading is no substitute for riding. Numbers are for the mind, not for the senses.
The first striking sensation is the sound - a purring roar, like a racing V-8 at speed. I heard it when the previous group pulled in from their ride. Even at a high idle, the 4-valve overhead cam V-Twin sounds racy.
The next sensation is balance and control. When I sat on the bike and took it off the side-stand, I was amazed at how light it felt. I rocked it side to side, daring gravity to take its 600 pounds to the ground. But the bike's weight is down low, where it belongs, where it's easy for the rider to control.
The H-D demo loop is 8 miles long: main drag, 4-lane highway, curvy 2-lane back road. Short, but it covers a variety of typical riding.
My inexperience with American "cruisers" made the forward foot pegs and controls confusing at first, but I eventually learned where to put my feet without looking. With that out of the way, I could concentrate on handling, braking, and shifting.
The gearbox is Harley - like shifting a steam locomotive. It isn't that it's hard, but it's slow, and solid. You can visualize huge, slow-spinning gears sliding into place - thunk!
The handling was something else, though - responsive, supple, slinky, like a big cat under total control. Quick, stable, and predictable - but precision would take a little practice, probably due to the unusual front end geometry.
Engine braking was smooth and strong. The front brake was excellent. But the rear brake was junk - it can't really be that bad - some previous yokel must've "rode" the rear brake and glazed it. But with the engine braking and front disc so capable, I wouldn't even have noticed the rear if I hadn't been checking it out.
I give the engine 5 stars. Mechanically, I like the design. As a rider, I enjoyed the power - there's lots of it, served with class - smooth, predictable, controllable. And I loved the sound - with a 9,000+ rev limit, at 4500 and up it sounds like a racing V. It's a cool little rod.
The Lightning
The basics: 984cc, pushrod 2 valves per cylinder, fuel injected, 92 hp @7200 rpm, wheelbase 52 inches, rake 21 degrees, trail 3.3 inches, dry weight 385 pounds.
At last year's River Run, I got to ride the XB9R Firebolt. I fell in love, quick and hot, but I must say the bitch gave me a stiff neck. The S has all the R's admirable qualities, without the extraordinarily demanding riding position. Bars a little higher, pegs a little lower make a lot of difference.
As before, brakes were excellent and handling was like a coiled spring, quick as thought. It takes real pressure on the bars to lean this bike over, keep it leaned, and lean it further. Like all the best vehicles, for land, sea, or air, it's designed so it wants to do the right thing.
Shifting was clean and positive, but takes some leverage. Lugging the engine below 2500 rpm brought out a ferocious driveline snatch - otherwise, with correct use of the gearbox, power delivery was excellent. A couple of my friends have bought these. They're proud and happy with them, and they oughta be. And they better treat 'em right, or I'll steal 'em away!
The Victory Vegas
The basics: oil/air cooled 92 CID, single overhead cam 4 valves per cylinder, electronic fuel injection, Brembo disc brakes, wheelbase 66.5 inches, rake 33.1 degrees, trail 5.28 inches, dry weight 615 pounds, MSRP $14,999.
Polaris's Victory Motorcycles is set up at the Colorado Belle casino. I rode right over after getting off the XB9S. Getting a demo ride on a Victory was a snap and a half. Really friendly and knowledgable people.
They offer the standard Big Twin variety - baggers, and "cruisers". Being a motorcycle minimalist, my eye set on their "Vegas" - a sleek, long, low-slung V-twin, a streamlined motorcycle.
After the demo bikes rolled back in, we, the next bunch, got our "orientation" - the handlebar switches, how to keep together in a group, etc. My bike was a beauty:
We rolled out in first gear through the crowded parking lot/vendor area - a very good test of low speed handling. Then we turned out onto the main drag. So much for the group staying together - that first traffic light cut off the last few riders, and I found myself at the end, riding "drag".
Of course, with nobody watching, I got up to my old tricks - hanging back so I could accelerate to catch up, weaving in the lane to check the chassis, beeping the horn...
The bike felt downright ponderous at first, but then as I flicked it from side to side I was amazed at how precisely and predictably it handled.
The Brembo brakes are as capable as the chassis. Once I had them doped out, I checked the acceleration - yes! When I rolled open the throttle, I had to grip the tank with my knees so the bike wouldn't leave me behind. The engine has a smooth, powerful, rumbling roar.
The gearbox shifting was outstanding - light, positive, "snick, snick". I wonder why can't Harley do this?
I made friends with this bike in a hurry. By the time we rolled back into the lot, we were a cordial and comfortable pair.
The Indian Scout
The Basics: Carbureted, 2 valves per cylinder, pushrod, rake 32 degrees, trail 5.25 inches, wheelbase 67 inches, dry weight 606 pounds, MSRP $16,995
I counted on H-D and Victory supplying me with a helmet, but some instinct told me to take my lid when I headed to the Indian demo at the River Palms casino. Good thing - they had a box-full, but they expected me to have my own. And once I filled out the paperwork and selected my bike, they pointed me to the gate, and said, "Have a good ride, bro!"
Unchaperoned! That's the way to make a man fall in lust on a first date!
And by now I was beginning to get the point of these big bikes - ease, and power. But the Scout is more my type - rough, and raw, and powerful.
The first time I opened the throttle to accelerate, the sharp bark of the exhaust note shocked me - this is stock? And it's tuned for fantastic low-end torque - not only did I hear power, I felt it. Cracking that throttle is like tapping dynamite - wham! and away we go!
This isn't a "Harley clone", it's a Frankenstein, with an outlaw brain. And unlike any H-D I've ridden, the shifting was excellent - almost as good as the Victory. The handling and brakes were faultless. This ain't exactly my kind of bike - at this point in time - but it won the day on smiles.
Why spend $17,000 on a carbureted 2 valve V-twin? Because this Indian is everything a stock Harley wants to be when it grows up.
The Globe of Death
So that was it - I was 4 for 4 on my demo derby. I checked my itinerary to see what was next, and right there at the River Palms was scheduled an extreme motorcyle jumping exhibition. I cornered one of the security guys, a wild old critter with a long goatee, and asked him where it would be.
"Oh, there ain't gonna be no jumpin'. That guy broke his foot!"
"What?"
"Well, he's hoppin' around with a cast on, and his show's off. But they got that 'Globe of Death' there They're takin' his place".
"Globe of Death! What time are they going on?"
"I don't know - go ask 'em. They're in that truck there".
So I walked over to the Globe of Death pickup truck and asked the two guys sitting in there what time they'd go on.
"30 minutes".
I took a break for lunch - $6 for a good BBQ sandwich and fixins - ogled some ineffably beautiful women, and scoped out some ecological choppers:
I was just about done slammin' my chow when the Globe of Death riders got their show underway.
And it was quite a show. I've read about this kind of death-defying riding from back in the Roaring Twenties, but I never expected to see it with my own eyes. Yet here it was! Two guys whizzing inside a Globe of Death at speeds that would smash them to atoms if they made the slightest mistake!
They rode for all of six minutes - but I think everybody watching was holding their breath that whole time. Hats off to 'em!
They ride little Yamaha 2-strokes - for now - but here's some news: They say they've made a sponsorship deal with Las Vegas Harley-Davidson, and they'll be using Buell Blasts! in their act soon! (Check out their website at http://www.globeofdeath.com )
Soakin' Up the Blues
Around 4 I headed back to the Colorado Belle for some shade, R&R, a $3 draft, and free live blues. I was happy, but whipped - had to dance in the semi-reclining position. One of the security guys walked by and mentioned how comfortable I looked, and then I realized - I'd hardly seen a cop all day. And that's the way it should be!
The Evening's Entertainment
At the Flamingo: Creedence Clearwater Revisited at 9.
At the River Palms: Quiet Riot in concert at 8.
At the Edgewater: "Hotel California" salute to the Eagles.
