The new XL Sportster 883L features ergonomics designed specifically to fit smaller riders, and that make it easier to lift off its sidestand. A seat height of just 26 inches makes the 883L the lowest Sportster ever. A new solo seat has a lower cushion height than the seat on the XL Sportster 883, and the seat is also positioned further forward. New handlebars are pulled further back and are wider than those on the XL Sportster 883. Mid-mount foot controls will fit a wide variety of riders.

For a while I was a little miffed by the Deluxe's conflicting identity. Is it a tourer? Well, it can't be a full-blown long-distance machine because it lacks some of the amenities offered on luxo-barges like the Honda Gold Wing and BMW K1200LT. But then again, it's not really a cruiser because, well, it's a V-4, and not a very quick one at that. At first, I wasn't truly convinced there was any market for this machine because it didn't have any concrete identity.

The venerable V-Star 1100 series is one of the bargains in the 1000cc-plus cruiser offerings. Using an engine that is not much changed from the old Virago 1100, the V-Star line consists of three models. Just $7899 will put you in the saddle of the Custom model, with its minimalist front fender and bobbed rear fender setting it apart from the valanced-fendered Classic versions. New for 2003 are optional cast aluminum wheels that bump up the spoked-wheel-equipped $8199 price by 300 bucks.

But it's the range-topping Silverado version of the V-Stars we opted to test. At $9399, the non-Chevy Silverado is fitted out for light touring, cruiser style, with a bolt-on windscreen and studded leather saddlebags. A king/queen "touring seat" has matching stud work, and it includes a small backrest for the passenger.

The Rocket III produces more peak torque than two of almost any other production motorcycles combined. To be precise, a whopping 147ft.lb torque at 2,500 rpm, with 90% delivered at a mere 1,800 rpm. This stunning triple digit number means, two-up, it will accelerate (claimed) faster than just about anything else on two wheels. Pulling 1.2g in the process.

The Intruder 1500 LC comes by its corpulence partially by design and partially by necessity. In the Intruder 1400, Suzuki already has arguably the most successful of the thin, chopperesque, big twins among the non-Harley makers. Therefore, the firm intended for its new big-inch cruiser to flaunt the increasingly popular wide look that lends itself to classic lines and roomy comfort for big riders. You can see the intent in pieces like the fork shield and fender. However, the path the design took pushed the [motorcycle] even further toward obesity.

In the never-ending race to build the biggest V-twin, Kawasaki has just fired a big-inch salvo across the bows of the worthy oppositions' front-line cruisers. Imaginatively dubbed the Vulcan 2000, this two-barreled behemoth displaces a full 2053cc of enhanced manhood. To put that in perspective, each cylinder displaces more than the whole engine of Kawasaki's new ZX-10R literbike.

The riding position is also unique. With its narrow, low-rise handlebar and footpegs set at the height of a sportbike but further forward, the rider's posture doesn't fall into any typical categories. Though shorter riders felt it worked, taller riders felt "kind of curled up," particularly in the leg area. Most said they wanted the pegs lower or further rearward. The special saddle does afford a bit more room than the last 883 Sporty we sampled. Though narrow and not endowed with lots of padding, the saddle is acceptable for a couple of hours without a pause.

The XV535 boasts an air-cooled 75 degree V-twin counter-balanced package, with slightly extended rake-out on the forks, and a single speedo with lights for the rest. The handlebars come back and bend down comfortably. The riding position is upright, maybe exactly upright, as there's no slouching involved. The neighbors probably won't hear you drive their dreams away at 3:AM unless you decide they will.