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Taking Charge
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Boss Hoss
Basem Wasef
05/01/2006
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Photography by Cordero Studios/corderostudios.com
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My first impression of the Boss Hoss hit me on a Sunday
morning when Jay Leno, in typically larger-than-life fashion, pulled up on the
massive bike at the Rock Store. The strange conveyance brought to mind the
Hooters corporate slogan: “Delightfully tacky yet unrefined.” In the Venn
diagram of my mind, the hot wings and cleavage section doesn’t typically overlap
with the motorcycle category, but “typical” bikes aren’t powered by small block
Chevy V-8s, either.
It isn’t until I actually rode a Boss Hoss that my
initial cognitive dissonance was resolved, allowing me to comprehend how a cast
iron, 5.7-liter American V-8 could possibly belong on only two wheels. Vert, the
proud owner of the only Boss Hoss dealership in California, was my ticket to
motorcycle enlightenment.
“The Boss Hoss is the most manageable bike I’ve
ever ridden,” Vert reassures me, adding that “my wife [and business partner]
Shelly is 5’ 2”, and two of the ten bikes she’s ever ridden were Boss Hosses.”
With encouragement like that, thoughts of getting bucked off the bike are
somewhat assuaged. However, when the motor fires up, it seems to suggest
otherwise. The Hoss has King Kong scale: a wheelbase a foot longer than a Gold
Wing and, at 1,100 pounds, a curb weight that is 270 pounds heavier. But, it is
not size that has me on alert, it is the unholy sound the big American V-8
makes, which can only be described as a wicked gurgle. (Click images to enlarge)
Sitting on the bike
requires the turnout of a ballerina, and each twist of the throttle
manufacturers enough torque to shift the entire bike to the right an inch or so,
depending on how much resistance the rider offers. Boss Hoss ergonomics are
adjustable; footpegs can be positioned according to rider preference. Vert has
stretched or narrowed handlebars for customers, and the 28-inch seat height
accommodates almost everyone. Shelly Vert, for instance, stands on her tiptoes
at red lights.
Thankfully, the bike doesn’t torque-twist when it is in gear,
and, once we take off, the Hoss’ street demeanor becomes quickly apparent.
Acceleration off the line is surprisingly smooth, and quite thoughtless, as
first gear is engaged clutchlessly by kicking down a large shifter. Like a car
with an automatic transmission, moderate application of the brakes will keep it
from creeping forward. Once the handgrip is twisted, the deep, loping sound of
the idling V-8 becomes a dramatic roar, penetrating full-face helmets and
windows of surrounding cars; this is the precise moment in which the Boss Hoss
makes its presence fully known. It is the road-going equivalent of the whole
room stopping and staring at the outlaw at the door.
 Even higher revs produce
increased exhaust rumble and instant velocity. Rather than a crisp,
sportbike-like immediacy to throttle response, the Boss Hoss accelerates with
the steady whoosh of a locomotive on amphetamines. Low-speed roll-on
acceleration challenges any street-legal bike made. Because its 2-speed,
semiautomatic transmission spreads the power over a ridiculously wide range, the
rider’s initial perception of acceleration is not nearly as strong as it becomes
when approaching the upper end of the powerband. Though shifts to second gear
can come as early as 40 mph, waiting until 120 mph (redline in first gear)
rewards the rider with back-arching, neck-snapping thrust.The instruments
reflect this reality of ratios—for every micro-advance made by the tachometer,
the speedometer lurches an inch or so. (Click image to enlarge)
Braking requires forethought, and
front and rear 4-piston Brembos provide very little feedback; the term “blind
faith” comes to mind. Cornering the Boss Hoss is feasible, though lean angles
are quite steep and footpeg scraping is par for the course. The ride is firm,
particularly at highway speeds, and large bumps sent my 185-pound body airborne
for a few disconcerting-yet-thrilling moments.
All factors considered, the
Boss Hoss proved far more approachable than one would imagine. And, as easy as
it was to reduce it to the “Tacky yet unrefined” slogan, I was converted by its
smoothness, comfort, and manageability. While its styling may not hold allure
for everyone, an unrefined ride it certainly is not.
www.bosshoss.com
 SPECS
ENGINE
350 cu in (5.7 liters). Liquid-cooled V-8, Quadrajet fuel
injection
WEIGHT (DRY)
1100 lbs.
TRANSMISSION
Semi-automatic, 2-speed with reverse and Gates
PolyChain final drive
EXHAUST
Two-inch with dual mufflers
FRONT SUSPENSION
60mm inverted forks with adjustable preload
REAR SUSPENSION
Dual shocks with adjustable preload
TIRES
Front: 130/90-16 Rear: 230/60-15
FUEL TANK
8.5 gallons
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