Star Motorcycle’s Bolt C-Spec offers that café look and feel. Photography by Brian J. Nelson
Star Motorcycles hopes to expand on its successful line of Bolt cruiser models with its all-new C-Spec, a café-style cruiser that fits the image of what used to be one of the “hippest” generations of street bikes. Could it be again?
I recently got the chance to attend a single-day press launch of the new C-Spec and found the new Bolt to be a pleasure ride for the mostly city-type touring we did in the Southern California area.
New café style and ergos gives the Star Bolt a new personality. The C-Spec is a cross between sport and cruiser that leans more towards cruiser.
The Bolt C-Spec gets its café styling cue from new clip-on handlebars, old-school fork boots, single-passenger seat (though the rear cowl can be removed to accommodate a passenger), and café-style paint and graphics. Less noticeable are the footpegs that have been moved six inches rearwards and 1.25 inches upwards. (They are also half-an-inch wider.) Otherwise, the C-Spec Bolt is very similar to the standard Bolt.
The C-Spec is powered by the same 58 cubic inch (942cc), air-cooled, fuel-injected 60-degree V-twin motor as the standard Bolt and is hung in the same double-cradle frame.
Suspension, however, has been beefed up a bit for more aggressive riding. The 41mm forks have 9mm longer tubes, and it has new twin shocks that feature piggyback-style gas chambers. The new suspension results in a slightly taller seat heat (though still low at 30.1 inches) and more clearance for improved lean angle (37-degree versus 33-degres of the standard Bolt).
Visually, the new clip-on café-style handlebars seem awfully low, but you immediately discover when you climb aboard that they are actually well placed and quite comfortable. The handlebars, which are approximately four inches closer to the rider and about an inch lower, provide for a very relaxed riding position with a slight forward lean—at least for my 6’1” frame. The seat is flat, just narrow enough and well padded, and the footpegs are right were they should be that café posture. Although we didn’t cover a ton of miles on this day, we were on the bike for many hours and I felt no pain anywhere afterward. It’s a very comfortable bike with a nice low seat height.
Like the previous Bolts, the C-Spec is as user-friendly as ever.
Despite having just 2.8 inches of wheel travel to work with in the back, the new shocks, and fork for that matter, provide a surprisingly decent ride. The suspension overall soaks up the small bumps quite well, but I went out of my way to avoid the big stuff (as you would with any short-travel cruiser).
Like the standard Bolts, power isn’t ultra exciting. It didn’t wow me with massive torque or big power or anything like that, but it does have enough of both to keep you smiling. The air-cooled motor delivers its power over a fairly wide and very linear powerband, which makes managing the motor even more of a breeze. Fueling from the Bolt’s closed-loop EFI system is crisp and clean—right from when you first crack the throttle to the next gear change. The belt-driven C-Spec also runs smoothly overall with minimal vibration at most rpm.
I was never disappointed catching a red light on this ride, because the C-Spec launches so well from a stop. Clutch has a light pull and excellent modulation, resulting in easy take offs. You just open the throttle, dump the clutch and you’re gone. It’s as simple as that, and actually quite fun to do. First gear is quite low, too, so you’ll be grabbing second by the time your left foot reaches the peg.
The clip-on handlebars allows the meter to be positioned a little farther forward than the standard Bolts, making it easier to read at a glance. You don’t have to look as far down, and the important readouts are large.
Brakes are strong, but I’d like to have more bite initially from the front 298mm disc. I had no complaints with the rear brake, but I look forward to the day when ABS makes its way onto the bolt.
Star says that the C-Spec takes aim at Triumph’s Thruxton.
At speed, the C-Spec is stable and feels solid. It takes a little bit of muscle to initiate the turns but for a somewhat large and heavy (542 pounds) motorcycle with 29-degrees of rake, it is surprisingly responsive and agile. It hugs the corners with confidence and the Michelin Commander II tires (different from the standard Bolt’s Bridgestones) offer good feel and traction, but I never got the chance to really push them. Although the C-Spec has more ground clearance, dragging the pegs is a fairly regular occurrence when speeds pick up.
A low center of gravity makes the C-Spec also easy to manipulate at low speeds, too. Getting it parked just where you want it requires little effort.
As far as accessories, just like with the previous Bolts, Star is offering plenty to get you started.
At the end of the day, I was impressed by Star’s new C-Spec. It’s far more comfortable than I had first guessed and surprisingly sportier, too, yet it is still very user-friendly. I also like its unique but not over-the-top styling, making for what I think would make an excellent everyday commuter a fun weekend cruiser. You won’t get tired of it easily.
The C-Spec is reasonably priced, too, at $8690, which is about $800 less than the Thruxton.
SPECIFICATION
2015 Star Bolt C-Spec
MSRP $8,690
Engine Type 60° air-cooled V-Twin
Engine Capacity 942cc
Bore x Stroke 85.0 x 83.0mm
Compression Ratio 9.1.1:1
Fuel System Dual Mikuni EFI with 35mm throttle bodies
Transmission 5-speed
Final Drive Belt
Frame Steel, double-cradle frame
Front Suspension 41mm fork
Rear Suspension Dual piggyback shocks, preload adjustable
Front Wheel Travel 4.7 in.
Rear Wheel Travel 2.8 in.
Front Brake Two-piston caliper, 298mm disc
Rear Brake Single-piston caliper, 298mm disc
Front Tire 100/90-19M/C 57H Michelin Commander II
Rear Tire 150/80-16M/C 71H Michelin Commander II
Seat Height 30.1 in.
Wheelbase 61.8 in.
Fuel Capacity 3.2 gal.
Wet Weight 542 lbs.