| Honda VTX1300 |
By Robert Shearon
I had no idea what bike I’d be testing this month when I drove up
to Searcy Pre-Owned Motorsports. I was more concerned with the
fact that the temperatures were hovering in the mid-30s.
I got up there and the manager, William McKnight, asked me
what I’d like to ride.
“Something with some wind protection,” I said.
And he directed me to a bike I have never had the slightest in - a
Honda VTX1300.
It had a Memphis Shades windshield and some tiny Saddlemen
saddlebags.
He cranked it and I had to admit I liked it’s raucous exhaust
note. Not loud enough to bother the neighbors, but enough of a
growl to have some authority.
I shrugged into my Roadcrafter riding suit, Power Trip gauntlets
and Fulmer full-face helmet and hoped I wasn’t about to freeze.
What happened next is a bit hard to describe.
The bike, with apologies to Goldilocks, was just right.
The seat was comfortable, the floorboard were in the right spot, the
controls were easy to maneuver, the rear-view mirrors were far
enough out to be useable. and the bike had a power curve that
suited me just fine. I was grinning ear-to-ear as I pulled out of the lot.
I topped off the tank with some high-test and hit the freeway.
Got up to freeway speeds with no problem. Actually I got up to 95
with no problem. That’s a typo, officer, I swear. There was plenty of
power left, but at that speed there was enough vibration to be
intrusive.
At normal speeds there is just enough of a pulse from the
engine to let you know you are on a big V-twin. I kind of liked that
feeling. A little feedback from the motor can be a good thing.
The shifting was easy. I tried to use the heel shifter, but I just can’t
get comfortable doing that. The toe shifter worked just fine.
I got off at the next exit and took Arkansas 36 to Heber Springs. I
intentionally planned a short run because of the temperature. I’m not
the toughest guy around, but I can take some pretty cold
temperatures for 45 minutes or so.
Here’s, the thing, though, I never got cold. The Roadcrafter suit,
when all the zippers are zipped, lets no air through. Combined with
my gauntlets, gloves, and full-face helmet, the only air to get in to me
was through the chin vent in my helmet.
I was wearing a long-sleeve Henley shirt, a regular shirt,
sweatshirt and bluejeans underneath the suit.
The fact that I wasn’t cold made the trip even that much more
fun.
In town the bike was just fine. The weight is low-slung and
balances easy at stoplights. The big torque of the engine makes
launching the bike a breeze.
Once out of town it handled the winding rural highway with ease.
It steers pretty easily for a big, long bike, but when the going got
really twisty you could tell you were on a cruiser. Back-to-back tight
curves required some conscious steering effort and the bike didn’t
“flick” like a lighter, sportier bike. However, the extra effort was
rewarded with rock-stable cornering. Once you set up your line the
bike would hold it as good, if not better, than any bike I’ve ridden so
far.
Cornering clearance wasn’t bad ad all. I only scraped a
floorboard once, and that was when I entered a tight curve a bit too
fast.
The bike felt just right, almost like it was tailored to me. I’ve not
had that experience with any of the other bikes I’ve tested.
The closest would be the Kawasaki 900 LT, which I liked a lot and is
on the short list of bikes I might buy if the Voyager ever gives up on
me. The VTX1300 is now on that list as well. There’s a new factory
touring version offered. Hopefully I can check one of those out soon.
There was nothing about the bike I didn’t like. Power, handling,
comfort were all there. It had the most comfortable seat of any bike I’
ve tested so far. The Kawasaki 2000 LT was the closest contender,
comfort-wise.
I would have liked to have seen a tachometer, but that seems to
be some kind of cruiser thing. I would also have preferred the key
and choke to be up on the handlebar instead of under the seat, but
these are small things. They certainly wouldn’t be a deal-breaker for
me.
William said the bike gets about 40 miles per gallon. I checked
with an owner’s group on-line and found reports of 35 to 55 mpg, so I
guess riding style plays a big role in that.
William said his sister dealership, Sunrise Honda, just got a
special shipment in and was selling them for $6,999. The MSRP is
$9.599 for all models except the touring bike, which has an MSRP of
$10,999.
Here’s the specs, courtesy the Honda web site:
Engine Type: 1312cc liquid-cooled 52° V-twin
Bore and Stroke: 89.5mm x 104.3mm
Compression Ratio: 9.2:1
Valve Train: SOHC; three valves per cylinder
Carburetion: Single 38mm CV
Ignition: Digital with three-dimensional mapping, two spark plugs per
cylinder
DRIVE TRAIN
Transmission: Five-speed
Final Drive: Shaft
CHASSIS / SUSPENSION / BRAKES
Front Suspension: 41mm fork; 5.1 inches travel
Rear Suspension: Dual shocks with five-position spring preload
adjustability; 3.7 inches travel
Front Brake: Single 336mm disc with twin-piston caliper
Rear Brake: Single 296mm disc with single-piston caliper
Front Tire: 140/80-17
Rear Tire: 170/80-15
DIMENSIONS
Rake: (Caster Angle): 32.0°
Trail 144mm: (5.7 inches)
Wheelbase: 65.7 inches
Seat Height: 27.35 inches
Curb Weight: 710 lbs (Includes all standard equipment, required
fluids and a full tank of fuel—ready to ride)
Fuel Capacity: 4.8 gallons, including 1.0-gallon reserve
OTHER
Emissions: Meets current CARB and EPA emissions standards.
Available Colors: Black, Pearl White, Dark Blue Metallic
FACTORY WARRANTY INFORMATION
One year unlimited-mileage limited warranty; extended coverage
available with a Honda Protection Plan.
I had no idea what bike I’d be testing this month when I drove up
to Searcy Pre-Owned Motorsports. I was more concerned with the
fact that the temperatures were hovering in the mid-30s.
I got up there and the manager, William McKnight, asked me
what I’d like to ride.
“Something with some wind protection,” I said.
And he directed me to a bike I have never had the slightest in - a
Honda VTX1300.
It had a Memphis Shades windshield and some tiny Saddlemen
saddlebags.
He cranked it and I had to admit I liked it’s raucous exhaust
note. Not loud enough to bother the neighbors, but enough of a
growl to have some authority.
I shrugged into my Roadcrafter riding suit, Power Trip gauntlets
and Fulmer full-face helmet and hoped I wasn’t about to freeze.
What happened next is a bit hard to describe.
The bike, with apologies to Goldilocks, was just right.
The seat was comfortable, the floorboard were in the right spot, the
controls were easy to maneuver, the rear-view mirrors were far
enough out to be useable. and the bike had a power curve that
suited me just fine. I was grinning ear-to-ear as I pulled out of the lot.
I topped off the tank with some high-test and hit the freeway.
Got up to freeway speeds with no problem. Actually I got up to 95
with no problem. That’s a typo, officer, I swear. There was plenty of
power left, but at that speed there was enough vibration to be
intrusive.
At normal speeds there is just enough of a pulse from the
engine to let you know you are on a big V-twin. I kind of liked that
feeling. A little feedback from the motor can be a good thing.
The shifting was easy. I tried to use the heel shifter, but I just can’t
get comfortable doing that. The toe shifter worked just fine.
I got off at the next exit and took Arkansas 36 to Heber Springs. I
intentionally planned a short run because of the temperature. I’m not
the toughest guy around, but I can take some pretty cold
temperatures for 45 minutes or so.
Here’s, the thing, though, I never got cold. The Roadcrafter suit,
when all the zippers are zipped, lets no air through. Combined with
my gauntlets, gloves, and full-face helmet, the only air to get in to me
was through the chin vent in my helmet.
I was wearing a long-sleeve Henley shirt, a regular shirt,
sweatshirt and bluejeans underneath the suit.
The fact that I wasn’t cold made the trip even that much more
fun.
In town the bike was just fine. The weight is low-slung and
balances easy at stoplights. The big torque of the engine makes
launching the bike a breeze.
Once out of town it handled the winding rural highway with ease.
It steers pretty easily for a big, long bike, but when the going got
really twisty you could tell you were on a cruiser. Back-to-back tight
curves required some conscious steering effort and the bike didn’t
“flick” like a lighter, sportier bike. However, the extra effort was
rewarded with rock-stable cornering. Once you set up your line the
bike would hold it as good, if not better, than any bike I’ve ridden so
far.
Cornering clearance wasn’t bad ad all. I only scraped a
floorboard once, and that was when I entered a tight curve a bit too
fast.
The bike felt just right, almost like it was tailored to me. I’ve not
had that experience with any of the other bikes I’ve tested.
The closest would be the Kawasaki 900 LT, which I liked a lot and is
on the short list of bikes I might buy if the Voyager ever gives up on
me. The VTX1300 is now on that list as well. There’s a new factory
touring version offered. Hopefully I can check one of those out soon.
There was nothing about the bike I didn’t like. Power, handling,
comfort were all there. It had the most comfortable seat of any bike I’
ve tested so far. The Kawasaki 2000 LT was the closest contender,
comfort-wise.
I would have liked to have seen a tachometer, but that seems to
be some kind of cruiser thing. I would also have preferred the key
and choke to be up on the handlebar instead of under the seat, but
these are small things. They certainly wouldn’t be a deal-breaker for
me.
William said the bike gets about 40 miles per gallon. I checked
with an owner’s group on-line and found reports of 35 to 55 mpg, so I
guess riding style plays a big role in that.
William said his sister dealership, Sunrise Honda, just got a
special shipment in and was selling them for $6,999. The MSRP is
$9.599 for all models except the touring bike, which has an MSRP of
$10,999.
Here’s the specs, courtesy the Honda web site:
Engine Type: 1312cc liquid-cooled 52° V-twin
Bore and Stroke: 89.5mm x 104.3mm
Compression Ratio: 9.2:1
Valve Train: SOHC; three valves per cylinder
Carburetion: Single 38mm CV
Ignition: Digital with three-dimensional mapping, two spark plugs per
cylinder
DRIVE TRAIN
Transmission: Five-speed
Final Drive: Shaft
CHASSIS / SUSPENSION / BRAKES
Front Suspension: 41mm fork; 5.1 inches travel
Rear Suspension: Dual shocks with five-position spring preload
adjustability; 3.7 inches travel
Front Brake: Single 336mm disc with twin-piston caliper
Rear Brake: Single 296mm disc with single-piston caliper
Front Tire: 140/80-17
Rear Tire: 170/80-15
DIMENSIONS
Rake: (Caster Angle): 32.0°
Trail 144mm: (5.7 inches)
Wheelbase: 65.7 inches
Seat Height: 27.35 inches
Curb Weight: 710 lbs (Includes all standard equipment, required
fluids and a full tank of fuel—ready to ride)
Fuel Capacity: 4.8 gallons, including 1.0-gallon reserve
OTHER
Emissions: Meets current CARB and EPA emissions standards.
Available Colors: Black, Pearl White, Dark Blue Metallic
FACTORY WARRANTY INFORMATION
One year unlimited-mileage limited warranty; extended coverage
available with a Honda Protection Plan.