Every rider has experienced the agony of choice at least once in his life. After driving a Shadik 750 for two years, then driving a 100 liter for a couple more years, I started thinking about buying something bigger. My wife really liked the Honda vtx 1800 cruiser in the neighboring salon - she works nearby and sells new and used Japanese cars. According to male logic, I initially did not set my sights on such volumes, although my height and weight are quite sufficient to manage the largest cubic capacity.
History of creation
The history of the famous model began in 1995 with the presentation to the general public of the new Zodia concept from the Japanese company Honda. With this motorcycle, Japanese manufacturers sought to enter the American market, quickly conquer it and, to be honest, displace the iconic Harley-Davidson.
The VTX 1800 F cruiser motorcycle was released in 2001 and was immediately recognized as the largest touring motorcycle in the world with a 1.8 liter V-Twin engine. The innovative design of the pistons, also the largest in the world, installed on a motorcycle, brought the concern additional points and high praise in the world.
The new model entered the markets of both America and Europe, but the American direction was still a priority, since sales figures are highest there. Therefore, the cruiser was made in a typically American style under the slogan: “Stand out from the crowd at any cost!”
The Honda VTX 1800 lost the championship to the Kawasaki Vulcan 2000 in 2004.
After the appearance of the basic model in 2001 and its recognition, the concern next year released two more modifications with the indices R and S, a year later - version N, and a year later - F.
The concern stopped producing the motorcycle by 2009.
Notes[edit]
- ^ a b c
"Brochure 2008 VTX1300 VTX1800 Family" (PDF).
Honda Powersports
. American Honda Motor Co. June 11, 2008. Retrieved February 26, 2014. - ^ a b c d e f
"Honda Announces New VTX 1800cc Large Displacement Custom Motorcycle".
Honda in the world
. October 22, 2001 archived from the original on April 23, 2013. Retrieved February 22, 2014. - ^ a b c d
"Honda VTX1800 - The World's Best Used Bikes".
Bicycle World
. Bonnier Corp. November 5, 2010. Retrieved February 20, 2014. For years we've been waiting for a metric cruiser that would embody the gruff, low-revving engine that was to become a trademark of the big inch V-Twins. But not before the video transmitter appeared. - ^ a b
Chapman, Rod (29 August 2001).
"Honda VTX1800". motoring.com.au
. carsales.com Limited. Archived from the original on March 2, 2014. Retrieved February 22, 2014. Inspired by the Honda Zodia, a concept car that turned heads at the 1995 Tokyo Auto Show, the VTX1800 raised the bar for production cruisers thanks in large part to its stunning powertrain. - Stewart, Ben (1 October 2009). "Power Cruiser Motorcycles: PM Road Test". Popular Mechanics
. Retrieved February 20, 2014. - "Kawasaki Vulcan 2000". 240 landmarks of Japanese automotive technology
. Society of Automotive Engineers of Japan, Inc. Archived from the original on February 6, 2012. Retrieved August 1, 2013. - ^ a b c d e
Friedman, Art (September 15, 2002).
"Honda VTX1300S". Motorcyclist's Magazine
. Bonnier Corp. Retrieved March 14, 2014. - ^ B
Carpenter, Susan (January 9, 2008).
"The humble car of power". Los Angeles Times
. Retrieved February 20, 2014. This is a Midwestern bike, so many of the 25,000 VTX1300s Honda sells each year are in corn country, where the conversations are straight, the roads are long, and the tolerance for any show boat is shorter than that of the average 4-H member. - ↑ a b c d e
Williams, Don (April 29, 2010).
"Honda 1300 V-Twin...Model Line". The Ultimate Motorsport
. Retrieved February 20, 2014. - ^ a b c d e
"2004 Honda VTX 1800C Features".
Honda Media News
. September 2, 2003 Archived from the original on February 26, 2014. Retrieved February 26, 2014. - ^ a b
"2006 Honda VTX1300 Specs".
Honda Media News
. March 31, 2005 Archived from the original on February 26, 2014. Retrieved February 26, 2014. - ^ a b
"2002 Honda VTX1800".
Motorcycle USA
. November 27, 2002. Retrieved February 20, 2014. The VTX replaces decades-old cruisers packed with lackluster engines, weak brakes and flimsy chassis, with attractive design and performance to back it up. - ^ a b
"Road Test: Honda VTX1800C Motorcycle".
Motorcycle cruiser
. Bonnier Corp. June 2001. Retrieved February 24, 2014. Bigger and badder than any other original-equipped V-twin, the VTX1800 not only put Honda in the battle of the big twins, but also intensified the displacement war. - "2004 Honda VTX 1800N Features". Honda Media News
. September 2, 2003 Archived from the original on February 28, 2014. Retrieved February 26, 2014. - ^ a b c d e
Hutchison, Ken (September 26, 2003).
"2004 Honda VTX 1300C". Motorcycle USA
. Retrieved March 14, 2014. With the smaller VTX, Honda has created a bike that answers the questions left unanswered by the VTX1800. For starters, the 1300 is almost 2 inches shorter and weighs 60 pounds. lighter than the 1800. This reduction in both size and weight results in an immediate improvement in handling characteristics over the larger bike. From the moment the 1300 comes off the stand, the difference is noticeable. The bike doesn't feel much lighter, but it definitely feels smaller, and when the car moves, it becomes less intimidating. - "Honda VTX1800N Motorcycle First Ride Report". Motorcycle cruiser
. Bonnier Corp. October 24, 2003. Retrieved February 23, 2014. - "Used 2005 Honda VTX 1800F". Motorcyclist's Magazine
. Bonnier Corp. Retrieved February 23, 2014. - "2005 Performance Cruiser Comparo". Motorcycle USA
. June 27, 2005. Retrieved February 20, 2014. - Bond, Steve. "Honda VTX1800 Gets a 'T' for Estate". Wheels.ca
. Toronto Star Newspapers Limited. Retrieved March 31, 2007. - ^ a b c
"2009 VTX1300 Brochure" (PDF).
Honda Powersports
. American Honda Motor Co. December 15, 2008. Retrieved February 26, 2014. - ^ a b c d e
"Motorcycle Road Tests: Honda VTX1300C and VTX1300S".
Motorcycle cruiser
. Bonnier Corp. December 17, 2003. Retrieved February 21, 2014. - ^ a b c
Gardiner, Mark (November 17, 2008).
"2009 Honda VTX1300T Review". Motorcycle.com
. VerticalScope Inc. Retrieved March 13, 2014. I took it to Zone P for a dyno test. Owner Kerry Bryant had to move his dyno a few inches further from the wall to make room for the locomotive-style VTX wheelbase. Power was under 60 horsepower, but it was the torque curve that had Kerry shaking his head in grudging admiration. “It's already about 90% of peak torque at the point where we start recording mileage,” he noted. - ^ a b c
Stermer, Bill (June 8, 2008).
"Comparison of middleweight touring motorcycles". Ryder Magazine
. Archived from the original on January 4, 2013. Retrieved March 14, 2014. - ^ a b
"2004 Honda VTX1300C VTX INER'S MANUAL" (PDF). Honda Motor Co. 2003. Archived from the original (PDF) on March 7, 2014. Retrieved March 4, 2014. - Harley, Brian (6 September 2007). "First look at the 2008 Honda VTX1300 Tourer". Motorcycle USA
. Retrieved February 20, 2014. - Chernoy, Andrey (2008). "Honda VTX1300C, Star V Star 1300 and Suzuki Boulevard S83". Motorcycle cruiser
. Bonnier Corp. Retrieved March 14, 2014. - Brissette, Pete (April 20, 2010). "2010 Honda VT1300 Saber Review". Motorcycle.com
. VerticalScope Inc. Retrieved March 6, 2014. - ^ a b c
Harley, Brian (22 April 2010).
"2010 Honda VT1300 Cruisers First Ride". Motorcycle USA
. Retrieved March 7, 2014. - ^ a b c d
"2010 Honda Fury Specifications".
Honda Media News
. October 15, 2009 Archived from the original on March 2, 2014. Retrieved March 2, 2014. - ^ a b c
"2010 VT1300CX Press Information" (PDF).
Honda Motor Europe Ltd. October 20, 2009. Retrieved March 5, 2014. [ permanent dead link
] - ^ a b c
Burns, John (29 April 2013).
"Medium Bagger Comparison Test". Bicycle World
. Bonnier Corp. Retrieved February 20, 2014. - ^ a b c
Andrey Andrey (June 14, 2011).
"Honda Saber vs. Star Striker". Motorcycle cruiser
. Bonnier Corp. Retrieved March 8, 2014. - ^ a b c
Bartels, Billy (April 13, 2011).
"Honda Interstate and V Star 1300 Tourer Comparison". Motorcycle cruiser
. Bonnier Corp. Retrieved March 8, 2014. - Wasef, Basem (16 January 2009). "2010 Honda Fury - Production-Ready Honda Chopper for Spring: 2009 New York Motorcycle Show". Popular Mechanics
. Retrieved February 20, 2014. - Ford, Dexter (21 August 2009). "Chopper on the outside, but Honda on the inside". New York Times
. Retrieved February 20, 2014. - Rihanna
Harley, Brian (21 October 2009).
"First Look at Honda VT1300CS and VT1300CR". Motorcycle USA
. Retrieved March 3, 2014. - "2010 Toronto Motorcycle Show December 11-13". The Ultimate Motorsport
. December 9, 2009. Retrieved March 6, 2014. - ^ a b
"2010 Honda Fury Development".
Honda Media News
. January 16, 2009 archive from the original on May 20, 2013. Retrieved March 1, 2014. - "2010 Honda Fury Test Drive: Attractive Design, Easy to Drive - Best Chopper Ever?" . Popular Mechanics
. October 1, 2009. Retrieved February 20, 2014. - Jump up
↑ Abrahams, Dave (April 11, 2011).
"Honda VT1300CX: Art You Can Ride". Independent online
. Independent Newspapers (Pty) Limited. Retrieved February 20, 2014. - "2010 Honda Fury Debuts at New York International Motorcycle Show". Honda Media News
. American Honda Motor Co. January 16, 2009 Archived from the original on August 13, 2012. Retrieved March 2, 2014. - "2010 Honda VT1300CX Fury OWNER'S MANUAL" (PDF). Honda Motor co. 2009. Archived from the original (PDF) on March 7, 2014. Retrieved March 4, 2014.
- ^ a b c
"2012 Honda Powersports Pricing".
Honda Media News
. March 14, 2012 Archived from the original on April 23, 2012. Retrieved March 2, 2014. - Chapman, Rod (24 May 2010). "Honda VT1300CR". motoring.com.au
. carsales.com Limited. Archived from the original on March 3, 2014. Retrieved March 3, 2014. - Hinchliffe, Mark (2 June 2011). "Bikes lag behind ABS brakes". carsguide.com.au
. Retrieved March 3, 2014. - Owen, Paul (19 May 2010). "Wheels of Fury". stuff.co.nz
. Fairfax New Zealand Limited. Retrieved March 3, 2014. Aside from being an outrageous take on custom bike styling, its biggest claim to fame is being the first chopper to be equipped with ABS anti-lock braking system. - “2012 FIREBLADE and VT1300CX LAUNCHED AT AUTOEXPO 2012!” . Business standard Cars
. Business Standard Ltd. January 5, 2012. Retrieved March 3, 2014. - "Honda VT1300CX Fury Review, Test Ride". Autocar India
. Haymarket Publishing. January 4, 2010. Retrieved March 3, 2014. - Vitba, MZO (August 16, 2011). "Top 3 Cruiser Motorcycles". Man of Destiny
. Retrieved March 3, 2014. - "Cruiser (brochure)" (PDF). Honda South Africa (Pty) Ltd 23 June 2010. Archived from the original (PDF) on 24 September 2015. Retrieved March 4, 2014.
- Ovidiu, Capra (14 July 2009). "Honda VT1300CX in UK". ZerCustoms
. Retrieved March 3, 2014. - Franklin, Trevor (February 5, 2010). "Honda Fury Price Revealed". Motorcycle News
. Bauer Media. Retrieved March 3, 2014. - Neely, David (4 February 2010). "Fast Show". Belfast Telegraph
. Retrieved March 3, 2014. - Mashfique Hussain Chowdhury (22 June 2010). "Honda launches VT1300CX and VFR1200F motorcycles in UAE". A trip to Arabia
. Retrieved March 3, 2014. - "Cruiser 2010". Motorcycle cruiser
. Bonnier Corp. October 28, 2010. Retrieved March 8, 2014. With everyone else still making big bore V-twins, Honda seems to be focusing on middleweights that challenge the old categories. The Fury is an outstanding vehicle, and credit goes to Honda for having the guts to launch a $12,999 chopper when everyone thought the mainstream motorcycle industry was going into hibernation mode. - Cope, Ben (25 July 2011). "Top 7 Cruisers with Huge Engines - Honda Fury". Wisordown
. Immediate Media Company Ltd. Retrieved March 8, 2014. It's not fast, but it's made for posing. - Catterson, Brian (28 June 2010). "Honda VT1300 Interstate, Stateline and Saber". Motorcyclist's Magazine
. Bonnier Corp. Retrieved February 20, 2014. - Girdler, Allan (4 May 2010). "First Ride: 2010 Honda VT1300". Bicycle World
. Bonnier Corp. Retrieved March 7, 2014. - "The Honda Stateline is one of the most beautiful motorcycles on the road". Kelowna Capital News
. February 17, 2011. Retrieved February 20, 2014. - Lieback, Ron (September 26, 2011). "2012 Honda Interstate VT1300CT". The Ultimate Motorsport
. Retrieved March 7, 2014. - Lieback, Ron (November 28, 2010). "Honda Interstate vs. V Star 1300". The Ultimate Motorsport
. Retrieved February 20, 2014.
Main modifications
Technical characteristics, layout and basic design have not changed in all versions. They differ in external details.
So the basic version with the C index has shortened fenders and alloy wheels, a speedometer on the steering wheel and a 2-in-1 exhaust pipe.
Version R – alloy wheels and shortened fenders; S – the wings remain elongated, but the wheels are already spoked; N – new retro style.
The Honda VTX 1800 F motorcycle features wheels with low-profile radial tires on rims made in the form of double spokes, but cast. It has a clock and an LCD tachometer.
Honda VTX 1800
Pros and benefits of Honda VTX 1800
- High power
- Confident traction even from low revs
- Excellent directional stability
- Huge engine resource
- No problems finding spare parts, consumables and tuning
Pros and cons of the Honda VTX 1800
- High fuel consumption
- Weak fork
- Not the best maneuverability
- Heavy weight
- Weak light from standard headlights
Model description
Structurally, the model is no different from other Japanese choppers and cruisers. The frame is made of durable, practically non-deformable steel pipes, a high-tech engine, liquid cooling and a cardan shaft as the main drive. In general, practical and super reliable.
The weight of an empty motorcycle is more than 320 kg, and a full one is almost 350 kg. Not even every man can cope with such a colossus, especially in city traffic jams, at low speeds, and we’re not even talking about girls. Moreover, he maneuvers extremely leisurely. Experienced drivers confirm that the large and wide Honda VTX 1800 motorcycle is not intended for jumping from row to row. The panniers (leather, by the way) have to be removed if there is a need for frequent trips around the city. And change the steering wheel to a narrower one too. Only then can you drive between the rows in order to be the first to take off at a green traffic light and go far ahead of those who were standing behind or next to you.
But the VTX 1800 was not intended for traveling around big cities. His element is good roads and high speeds; he can easily reach a maximum speed of 200 km/h.
A large motorcycle does not look bulky. Maybe because everything in it is proportional and organic. Its dimensions (LxWxH) are 2.4x0.9x1.1 m. Seat height is 0.7 m, ground clearance is 0.13 m, wheelbase is 1.7 m.
The load on a motorcycle can also be considerable. The total weight of the driver, passenger and luggage can reach almost 200 kg.
Technical specifications and my impressions
To say that I am delighted with Honda is to convey only half the emotions. In the bustle of the city, its dimensions take its toll; traffic jams allow you to feel its weight again and again. The low center of gravity helps, and envious glances from cars cause euphoria. Still, the technical characteristics of the Honda vtx 1800 place it in the category of conquerors of country roads and long roads, and not trips between cafes.
What earned this device the title of king of the tracks - of course, these are unique capabilities, characteristics and features for the Honda vtx 1800. As soon as you leave the city limits, Vtyks wakes up. It holds the road like a glove, swallowing small bumps, accelerates to hundreds in three seconds - the power of 107 horses makes an impact. The first country trips confirmed the opinion about low vibrations and smoothness, even before purchasing, reading opinions and reviews of owners on the Honda VTX 1800, I noticed that the VTX V-twin was compared with the V4 from the Yamaha Royal Star 1300. Large engine (torque value – 156 Nm) and short five gears help out when overtaking. Without noticing it, you can accelerate to 200 km/h. Further acceleration is accompanied by a loss of dynamics. My maximum is 230 km/h.
Even before purchasing, while studying opinions and reviews on the Internet about the Honda vtx 1800, I noticed that some were missing five gears. Apparently, I’m so used to my motorcycle that I’m happy with everything about it. I’ll tell you separately about the brake system. The deceleration dynamics are simply amazing.
Front discs are 296 mm, rear discs are 316 mm and a combined brake is synonymous with reliability that never leaves you on the road. When driving fast, the braking distance increases significantly, which is affected by the motorcycle's own weight - 360 kilograms plus equipment, driver and passenger.
The total is almost 500 kg. That's why I don't often drive more than 140 km/h. Even an ideal standard braking system is not able to stop half a ton at high speed. The very first tuning on my Vtykx was reinforced hoses.
The entire ergonomics of the cruiser is designed to protect the driver from the flow of oncoming air. Despite this, at a speed of more than 120 km/h, you want more comfort, especially when you are wearing an open helmet. Therefore, on my Honda vtx 1800, all tuning was not limited to hoses - before traveling to Baikal, I installed a windshield and changed the panniers. The standard exhaust sounds solid, moderately loud and melodic. I don’t see any point in converting to direct flow yet.
Among other features, the technical characteristics of the Honda vtx 1800 provided fairly decent ground clearance for a heavy chopper. When traveling I had to travel along a completely unimportant road, in Altai, for example. The crankcase is limited by the frame and is quite protected - in order to break it or roll it, you need to really try. I think you shouldn’t confuse a cruiser with an enduro, then you’ll be able to handle almost any road and bring you only joy.
Comparing my actual consumption on the Honda VTX 1800 and online reviews, I understand that I was lucky. Moving from a hundred to a hundred and twenty, the engine burns no more than 7 liters. While the average is from 7 to 8 liters. High speed leads to an increase in consumption by approximately one liter for every 10 km/h. I prefer to refuel with 95-octane gasoline: it drives much easier and faster, fuel is consumed 15% more economically.
VTH became my continuation. Having gotten used to it, tried all the possibilities, understood the features of control in various conditions and felt all its power, you understand that you won’t be able to “vomit” on it and you don’t want to. I did not describe in detail the technical specifications of my Honda vtx 1800 here; they can be read on the Internet. By focusing on my own feelings, I hope to help someone with their choice, and remind once again that they should not be afraid of “large” sizes.
Motorcycle engine
The engine is the main feature of the VTX 1800 motorcycle. It is a two-cylinder V-twin, liquid-cooled, six-valve, electronic fuel-injected, 2-liter engine. Produces power of 107 hp. With. and torque 164 Nm. And in appearance it is quite large. Even without knowing the capabilities of the motorcycle, you can guess from the look of the engine that they are large, despite the fact that the cardan drive takes away some of the power. The actual power of the motorcycle is up to 80 hp. With.
At maximum power, the engine spins 5000 rpm, and at maximum torque – 3000 rpm.
Finned cylinders maintain the overall conservative class style, while the fins also dissipate heat.
Other important characteristics of the Honda VTX 1800 are acceleration to hundreds of kilometers per hour in just 4 seconds, and fuel consumption per 100 km - 6.5 liters. True, this is official data. Motorcycle owners raise this limit to 7-8 liters, stipulating that less is possible, but with careful driving without cargo or passengers. Just who will drive such and such a vehicle quietly and calmly!
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On speed bumps, the motorcycle often catches on the crankcase, especially with the second number.
This is the price to pay for a low center of gravity. But on the asphalt of a major highway, the motorcycle stands as if on rails. On speed bumps, the motorcycle often catches on the crankcase, especially with the second number. This is the price to pay for a low center of gravity. But on the asphalt of a major highway, the motorcycle stands as if on rails.
Chassis
If we talk about the basic version of the Honda VTX 1800 C, the front tire size is 130/70 R18 and the rear tire size is 180/70 R16.
The front suspension is a 45mm inverted telescopic fork with a 32° caster and 130mm of travel.
The rear suspension is a double shock absorber with five-stage preload adjustment and 100 mm of travel.
The brake system is combined hydraulic and consists of a double disc with a diameter of 298 mm, a thickness of 4.5 mm, a three-piston caliper with metallized brake pads, and a rear disc with a diameter of 316 mm, a thickness of 7 mm, a two-piston caliper, again with metallized brake pads.
This number of discs allows when you press the rear brake pedal, not only the rear, but also one front disc is activated. At the same time, it is impossible to brake before skidding, according to experienced bikers, since the force on the pedal is quite high.
For whom
Here are the main advantages of the bike:
- monumental exterior with an abundance of chrome surfaces;
- enormous traction, which is felt from the very first seconds of control;
- the highest quality of both main components and small parts.
The bike is not suitable for beginners. The car will feel good and delight the owner if it falls into experienced hands capable of masterfully driving this high-speed monster. With all its advantages, this is far from the best option for uneven roads, because the front suspension travel is small.
Motorcycle gearbox and electrical system
The gearbox of the Honda VTX 1800 motorcycle is five-speed, multi-disc oil clutch, hydraulically driven. The final drive is an enclosed driveshaft with a 3.091 (34/11) gear ratio.
The motorcycle is equipped with a twelve-volt battery with a capacity of 18A*h and an alternating current generator with a power of 400 W. And the resulting electricity is spent on lighting, one lamp with a power of 55 W for low beam and 60 W for high beam. By the way, many pilots complain about poor road lighting and install xenon not only for beauty.
The starter also consumes electricity; it is electric. The ignition system is digital transistor, computer-controlled with electronic ignition timing control. There are four spark plugs - two for each cylinder.
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All driving impressions can be summarized in one word - lightness.
The motorcycle is easy to control in the full sense of the word, requiring no effort from the pilot. Riding the Fury is pure relaxation! All driving impressions can be summarized in one word - lightness. The motorcycle is easy to control in the full sense of the word, requiring no effort from the pilot. Riding the Fury is pure relaxation!
Optional equipment
On the Honda VTX 1800 cruiser, a backrest trunk and voluminous side cases are the most necessary attachments. And the passenger can sit comfortably on a long journey, and there is somewhere to place luggage.
And in order not to get bored, you need to install a music system. For example, the radio is installed on the steering wheel, the speaker system is installed in special podiums on the footrests and in the trunk on the sides of the rear seat back, and the amplifier is in the trunk.
Protection from headwinds is important for the driver, because at such speeds it is strong, and its gusts can throw small debris in the face. Therefore, a high windshield is installed, which also relieves the driver of the stress of resisting the dense air flow.
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SUSPENSION. The shock absorbers can be adjusted to preload, but they are “not enough”: at the “softest” setting, the rear of the motorcycle sways on every bump, threatening to lose contact with the road; at the “hardest” setting, comfort for the driver is lost. Tuning springs with progressive characteristics easily remove these inconveniences.
SUSPENSION. It’s not just my copy that suffers from a loose steering column. Wobbling can develop both when the tires are worn out and when there is play in the steering column bearings. Of course, you can get used to everything, but you shouldn’t neglect checking the chassis either.
ERGONOMICS. Platform footrests have their pros and cons, as does the double-arm gearbox shift lever. Nevertheless, their angle of inclination fits perfectly into the overall ergonomics of the motorcycle.
BATTERY. Motorcycle electrics are not a hassle; you just need to monitor the condition of the battery. Since the low beam is constantly on when the ignition is on, and it is difficult for the starter to crank a large V-twin, save yourself from the prospect of pushing a heavy cruiser (and, God forbid, on a slippery road!), especially since you are doing this alone, most likely it won't work.
CONSUMABLES. Replacing spark plugs, oil (including in the driveline gearbox), and filters does not cause difficulties, as does replacing the coolant. The presence of one carburetor for two cylinders eliminates the annual headache with synchronization, but forces you to carefully monitor the condition of the air filter, because problems with dips at low speeds and failure of spark plugs are usually associated with this.
TUNING. Vance&Hines silencers, backrest, frames for panniers, trunk, arches (Kuryakyn). Wind deflector National Cycles. The choice of tuning for the VTX family is huge. Any foreign catalog (such as, for example, Kuryakyn or Big Bike Parts) will offer for every taste both serious parts, such as exhaust systems, arches, windshields, zero-resistance filters, and beautiful chrome-plated pleasant trinkets like this steering wheel clock .
Motorcycle tuning
What might be interesting about this motorcycle is the tuning. The Honda VTX 1800 really asks for the implementation of design projects that emphasize the American character of the Japanese motorcycle.
This can be airbrushing, which gives the silhouette additional swiftness or predatoryness, or painting in exclusive colors, which makes a noticeable car even more noticeable even at night, if you add glow-in-the-dark components to the varnish.
According to the owner’s taste, body kits and other elements made of composite materials or coated with chrome can be installed.
Motorcycles from Japan, as a rule, come off the assembly line carefully thought out to the smallest detail, but nevertheless, experts still find something to improve.
Motorcycle workshops offer to replace the rear wheel with a wider one - 240-250 mm. At the same time, you can install tuned wheels, a metal rather than plastic wing, and progressive shock absorbers. Honda VTX 1800 with such progressive shocks looks wider and more powerful, and it rides more pleasantly. They are shorter than standard ones and can vary in rigidity.
Test drives
Experienced bikers who have something to compare with note the unusually intense acceleration of the American-style motorcycle. In fact, it accelerates to 100 km/h in 3.8 seconds, less than what the manufacturer claims.
You need to adapt to the wide steering wheel, but such a large base itself stabilizes the car during sharp acceleration. On the VTX 1800 you can accelerate to 210 km/h, but without the protective high glass this pleasure is below average, it seems that your hands can come off the steering wheel, and your legs in sailing trousers will be blown off the comfortable footrests.
At cruising speed the motorcycle is stable and stable, which also has its drawbacks. If an obstacle arises, it slowly moves away from the trajectory, which can be downright dangerous for a less experienced pilot.
Short gears, which seem like a disadvantage to many, actually provide maximum acceleration intensity.
During testing, pilots noted the absence of a tachometer, which appeared only in the latest versions; inability to accurately adjust rear view mirrors; uncomfortable, very wide handles lowered down and American-style footrests.
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Honda VTX1300S: cruiser, 2005, 1312 cm³, 74 hp, 295 kg, 300,000 rubles, mileage 13,000 km
Honda VTX1300S: cruiser, 2005, 1312 cm³, 74 hp, 295 kg, 300,000 rub., mileage 13,000 km
By a strange coincidence, my friend’s “big brother”, the VTX1800C, appeared in my garage around the same time, so I consider it possible to refer to it from time to time. Externally, the VTX is distinctive and simply beautiful. A large V-twin, deep fenders a la Indian, a wide steering wheel, a dashboard on the tank, a massive clutch cover - everything is in the canons of the 21st century cruiser style. Although it is a Honda, it is assembled at a plant in western Ohio and is aimed at the US market. Do you like big American motorcycles? That's what I love! But not for brutality, but for stylish elegance, which provides him (and the rider, of course!) with constant attention from the fair sex (both the rider and not). Even with a minimum of tuning, it looks like a complete work of art. It is authentic in itself. It doesn’t need panniers or windshields, and at first you want to remove the passenger seat and leave it in the garage. But I want to upset the conservatives - there is much more plastic in it than in the 1800, so if anyone wants a “BIG IRON MOTHERBIKE”, it’s better to buy a “big brother” or a “Harley”.
In general, the device looks heavier than it actually is. The center of gravity is low, the seating position is suitable even for not very tall riders. The steering wheel is wide, wider than on the VTX1800, and therefore there is a risk of getting stuck in the city where another Gold Wing will fit through. In my opinion, a motorcycle is not particularly suitable for everyday trips around the metropolis. Review in the mirrors of the sluggish four. The seat is large but hard. There are platforms under your feet, so if you ride in anything more than airborne combat boots, I’m sure that the “kettle confuses the pedals” show for those around you is guaranteed! Although, after getting used to the “swing”, switching no longer causes such grinding of teeth as in the first days. We remember the Russian opposition, damn it!
However, let's move on to what is no less important for a cafe traveling further than the exterior - the hardware. The heart of the device is a V-shaped Honda. Today's, not yesterday's, production technologies and materials, modern design - all this gives the outwardly conservative power unit a set of excellent characteristics inherent in modern choppers. Steady idle, clear gearbox, trouble-free starting. One carburetor and liquid cooling - forget about the problems and don’t let the equipment carry you around! The dynamics at speeds up to 160 are even excessive, but then the engine has to work harder. In a convoy on the highway you won’t be ashamed of your motorcycle - the acceleration characteristics for this cubic capacity are excellent! The Vance&Hins direct-flow exhausts installed on my unit give an excellent velvety sound, but the quiet stock exhaust is preferable on long trips. After half a thousand kilometers at a time, I no longer quite understand exactly what is rumbling in my head - the rumble of the exhaust or the brains. Although in the city this is not at all annoying.
A long wheelbase imposes restrictions on the turning radius. The frame is quite rigid - by cruiser standards, of course. Large, chubby wheels help you navigate areas with cut asphalt as if on rails. But don’t relax in the rain - decent engine torque and a long wheelbase can add a lot of gray hairs not only in corners and during intense acceleration, but also on bitumen patches and sand. The pendants work. They just work. Remember that you are not on a cross-country bike - and nirvana on a normal road is guaranteed. And I simply feel sorry for driving “sticky” on broken asphalt. An unpleasant jamb of the chassis - at a speed of about 40-50 km/h, a progressive beating of the steering wheel begins - it’s better not to wipe off flies from the visor with one hand at such moments! Monitoring owner reviews showed that not only my copy suffers from tremors. But the drawback can hardly be classified as criminal - it’s easier to just get used to it.
There are brakes, as well as suspension. In my opinion, they are much more successful than on VTX's predecessor, the VT1100 Shadow, but, of course, they cannot be compared with the VTX1800 with its combined braking system and two discs on the front wheel. Eh, Honda, they were stingy... But take pity on yourself and the motorcycle - it’s not a sportbike after all! On it you are supposed to brake with your hand and foot at the same time, then everything is tip-top. Although lately I’ve been thinking more and more often about installing a reinforced brake hose on the front circuit.
Disadvantages of a motorcycle
There are a few of them, and one of the most noticeable is a slight delay if you suddenly open the gas. Actually, this drawback is inherent in all motorcycles with a cardan drive, but not so noticeable.
The gas tank, which is not large enough for a huge car, also causes some inconvenience. Motorcycle pilots note that with such a low ground clearance it is inconvenient to take turns. You have to do this very carefully, at least until you develop certain skills in driving a heavy motorcycle.
Many people write that a five-speed gearbox is not enough for such an engine. The sixth stage is clearly not enough.
Advantages of a motorcycle
Installing a cardan drive instead of a chain drive is a positive thing, since this design does not require frequent maintenance.
Like all motorcycles from Japan, at least from the Honda concern, the VTX 1800 is distinguished by the precise operation of the gearbox. The big plus is the long engine life. And it only starts making unpleasant noise at high speeds.
With such a powerful engine, parasitic vibrations are practically absent.
According to the comments of happy owners, the appearance of the motorcycle with plenty of chrome and solid finishing gives them no less pleasure than riding on a good track.
The quality not only in the main components, but also in the small details of the Honda VTX 1800 motorcycle deserves a superlative degree.
Video
- Test drive of the Honda VTX 1800 motorcycle.
- Review and test drive of the Honda VTX 1800 motorcycle.
Honda VTX 1800
- a motorcycle for real men. The large dimensions match the powerful 1.8-liter engine that brazenly protrudes from the frame, capable of “shooting” a heavy motorcycle in a way that many have never dreamed of. And despite such power, the VTX1800 boasts an almost complete absence of parasitic vibrations, an abundance of chrome and the highest quality in everything, from the main components to all sorts of little things.
Everything about this impressive motorcycle is in proportion. The steel frame rests on a good suspension - the Honda VTX 1800 rests on a massive inverted fork at the front, and two classic shock absorbers are installed at the rear. The time-tested solution came in handy on this motorcycle; the cruiser looks organic, and not a single detail stands out from the overall style.
The large gas tank hints that the VTX 1800 is not averse to taking a long trip, and the elongated headlight gives the heavy appearance of the motorcycle a certain swiftness. Yes, this is a real motorcycle, boasting a powerful engine, a reliable transmission, a combined brake system and a chic appearance.
The engine for this impressive motorcycle was a liquid-cooled V-twin with three valves per cylinder and capable of producing 107 horsepower. The torque of the Honda VTX 1800 is even more impressive - it is 156 nm. Thus, this cruiser is slightly more powerful than one of its competitors, the Yamaha Stratoliner
, but is slightly inferior to it in torque. However, despite the gimbal drive taking up some of the power, the VTX 1800 is rightfully called a power cruiser.
Looking at this hefty motorcycle with a completely classic appearance, you would not expect that it is capable of truly monstrous acceleration. Its true nature as a wild beast is revealed only by its huge chrome-plated engine.
It is worth saying that the VTX 1800 is a really big motorcycle, and to control it, especially at near zero speed and in dense city traffic, physical strength is needed. A girl or just a short and not very strong motorcyclist may find this bike too tough - it is really heavy (dry weight - 320-330 kg, depending on the version), and maneuvers slowly, like a real mastodon.
In the city, the Honda VTX 1800 is simply cramped, but such macro cruisers are not created for narrow streets, but for highways. And then this motorcycle is able to show everything it is capable of! One turn of the knob, the growing drone of a generally quiet engine, and the motorcycle confidently accelerates even from a speed of 140-150 km/h. Much like the Honda VTX 1300
, the 1800 cc model differs from it in some details - an injector instead of a carburetor, a different exhaust, some little things.
The VTX 1800 can be called an improved and more powerful version of its 1300 cc brother. True, this similarity also has a minus - the VTX 1800 got the gas tank from the younger version of the motorcycle, and it holds 17 liters. This amount of fuel in the Honda VTX 1800 is enough for a shorter distance than its 1300 cc brother, despite the fact that the injector is more economical than the carburetor. In general, consumption on the highway when driving at 120 km/h will be 6.5-7 liters.
This chrome-plated monster is a pleasure to cruise around in. The typical chopper suspension handles the load well, and even with a passenger, both riders will be quite comfortable, especially if the motorcycle is equipped with tuning for long trips, such as a windshield, improved seats and panniers. But this motorcycle is already good, and in any version, of which there are several. However, all versions of the Honda VTX 1800 differ from each other only in body kit and, as a result, weight.
Such motorcycles are usually used by fans of choppers and cruisers who are already bored with the smaller cubic capacity. Well, the Honda VTX 1800 is really capable of giving a lot of adrenaline, but it is worth considering that this motorcycle is quite demanding on the skills of the motorcyclist and his physical abilities. Not everyone may be able to tame this beast, but a lot of interesting things await everyone who manages to cope with it.
Owner reviews
Owners confirm in their reviews that the motorcycle is intended for long roads. It has a hard time with side cases and arches in traffic jams, and on unpaved, especially wet, if I may say so, roads, it does not drive very confidently.
On a Honda VTX 1800 motorcycle, owners determine fuel consumption empirically. Maybe that’s why the difference in readings is large, or maybe the conditions are different: the quality of the road surface and gasoline, the size of the load, speed, the number of accelerations and braking. For some, a full tank of 16 liters is enough for only 200 km, while others claim that 18 liters can travel 300 kilometers or more.
On long trips it becomes clear why the type of motorcycle is a cruiser. On the highway at a speed of 160 - 170 km/h you can drive more than one and a half thousand kilometers in a day.
In general, the reviews are full of emotions, reaching the point of admiration and admiration for the mighty iron horse. There is no negativity at all. Minor comments regarding the absence of some instruments and the inconvenience of landing are eliminated by the availability and quality of components and elements that can replace the standard equipment.
Cool, powerful, reliable, with comfortable ergonomics, the Honda VTX-1800 motorcycle, despite emerging competitors, still occupies the hearts and thoughts of lovers of motorcycle travel. Those who are not afraid of terrifying size and high speeds, who love adrenaline and prefer to tame a strong beast...
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Honda VT1300CXA Fury: custom, 2010, 1312 cm³, 58 hp, 600,000 rub.
Honda VT1300CXA Fury: custom, 2010, 1312 cm³, 58 hp, 600,000 rub.
No, initially no one doubted that the product from Honda would be viable, but it’s one thing to hang a “custom” motorcycle with almost classic geometry and “stick” into it a universal engine that was used on everything from enduro and cruisers to roadsters and tourers (as was done, for example, with the NV750 aka VT750 series), and another thing is to build the right custom, in compliance with all (or almost all) style canons, and at the same time “teach to ride” this miracle with a fork angle of 45 degrees, achieved, however, due to a fantastic correction angle of 13 degrees (the installation angle of the feathers relative to the axis of the steering column), an actual “rack” of 32 degrees and a “two hundredth” rear balloon (for more details on the technical part, see “Moto” No. 5, 2010 ). Of course, by the word “drive” I mean not just the ability to move in space, but also handling, acceleration and braking dynamics, ergonomics - in general, everything that custom cars, choppers and other cruisers don’t particularly “suffer from.” In general, at Honda, caring for people is one of the main design principles, unlike many other manufacturers who make motorcycles for the track, for picking up girls, for off-road... Honda always makes motorcycles, first of all, for the pilot, and only secondly for something. Actually, the story with Fury only confirmed this.
My entire life experience literally screamed to me that such a “steam locomotive”, with such a base, wheel size and fork angle, should be able to do only one thing well - growl nobly and sparkle with chrome, well, maybe even drive in a straight line. But Fury broke through the callousness of consciousness with the ease of a pound weight falling on a chicken egg! Three hundred kilograms of curb weight on the move is absolutely docile and predictable. The motorcycle does not break in turns, like the overwhelming mass of its classmates, does not resist the will of the pilot when trying to turn off a straight line, it simply does what is required of it at the moment. Perhaps the only family problem that could not be avoided is the small angle of inclination in corners. Lay it a little deeper and you’re already drawing the “anchor” of the running boards on the asphalt. At the same time, the reserve of the rubber profile, “holder” and chassis rigidity would easily be enough for another 10-15 degrees, but - alas and ah! — you can only turn slowly and sadly. Well, or change the “anchors” of the footrests once a month. In general, while driving this device, distracted by my own thoughts and glances from passing cars, I kept forgetting that I was still on a custom bike, and quite a radical one at that, because the ease of control, nimbleness and obedience of the motorcycle would be more suitable some quite fresh “classics”.
Traffic jams are a serious test for any motorcycle. The ability for daily use, you see, is an important factor when choosing a device. It was this discipline that caused me serious skepticism before the test, but the brilliant way Fury passed this test finally convinced me that Mr. Soichiro Honda’s office employs people exclusively with a magical education. The long and low “locomotive” cut through the capital’s traffic jams so easily and simply that sometimes it was even necessary to disperse unready sportbikers from the “between aisles.” If you try to summarize all the driving impressions, it can be done in one word - lightness. The motorcycle is easy to ride in the full sense of the word. It does not require any effort from the pilot. Driving a Fury is a relaxation, even in Moscow sweltering from the abnormal heat, even in traffic jams, even on not very good asphalt.
Yes, the suspension travel is almost sportbike travel: only 102 mm in the front and 95 in the rear. But even with such meager moves, even taking into account the fork angle, the suspension conscientiously handles all the irregularities. Of course, you shouldn’t go over speed bumps, and at high speed sometimes the back end comes off the saddle, unable to keep up with the “used” suspension, but the overall level of comfort is more than acceptable. This characteristic is achieved due to the “steep” suspension progression curve. That is, simply put, the suspension becomes noticeably stiffer with every millimeter of travel. I will say this: for almost a thousand test kilometers, not a single breakdown occurred, and my beloved spine never made even a timid attempt to crumble the well-known item of underwear.
But the passenger on the Fury is not at all as comfortable as the pilot. The true-chopper “slapper”, proudly called the “passenger seat”, is, of course, consistent with the canons of style, and it seems like the “correct” girlfriend of a biker should feel great even on a bare wing - remember the end of the film about Harley Davidson and the Marlboro Cowboy. But that’s a movie, but here it’s the truth of life. My companion, who traveled with me for thousands of kilometers on completely different motorcycles, rode as a passenger on a Fury for twenty kilometers, said that the name of the motorcycle was chosen absolutely accurately, switched to her own and refused to ride “pretentious and fat” on a “cool chopper” flatly. By the way, things are about the same with attempts to “ride” your own belongings on Fury. The clean lines of the “tru-chopper” completely excluded the possibility of placing not only a backpack, but even a modest string bag in the passenger seat. The eternal luggage savior of a motorcyclist - there is simply nothing to hang on to the luggage net! There are no special brackets for attaching luggage or, at worst, elements of the subframe under the rear wing, to which the spider’s hooks could be hooked. You can, of course, “catch” on the wing itself, but it is plastic, and if it doesn’t break, the paintwork will be damaged. So for long distance travel, only with a backpack on your back.
By the way, about “long-distance vehicles”. The second surprise from the motorcycle after handling is wind protection. On a completely “naked” custom, where only the dashboard body the size of two cigarette packs has an “aerodynamic” shape, it doesn’t blow away! This is truly obvious and incredible. The motorcycle allows you to maintain a cruising speed of 140–150 km/h, and at the same time the oncoming flow does not “tear your head off”, but does not annoy you at all, at any speed remaining at the level of “the wind of freedom blowing in your face.” How Honda engineers were able to achieve such aerodynamics will forever remain a mystery to me. The “obvious improbability” is also complemented by the fact that even at a speed close to the maximum, the oncoming flow does not rip your legs off the pegs and does not “spread” your knees, which is what almost all “chopperoids” suffer from. Returning to the issue of handling, but in a highway format, I note that the chassis rigidity and handling resource are more than enough even for very fast driving, and thanks to the long wheelbase and large fork angle, the motorcycle, traditionally for choppers, has excellent directional stability and stability even on a not very high quality surface. Overall, it turns out to be quite a “long-range” device. It’s fast, not tiring, and comfortable, but you’ll have to travel either alone, with a backpack on your back, or with a passenger and a thick wallet in your pocket, so you can buy everything you need right along the way.
High speeds require high-quality brakes! The test vehicle is equipped with optional ABS with combined braking system. The three-piston floating caliper at the front, familiar to us from the VTX family, despite its solidity, turned out to be practically useless. A wheel placed far forward with a very modest contact patch is practically not loaded, and therefore every now and then it tends to skid. A couple of times, until I realized that it was better to forget about the lever on the steering wheel, ABS saved the day. By the way, the safety-free version of the Fury has a more modest two-piston floating caliper installed at the front. Despite the difference in the number of pistons, the brakes are essentially identical, it’s all about the same “combi-brake” on the version with ABS. From the front brake lever, only the two outer pistons of the front caliper are activated, and from the pedal, the entire rear caliper and the middle piston of the front caliper are activated. The situation with the brakes is completely “pulled out” by the rear circuit. The “two hundredth” cylinder has a huge contact patch, and in addition, almost the entire weight of the motorcycle and rider is concentrated on it, so at any speed, the motorcycle stops in about the same way as if an anchor weighing a couple of tons!
