When Honda introduced the VTX 1800 last year, it entered the big bore, V-twin cruiser class with a bang (two of them, actually). The VTX 1800 still carries the largest capacity V-twin engine available from a major manufacturer. At the time of its introduction, the big VTX also set new standards for braking in the class, by offering sportbike-like twin discs up front and modern, high performance calipers. Although shortly followed by “power cruiser” competitors from Yamaha, Kawasaki and Harley-Davidson, the VTX 1800 remains the logical choice for that customer who wants the highest torque output from a stock engine.
Not surprisingly, Honda was planning all along to turn “VTX” into a “family” of cruiser machines. With the announcement of the 2003 VTX 1300S at its dealer show late last year, Honda showed how quickly it would move to build that family, and feed a market for V-twin cruisers that has grown phenomenally over the last five years.
We had a chance, along with several other journalists, to ride the new VTX 1300S through Southern California over a two-day period (approximately 250 miles) and were very impressed with the newest member of the VTX family. First, let’s discuss some technical details.
One of the surprising things about the VTX 1300 is the engine design. It is not a sleeved-down 1800 by any means. It is an entirely new design from a “clean sheet of paper” given to Honda engineers. Displacing 1312cc, the liquid-cooled, 52 degree, V-twin features a single-pin crank (the 1800 has a dual-pin crank) and cylinders offset by 13.5mm to reduce piston fluctuation. Two-axis primary counter-balancers minimize engine vibration, while the single-pin crank still transmits plenty of “rumble” to the rider for that traditional cruiser feel. Three-valve cylinder heads have 31mm intakes and a single 40mm exhaust valve. While big brother is fuel injected, the 1300S is served its combustion mix by a 38mm CV carb. 1312cc is still big for a V-twin, and Honda found two spark plugs per cylinder to increase combustion efficiency and power.
A five-speed transmission transfers power to the shaft drive system. A new driven-flange design at the final-drive gear eliminates final-drive noise and wear and simplifies rear wheel installation.
The 41mm front fork provides 5.1 inches of travel, while dual shocks provide 3.7 inches of travel out back. The single front brake disc measures a massive 336mm in diameter, and is pinched by a twin-piston caliper. A large, 296mm disc resides in back, along with a single-piston caliper.
The styling of the new 1300S takes cues from the VTX 1800S. It has the more classic spoke wheels and tank-mounted instruments (including speedometer, odometer/trip meter and indicator lights for turn signals, high beam, neutral, oil pressure and coolant temperature). The deeply valanced fenders and classic floorboards fit with this theme. The seat height (at 27 inches) is even lower than that of the VTX 1800.
Fuel capacity is 4.8 gallons (including a one gallon reserve). Wheels and tires are slightly smaller than those of the VTX 1800, but are still plenty beefy at 140/80/17 in front and 170/80/15 in the rear. At a claimed dry weight of 650 pounds, the VTX 1300 is roughly 90 pounds lighter than the VTX 1800, and lighter than the other “big-bore” (1400cc and up) cruisers, with the exception of Yamaha’s much more expensive power cruiser, the aluminum-framed Road Star Warrior.
Riding the VTX 1300S is a pleasure for many reasons. First of all, the engine performance is excellent. In terms of power, the 1300S will absolutely stomp all over an 1100cc cruiser (regardless of make or model). In fact, my “butt dyno” (the only one available for this initial ride) indicated the 1300S is also faster than most cruisers displacing 1500 and 1600cc (with the exception of those cruisers tweaked for the “power cruiser” category).
Honda claims more than 70 horsepower at the crank and a broad, flat torque curve that is felt by the rider as an instant surge at virtually any rpm above idle.
By way of example, when testing an 1100cc cruiser, I like to see how it performs when the throttle is snapped open at 75 or 80 miles per hour. Most 1100s simply wheeze at that speed, but the VTX 1300S pulls strongly forward without hesitation and with authority (no, I did not test indicated top speed). Stronger, even, than those “traditional” cruisers of larger engine capacity mentioned earlier. Impressive, and very functional for the experienced rider who wants, and uses, this type of performance.
While Honda is not pitching the VTX 1300S as a “power cruiser”, chassis flex seems to be better controlled than the average cruiser in the “traditional” category. The 1300S certainly won’t carve corners with a Road Star Warrior, but it is nimble for the class, and combines good straight-line stability with accurate, predictable cornering.
Honda refined the ergonomics slightly from the VTX 1800, and they absolutely nailed it. As someone who rides cruisers infrequently, I always notice how long it takes me to feel comfortable when I first get on a cruiser machine and stick my feet forward of where they normally belong. On the 1300S, I was comfortable very quickly, and, more importantly, felt like I could control the bike during spirited riding without any strained body movements. After ten minutes, or so, the bar/seat/peg relationship felt normal and natural.
If you get the idea we liked the VTX 1300S, you’re right. In many ways, it is a more satisfying ride than its big brother. Lighter, smaller (the wheelbase is roughly two inches shorter than the 1800) and simpler, the 1300S nevertheless offers plenty of engine performance for having fun or even touring with a passenger and luggage (more about VTX accessories below).
Riding a cruiser is, after all, about the subjective rider experience. After plenty of miles, the 1300S started to feel like a functional, standard motorcycle — not a cruiser. Aggressive acceleration, direction changes and braking felt right, and the single-pin crank in the engine sent just the right vibes to my body to enhance the experience, rather than frustrate it.
By the way, forget your notions about the braking performance of “traditional cruisers” with a single-disc up front. That 336mm disc does its job very well — progressively and with good feel. Again, it won’t match the best of the power cruiser’s twin disc set-ups (Kawasaki’s Mean Streak comes to mind), but it is a large step forward from the standard single-disc.
The five-speed transmission did its job well, but my size 11-1/2 boots barely fit between the heel and toe shift forks (never experienced that before). Those with larger feet may want to check this arrangement out in the showroom. One other niggle concerns driveline lash. At low speeds, off/on throttle transitions can set off some noticeable lash, but it seems to disappear from your thoughts after some seat time.
Hand-in-hand with the expansion of the VTX family, Honda is aggressively developing factory-backed accessories for the VTX line. Already, more than 30 accessories are available for the 1300S. Everything from saddlebags and sissy bars to fender trim (and a front ornament) is offered, and Honda is still developing new items. Check Honda’s web site for the latest.
So, Honda’s 1312cc version of the VTX is a very nice machine, but the real question is where will Honda price it? If it is priced anywhere near the 1100cc cruiser class, it is an absolute steal. Performance-wise (looks are subjective, but we certainly liked the design) the 1300S ranks with, or ahead of the bigger-bore traditional class. Our guess on the price? Less than $1,000 more than the 1100s available from Honda and its competitors, and several thousand cheaper than the 1500cc plus machines. The VTX 1300S will be available in four colors: Black, Illusion Blue, Pearl Orange and Candy Red. Look for it in U.S. dealers in early May of this year.
