Start Low
The distinctions are especially clear between the Fury and the other VTs: The Fury's downtube is straight, while on the Sabre, Stateline and Interstate, the downtube features a slight concave curve. The Sabre represents the biggest departure from its VTX predecessors, featuring a longer and lower stance courtesy of a 70-inch wheelbase that's a solid 4.5-inches longer than the old 1300s. Pegged as "pro street" style by Honda, it's built for the boulevard, with a substantial, muscular stance. With the curved downtubes, Honda was able to slip a slim radiator between the rails to free up space between the frame and front wheel. Another tidy detail (one that Honda patented) is found in the top radiator hose, which disappears discretely behind the front valve cover. And it's positively airy between the engine, steering head and tank, with the sharply aggressive curves of the fuel tank and uncluttered headstock solidifying the custom bike look.
While the Sabre also runs a 21-inch wheel (and 90/90-21 tire) up front, its 41mm fork is raked at a milder 33-degrees compared with the Fury's chopper-ish 38.0 degrees. The shaft drive housing is reshaped to look more like a traditional swingarm rather than a clunky piece of piping, while the burly-looking dual exhaust covers up the aesthetic sins of the swingarm's right side. Alas, a good chunk of the VT engine is doused in plastic. That means engine case covers, the air cleaner cover and cylinder heads, all the way to the sleekly stretched headlight nacelle are heavy-metal-free.
Ramble On
Average-okay, shorter than average-size folks like me normally cringe at the sight of forward controls, but once I planted my butt in the Sabre's narrow one-piece saddle and extended my stumps, I didn't have to stretch far. Because this is a Honda, the riding position is a more humane version of the Clamshell-though feet are kicked forward, it's only at a slight degree and the narrow, semi-drag-style bar is pulled back enough for an easy reach even for a stubby 5-foot-7-inch frame, canting me more upright than expected. It's a ton better than the stretched-out Fury, and feels most natural of the three bikes.
Thanks to the PGM-FI's auto enrichment circuit, the bike instantly sparks to life when you thumb the starter-curing that nagging characteristic of the VTX1300, cold-bloodedness. With a pull of the clutch and a kick into gear, the positives continue; I find the lever draw to be light and easily accessible. Adjustable clutch and brake levers add the welcome option of fine-tuning the reach. As I settle in and get rolling, the front tire seems to recede into the distance, giving the impression of vagueness. There's not much feedback coming in, but fortunately it's not disconnected enough to really hurt the riding experience. The tiller-ish, pullback bar works well, though a wider handlebar would probably help things in the leverage department. Generic-looking switchgear is well-placed and easy to operate, but it's parts-bin stuff all the way- more contemporary pieces would be a better reflection of the bike's new style. The speedo's location atop the tank gives decent views of the instruments, though I have to drop my head a bit to do so.
2010 Honda VT1300CT Inter...
2010 Honda VT1300CT Interstate
I like a side of vibration and some shudders to go along with my V-twins, but Honda isn't known to excel in that department, opting for smoothness instead. Big Red lets dual-counterbalancers do the work here, mitigating vibes to a tolerable level while a single-pin crank does a respectable job of keeping the lumpy character and feel of a Vee.
Performance is more than adequate unless you're a drag-strip junkie. The newly-smooth fuel delivery is finally up to par with other Honda EFI bikes, and with peak power coming on early, the motor feels like it is working without too much strain. The otherwise generous powerband doesn't do as well on the top end, and some of us commented that we would have appreciated an extra 10hp or so for some extra zip, but it wasn't a deal-breaker. Regardless, the Sabre puts out a pretty burly note from its 2-into-2 exhaust, one that all riders gave a thumbs up to.
Power delivery to the rear wheel is constant and smooth with little noticeable shaft jacking. As you run through the gears, the well-sorted five-speed tranny shifts more smoothly than American V-twins, but with enough mechanical presence to let me know I'm working the cogs.
Overall ride quality on the Sabre is average, even with suspension being on the firm side. In fact, I'd rate the Sabre as a Hilton compared with the Harley Forty-Eight's Abu Ghraib-like accommodations (read our riding impression elsewhere in this issue). Just keep your jaunts to under 60 miles or so.
With its long wheelbase, razor-like 21-inch front wheel, and kicked out rake, I didn't experience the dreaded front-end flop in low-speed turns on the Sabre-even though I waited for it. To its credit, the Sabre steered without too much effort, and even tracked well in the corners. As mentioned, there was the occasional "where is my front tire and what the hell is it doing," impression in more aggressive maneuvers, but it wasn't as pronounced as I expected.
A 170mm wide, 15-inch tall Bridgestone cuts a clean profile out back and nets a grippy interface with the road, but with its 296mm disc /single caliper brake combo, stopping is a relative term-you have to really stomp on it for results. By comparison, that fragile-looking single disc-and-caliper up front conspired to slow the Sabre far more efficiently, with decent feel at the lever and only a touch more effort.