Advice to passengers: Hang...
Advice to passengers: Hang on! Not only does the VTX have the go-go to rip you from the pillion; hitting bumps will have you headed for the sky. Happily, the removable pillion seat is well cushioned and long enough to offer some flexibility. The footpegs, which easily unbolt from the VTX without much effort, are positioned more rearward than we'd like. The pegs attach behind a convenient frame strut, and once removed, the mounting method is invisible -- an innovative style perk.
Build It and They Will Complain
Yes, I said the indicator housing was chrome-like, which is one of the most unforgivable styling flaws on the bike. Believe it or not, that beautiful headlight is also fake chrome. It looks like metal, but one knock tells you it's plastic. We can't believe Honda was trying to save weight on this already monolithic motorcycle, so we must assume the choice was one of several corners cut to keep the MSRP reasonable. Worse yet, this first run of the bikes had a tiny matching birthmark -- specks of the shiny chrome paint overspray on the black inside edge of the indicator housing. There are other style no-nos on this high-end cruiser too, which you don't notice until you're able to stop staring at the bodacious motor. The air cleaner cover and passing light shells are also plastic. Wire routing could have been handled more tastefully too. The turn signal wiring, for example, is terribly ugly snaking around the back of the fork legs, and the bike's throttle cables arch off the handlebar like something from the 1960s. Plastic cable ties were even called into action to couple brake lines and hand-control wiring.
The lower tank seam, a protruding lip that runs around the bottom edge, seems a bit uncivilized, and was most glaring on our silver mount. And the beautiful chrome exhaust pipes are a facade over an unfinished system. When the Motorcycle Cruiser staff gathered with readers at Daytona Beach, they were quick to criticize these styling flaws, and pointed out a few new ones. Several people commented on the chintzy reflectors and the bulky brake fluid reservoirs inscribed with wordy warning -- in English and Japanese. Also, the side covers don't follow the line of the frame, which seems more like an oversight than an objective.
We love the billet risers...
We love the billet risers with the integrated speedo/LED odometer. The plastic indicator housing on the tank doesn't suit the bike's stature .
Regardless, we still say the bike, overall, is a beauty, especially when freed of the passenger accommodations, which are easily unbolted. The cockpit view is very attractive too, with the long, broad tank sweeping up toward billet risers, which house a small, but readable black-faced speedometer/LED odometer unit. The headlight is handsome from all angles, and everyone agrees the cast aluminum wheels are perfect for the bike. The tank cluster houses the usual indicators as well as an LED odometer/tripmeter. However, we're frankly baffled by the fact the LED display offers only a single trip counter. It's so much more pleasing to have a second meter, and especially a clock.
You don't need a sign to let you know you're in Louisiana. All of a sudden there's water everywhere, and the road surface turns to near rubble. Even on the upper Interstate 20, the Bayou state's a bumpy ride -- a real butt-clincher when you're on a bike like the VTX. I look for alligators in the swamps beneath the endless bridges. And I can't resist a stop for Creole and a Cajun Shrimp Po' Boy. I'll regret it later...
The braking system Honda chose for its new flagship cruiser is a linked design, although wholly unlike its other linked system, which couples front and rear stopping power to the hand lever. For this cruiser the engineers linked approximately 30 percent of dual, six-piston front disc reaction to the rear pedal. The hand brake utilizes the remaining 70-odd percent (eight of the twelve total pistons) independently. Honda is aware that the typical cruiser rider uses more rear brake than front, and this system is designed to compensate for that bad habit. While the VTX's stopping distances didn't particularly impress us, the design certainly works well to halt the hefty cruiser in a balanced and controlled fashion.
Honda plans a host of accessories...
Honda plans a host of accessories available for its new flagship cruiser, including a custom detachable windshield, sleek leather saddlebags and a passenger backrest and luggage rack for those raring to hit the road. To give the big gun a street-fighter look there is this hot-looking, color-matched cowl system for headlight and radiator (sold separately). Thirteen Honda-built billet parts are already on their way to your dealer -- from a timing and crankshaft cover set to a billet dipstick. You can change out some of the plastic parts with chrome and add chrome floorboards or a light bar to the beast. Of course this is only the beginning. Aftermarket manufacturers are scurrying to build bits for this bike now that it's finally on the street. As the customizing platform headlining the awakening of a new performance era for cruisers, the VTX will not be wanting for parts.
Moving through the five gears is effortless, although each shift is marked by a noisy clack. We were also impressed at how well the gearbox handles high rpm downshifts. A vigilant electronic rev limiter throws a low ceiling at your fun in the short gears, but you learn to listen and shift right beneath the dissatisfying voids. (Yes, we'd be adding a tach straightaway.) The rev limiter can feel like a real party pooper when it cuts in at about 6000 rpm, but when you take into account how fast those meaty pistons have to travel in the long stroke, you understand its significance.Maneuvering this mega-metric is also unproblematic. Steering requires minimal input and conveys no surprises. It tracks complacently through corners of all types, and if you find you've gotten in too hot (easy with all that grunt) the linked brakes (with an assist from the Dunlop tires' wide profile) slow you without jacking the bike up straight. The only thing that might get you into trouble during aggressive cornering is unsprung weight in the rear reacting to adjustments in the shaft drive on abrupt deceleration or acceleration. The key is keeping a smooth throttle hand. You're sitting on quite a big shotgun, so respect the trigger.
The VTX's entire mechanical package performed without a single hiccup in every situation -- from the relentless stop-and-go of the Daytona Beach frenzy to its stint screaming across eight states in 79 hours.
I finally get a ticket 60 miles into Florida. Bikes are buzzing by like bees headed home to make honey, while I'm standing on the side of the road trying my best lines on Officer Killjoy. He's unimpressed, but can't stop staring at the VTX. "That's a big motor." Ah, yeah. "How fast will this thing go?" Um, I have no idea. I reach the beach, and after so many miles of white noise and oneness, I'm totally unprepared for the thundering chaos of Bike Week. The VTX receives admiring stares from the throngs, and the occasional curled lip or smoking tire from hard-core Harley fanatics. Bah. It's only engine envy, a hazard in a world of exposed members.
True Love or Piston Lust?
Sure the VTX has a few idiosyncrasies, but the bike hangs up the towels and tightens the cap on the peanut butter. For new owners it will offer a marriage filled with promise and possibility. Those keen on customizing will see the VTX as a beautiful face just waiting for an expression. If you want to see the world on two wheels, this bike's an eager and easy-going tourer. Most cruiser enthusiasts would have shown Honda the money just to own the biggest production V-twin ever made. With the VTX you get that big, wet kiss and a competent, convenient companion to back up the bliss when the big-piston passion wears off (and kick you in the ass when you hit those inevitable bumps in the road).
IN BRIEF
High Points: Unique motor, huge power, attractive styling, comfortable ergos.
Low Points: Harsh suspension, chintzy details, shaft jacking.
First Changes: Aftermarket shocks, chrome for plastic, tach.
Brasfield: The displacement wars have heated up to the point that I'm beginning to think that we need to create a new class of cruisers. Somehow Big Twins doesn't seem to fit any more, and Really Big Twins just doesn't have the right ring to it. Regardless of how we classify the VTX, it has upped the ante.
Even with a frame and bodywork wrapped around it, the Honda's engine is imposing. At idle, just enough of the buhhp-buhhp can be heard out of the intake to announce the 1800cc displacement. Despite having coffee-can-sized pistons dancing between your knees, the engine is remarkably smooth. Rolling on the throttle gives brutal acceleration from the bottom end. Doing the same in top gear at 50 mph produces plenty of poop, but at 70 mph the exhaust note changes to a holler and the forward rush intensifies.
As much as I love the engine, it does have some rough edges. The fuel injection requires a steady hand, as the transition from off throttle to on is abrupt. Although this can be annoying in traffic, it can be easily adapted to. Another engine related issue is the jacking effect of the shaft drive. Combine this with the relatively low ground clearance and hard parts can touch down abruptly if you chop the throttle midcorner.
The linked brakes will be a boon to riders who have never bothered to master proper braking procedures, but for those who incorporate advanced techniques, the linked brakes can be a hindrance. For example, I frequently trail the rear brake in a corner to maintain a constant speed with a positive throttle, keeping the front suspension from compressing. Unfortunately, applying the rear brake on the VTX also activates the front, causing the bike to squat and reducing ground clearance. Also, the front brake requires a hefty squeeze to haul the big Honda down from speed.
Finally, the VTX lacks a few features that I expect from a manufacturer's flagship. When a digital odometer makes its way into the speedo, it's shameful to omit a clock. And a performance-oriented cruiser needs a tach. Victory has proved that speedometers and tachometers can live peacefully in the same housing.
However, when I add up all the strengths of the VTX, I know that I'd be quite happy with one in my garage. I can only hope that Honda allows us to keep ours for a long, long time.
This is the 2004 VTX1800C,...
This is the 2004 VTX1800C, in the flamed titanium color. The other 2004 colors are below.
Elvidge: I spent an abundance of time on the VTX saddle and relished every pony mustered by the beautifully designed V-twin. Since I'm a power junkie, most twins fall short of my pleasure threshold. It's nice to ride a stock V-twin cruiser that blurs the scenery, and I'd be proud to own this one. However, when I ripped into Daytona I handed the bike over to the guys and picked up a 2001 Kawasaki Vulcan Classic FI for my around-town mount. In both finish and feel the FI is far more civilized than the VTX. And you know what, it didn't feel like a doorstop in the power department either. I'd have to say I like 'em both about equally, the VTX for its robust motor and vivacious styling and the Vulcan for its pleasingly balanced ride and high production quality. It reminded me that the big-twin challenge is far from over. In fact, things are just starting to heat up.
Friedman: I'm glad that the more-is-less trend has finally been arrested. It seems that every time we had a bigger V-twin engine in a new cruiser, it went slower than the old one. The 1500 Suzuki was slower than the 1400. Yamaha's 1600 was slower than most of the 1500s. The exception was the Victory, which was at least stronger than the other 1500s. Fortunately, Honda pumped juice and torque into the big twin, so the power is an impressive as the displacement.
I love the lines. And since it is comfortable to sit on, reasonably manageable in traffic (if a bit abrupt in the throttle-response department) and even has brakes that I like a lot despite the fact that they are linked, this thing was well on its way to earning my respect. But my enthusiasm is tempered by the shoddy execution of some details, like the ugly seam on the bottom of the tank, the conspicuous wiring for the front turn signals, and the plastic chrome panel atop the tank. Somebody just couldn't resist the urge to save a few pennies and took the edge off of what could have -- and should have -- been a truly stunning motorcycle.
SPECIFICATIONS
2002 Honda VTX1800
ENGINE & DRIVETRAIN
Type: Liquid-cooled 52 degree V-twin
Valve arrangement: SOHC; 3 valves per cylinder, screw-type adjusters
Displacement, bore x stroke: 1795cc, 101 x 112mm
Compression ratio: 9.0:1
Carburetion: Electronic fuel injection, 42mm throttle bodies
Lubrication: Dry sump, 4.8 qt.
Minimum fuel grade: 87 octane
Transmission: 5 speeds
Final drive: Shaft, 3.091
CHASSIS
Wet weight: 758 lb.
Wheelbase: 67.5 in.
Overall length: 98.5 in.
Rake/trail: 32 degrees / 5.8 in.
Front tire: 130/70ZR18 Dunlop D251F
Rear tire: 180/70ZR16 Dunlop D251
Front brake: Dual six-piston calipers, 296mm disc
Rear brake: Single two-piston caliper, 316mm disc
Front suspension: 45mm inverted cartridge fork
Rear suspension: Dual shocks, adjustable for preload
Fuel capacity: 4.5 gal.
Handlebar width: 33.5 in.
Seat height: 27.3 in.
Inseam equivalent: 32.6 in.
ELECTRICAL & INSTRUMENTATION
Charging output: 280 watts
Battery: 12v, 20 AH
Instruments: Speedometer, LCD odometer/tripmeter; warning lights for high beam, turn signals, neutral, oil pressure, low fuel
PERFORMANCE
Fuel mileage: 31 to 50 mpg, 43 mpg average
Average range: 194 miles
Rpm at 60 mph, top-gear: 2684
200 yard, top-gear acceleration from 50 mph, terminal speed: 79.6 mph
Quarter-mile acceleration: 12.30 sec., 105.5 mph
The similar VTX1800S was included in our 2002 Big Twin Comparison, which can be found here.