Motorcycle Road Test: Honda VTX1300C and VTX1300S

You could say it's been a banner year for Honda. 2003 has seen the release of Big Red's mind-blowing Rune and its scene-stealing CBR600RR -- both class-leading, head-turning motorcycles representing a new era in technology. In the midst of this massive hype, however, Honda has also chosen to introduce the smaller, lower-profile VTX 1300C -- a companion model to last year's VTX 1300S. And while the buzz on these middleweights was more of a whisper than a scream, the crowd still went wild. Both 1300 models are selling like hot cakes.

In a year of big-displacement headliners, you might think Honda daft to pitch a duo of smaller-scale cruisers into the market, but the Japanese company has done its homework. In-depth market research was conducted with both consumers and dealers, who clearly asked for a bigger selection of higher-horsepower cruisers. So Honda went where no manufacturer had gone before -- at least not with this engine configuration and size.

When the VTX 1800 was introduced two years ago as the biggest production V-twin at the time, Honda had an instant hit on its hands. With the 1800's raw muscle defining a strong brand, Honda felt it could then expand and build a "VTX family" offering the style and cachet of the 1800 at a softer level. Honda took its existing V-twin monstrosity down a notch, and the VTX 1300 was born.

The release of the VTX 1300S in '02 left no doubt that Honda was serious about the VTX family; it was also a foregone conclusion that there would be another member joining the clan soon. We rode the retro-styled 1300S upon its initial release, but decided to wait until its fraternal twin, the drag-style 1300C, joined the party to fully test them both.

Less Maximum

Any way you ogle it, Honda's mini VTX version isn't exactly small -- there are 65.7 inches between the wheels on the S model, and not much less on the C. These 1312cc versions of Honda's maximum 52-degree liquid-cooled V-twins are shorter, lighter and more agile than their burlier 1800cc counterparts, but barely. The looks of the Big Brother VTXs and their muscular characteristics have been retained; the engine bay is still the focal point of both models, with the beefy twin jugs at the forefront of the design.

But that doesn't mean the 1300 engine is a sleeved-down 1800 (or reworked, like the 1800R). This newest, three-fourths rendition of the VTX formula (it probably won't be the last) is fresh from the ground up, and differs substantially in more than just displacement -- even though both VTX mills look very similar and use liquid cooling and three-valve cylinder heads. The 1300 engine shares the same basic design as its bigger brother, just none of the components. Its overhead-cam cylinder heads feature a screw-type valve adjustment and two plugs per cylinder for better combustion efficiency, but the 1300 has a single crankpin to the 1800's two, making for a more pronounced engine personality and extra rumble. The potential vibration is addressed with a pair of two-axis primary counterbalancers -- one ahead of the crank and one behind it. Engine mounts are also designed to snub some of the shaking while still retaining the pulse and character of the engine. You can feel it.

There's also a choke on the smaller VTX just under the petcock on the left side -- the 1300s are carbureted, inhaling via a coolant-heated 38mm CV carb, as opposed to the 1800's injectors. The difference is noticeable; the 1300s are a bit sluggish to start on cool mornings. Like the big boys, the smaller VTXs get a five-speed transmission to transfer power to the shaft drive system -- though there's still a bit of lash evident in the drivetrain (seems to run in the family). A new driven-flange design at the final-drive gear is claimed to eliminate final-drive noise and wear and simplify rear wheel installation. The 41mm fork (the 1300S for wears covers) incorporates conventional internals with 5.1 inches of travel. Covered, external dampers in the rear offer 3.7 inches of wiggle room (3.6 on the C model), and include a five-position adjustment for preload. Although there's only one on the 1300 models, the front brake disc is a massive 336mm in diameter, and it's squeezed by a two-piston caliper. Stopping the rear wheel is a large 296mm disc gripped by a single-piston caliper. Honda also gave the smaller VTX a new square-section backbone frame that's only 1.8 inches shorter than the 1800's.

Haven't We Met Before?

Seriously though, both the 1300cc and 1800cc VTX models are strikingly similar in appearance. The 1300S blatantly takes its styling cues from the 1800R and S models -- it has the same tank-mounted clocks, and floorboards with a heel-toe shifter (the "S" suffix refers to its wire-spoke wheels). The deep, full fenders, the stretched, hooded headlight and the teardrop taillight force you to examine the tank badge to be sure of the displacement of the model you're looking at. The secret? Both 1800s have painted side panels, while the 1300S' are chrome (chrome colored, anyway). Wheels and tires on the S are still plenty beefy at 140/80-17 in front and 170/80-15 in the rear.

The 1300C seems less an imitation of the 1800C than a modification of the bigger twin. The new-for-'04 VTX 1300C capitalizes on the muscular hot-rod styling treatment of the original VTX, and is the second iteration of the 1300 engine. It carries a taller, skinnier 19-inch tubeless front tire on a cast wheel and has a lighter, more aggressive look thanks to smaller fenders, a narrower, sportier saddle and footpegs instead of floorboards. The huge, hooded headlight is a nice carry-over from the big bike, and the lines work well. The 2-into-2 staggered exhaust is one of the only ways to distinguish the mini from the maxi VTX, which trucks around that monster 2-into-1 pipe. The 1300C's 110/90-19 front and 170/80-15 rear rubber is also substantial.

Fuel capacity for both 1300s is a hefty 4.8 gallons with a one-gallon reserve (more than the 1800). With a claimed dry weight between 641 and 661 pounds, the 1300s are only 90 pounds lighter than the 1800s, though they feel even less bulky at speed. And the positively subterranean 27-inch seat height of both 1300s -- lower than the 1800 -- is sure to inspire confidence in even the most diminutive rider.