Honda VTX1300C
The Goldilocks EffectNot too big or too small, Honda's 80-inch VTX is just rightNobody has to know you didn't buy the big one. Aside from a few subtle cues-staggered duals in place of the bigger twin's single muffler, a conventional fork, one front disc and slightly less majestic cylinders-the VTX1300C is pretty much a dead ringer for its more intimidating big brother. It won't light the 170/90-15 rear tire at green lights, but the 77 lb.-ft. of torque that come online at 3000 rpm generate persuasive forward motion, along with enough lightly sanitized thumping and thudding to let you know there are two sizeable slugs at work down there. One urban U-turn and you develop an endearing appreciation for the 1300's more manageable mass for such a sizeable lad.
Before Honda started the displacement race five years ago, a 1312cc V-twin was big. Unless you buy the my-what-big-pistons-you-have brochure copy that insists we need two liter-sized cylinders to measure up, it still is. Flanked by a pair of balance shafts that cancel objectionable vibes, the 1300's single-pin crank stirs up the timeless, off-kilter cadence. Roll up to freeway speeds and Honda's 52-degree V-twin is a pleasant blend of character and all-day smoothness. It lunges from 60 to 80 mph in just less than 5 seconds with the five-speed box in top cog-quick enough to preclude an unseemly shift to fourth.
Size matters most in the saddle. Climb aboard and the 80-inch VTX feels huge. Enormous. For all intents and purposes, colossal. There's plenty of room to stretch out and watch 140 miles or so of tasty scenery slide by between fuel stops. And when it's time for fuel, this interpretation of the big twin digests mid-grade unleaded as happily as super. That saves 50 cents every time you fill 'er up. A lone 38mm carburetor prepares said fuel for combustion instead of fuel injection, which means thumbing a choke lever on cold mornings and turning a tap to reserve to unleash that last gallon. But if Wyatt and Billy didn't need EFI, do you?
Masters of the obvious will have already surmised this ain't no sportbike, but the shift linkage grinds hard enough in left-hand corners to convince the less perceptive. And slowing 689 lbs. (wet) of motorcycle with one 336mm disc takes time and effort and carefully premeditated corner trajectory. Still, it's a nice enough ride for leisurely backroad trolling. Make that smooth backroad trolling: The only genuinely painful concession to that almighty bottom line is a harsh ride from cheap, short-travel suspension bits. If your significant other is coming along, let's just say a pair of quality shocks is a small price to pay to prevent domestic discourse. Or chiropractic care.
Nobody here expects Pearl White perfection for $9699, but Honda delivers a whole lot of motorcycle for the money. At that rate, there's enough in the budget to put back what the accountants left out, with enough left over for a weekend excursion or two. That really ought to get the neighbors going.
Price: $9699
Engine type: l-c 52-degree V-twin
Valve train: SOHC, 6v
Displacement: 1312cc
Transmission: 5-speed
Measured horsepower: 60.3 bhp @ 5000 rpm
Measured torque: 77 lb.-ft. @ 3000 rpm
Frame: Tubular-steel double cradle
Front suspension: 41mm fork
Rear suspension: Twin shocks with adjustable spring preload
Front brake: Two-piston caliper, 336mm disc
Rear brake: Single-piston caliper, 296mm disc
Front tire: 110/90-19 Dunlop F246
Rear tire: 170/80-15 Dunlop K555
Seat height: 27.5 in.
Wheelbase: 65.5 in.
Fuel capacity: 4.8 gal.
Dry weight: 641 lbs.
Contact: www.powersports.honda.com