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Honda VT 1300CX Fury
We understand perfectly if you think
your eyeballs are lying to you. Indeed, the Honda Fury® ABS VT1300CXA appears to
be something from the farthest fringes of the two-wheeled world. Yet it's a
Honda, through and through. Here we have the rolling incarnation of the pure,
undiluted chopper essence, a machine that simply looks right, sounds right and
goes straight to the heart of radical enthusiasts. Yet despite the extreme lines
and head-turning looks, the Honda Fury ABS is backed up with the same fit and
finish, functionality, affordability, quality and reliability built into every
Honda. Who would have ever thought it possible? The Beast Within. Features
Review There’s irony in the fact that Honda, the
“nicest people” company, is now building what in our modern
vernacular is a chopper, a genre previously associated with
ne’er-do-wells, tattoos and hard living. So the question is: In a market segment
with a heavy accent on form over function, can the 2010 Fury
find the right balance? After a day of riding this
outside-the-Honda-box creation, we can reply in the affirmative. If you’ve read our report from the Fury’s
sneak preview, you already know the stretched, flowing design is
an eyeball popper and quite a departure from the normally
conservative Honda. This sleek beauty gives appreciative eyes
dozens of areas to ogle.
Straddling the Fury for the first time, a rider is greeted by surprisingly hospitable ergonomics. My 5-foot-8 bod appreciated the modest reach to the handlebars and the secure footing provided by the low 26.7-inch seat height. Amazingly, the ergos were also well-received by the 6-foot-5 Barry Winfield, another journo on our ride. He praised the Fury for having “one of the better cruiser riding positions” and liked its well-padded seat. Fuel-injection ensures immediate ignition,
and the rumbling lope of the 52-degree V-Twin pleasantly shakes
a rider; dual counterbalancers keep vibes from becoming
objectionable. The 2-into-1-into-2 exhaust produces an
appropriately butch note, louder and meatier than the three
carbureted bikes in the VTX1300 series which use a similar
motor. Indeed, the Fury generally functions as a proper motorcycle. Clutch and shift efforts are quite light and smoothly operating, and the injected the 1312cc mill has immaculate throttle pickup. Being shaft-driven, a rider feels some jacking of the rear end under acceleration, but it’s only really noticeable when you’re riding like a jackass. I occasionally forgot to remember I was on a cruiser, thus I have this info. Suspension is a good compromise of comfort and control, considering the dynamic compromises forced by the slammed look and low seat height. The hidden rear shock benefits from an easy-to-adjust hydraulic preload knob and rebound-damping screw concealed beneath the bike’s right-hand sidecover. Though the initial setting was fine for the 200-pounders in our group, it proved too stiff for my 145-lb weight. It took only about 20 seconds to back off two positions of preload, and the smooth ride I’d hoped for magically appeared.
In recent times, we’ve seen motorcycle
engines pushing the 2-liter mark and beyond, and so the size
queens out there might be underwhelmed by the Fury’s 80 cubic
inches. And yet its moderate amount of power isn’t disappointing
in this application – there was an era not long ago in which
1300cc was about as big as it got, and there’s plenty enough
power on tap here to easily scoot away from cager traffic. Packaging is still a bit of a compromise
with the 1300cc powerplant. The space for a rider’s right knee
has to be negotiated with the large airbox and the rear
cylinder’s offset position and its exhaust header. In
stop-and-go traffic, the radiator’s fan will click on quietly
buts sends only minimal heat toward the rider. The Fury’s horn
is hidden neatly behind the shifter and footpeg. The front rotor, despite looking diminutive inside the large 21-inch front wheel, is a considerable 336mm in diameter. However, the lever needs a good squeeze in order for the twin-piston caliper to bite strongly. Adding input from the rear brake on a long-wheelbase bike like this significantly reduces stopping distances, and the Fury’s 296mm rear disc proves to be powerful while nicely resistant to locking. Honda’s market research says customers
want anti-lock brakes, so beginning this fall an ABS Fury will
be available at a $1,000 premium. The system also includes
Honda’s Combined Braking System of linked brakes, but the
crossover happens solely through the rear-brake pedal; the hand
lever applies only the front brake. If you like the ABS option,
hopefully you also like the black Fury, as that’s the only color
on ABS-equipped bikes. Some may baulk at Honda’s description of
the Fury as “radical.” Sure it’s not mind-blowing in the way a
$60K custom can be, but it’s worth noting that not even
Harley-Davidson has produced a bike with a rake angle so
stretched or a wheelbase as long. So let’s admit that, for the
normally staid Honda, the Fury is radical.
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Any corrections or more information on these motorcycles will be kindly appreciated. |