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Descended from the 1800cc VTX that turned the world of V-twin cruisers on its ear, hails this retro-style machine bound for boulevard glory. Meet the 2004 VTX: every ounce the bad boy as its big VTX brother, in a more affordable, 1300cc, retro-styled package.
Motorcyclist Magazine--Road Test: Honda VTX 1800
Regardless, the VTX responds with some alacrity to your shoving at the grips and offers completely neutral and predictable feedback. There's little of that aggressive self-centering so common on bikes with big trail numbers, which means riders accustomed to standard-style-or even sporty-bikes will not immediately assume the front tire is underinflated. Finally you've made it to the edge of the city and can open 'er up a bit. You might think that such an outsized, long-stroke engine would be all huff-and-puff down low and keel over at high rpm. But within the context of two 900cc cylinders, the VTX's engine is a paragon of flexibility. Look at that dyno chart: strong at the bottom, as you'd guess, but also hell-for-stout in the midrange, and capable of pounding out the torque right up to the killjoy rev limiter. In fact, the VTX engine produces more than 90 foot-pounds of torque from 2100 to 5200 rpm and is still churning out nearly 80 foot-pounds when the electronics call an end to the proceedings at 5750. Honda has taken some flack for coming late to the big-cruiser party, and with the VTX not only has it answered the call but annihilated the competition. Examples? A Harley Twin Cam 88 (in stock displacement) makes about 63 horsepower and 76 foot-pounds of torque; a Kawasaki Vulcan 1500, 55 and 74; a Yamaha Road Star, 57 and 89.
gizmag Article: Honda's VTX 1800cc
Now it's not a perfect motorcycle by any stretch. The VTX is very heavy, though you'd never know unless someone told you. And its ground clearance is limited, particularly due to that enormous muffler. But 1800cc of motor covers a multitude of sins, and the VTX's fuel-injected 100 cubic inch donk is the baddest in town! Riding the VTX down the beach road on a Sunday morning is like witnessing the parting of the Red Sea. Everyone who rode the bike commented on the Harley's "presence" - cars you would not normally epect to give way are suddenly extremely courteous. Exactly what gets this 'respect", be it the size or the styling, it doesn't matter. It's there, and it's bloody marvelous for your state of mind. The brakes are massive and predictable, and the VTX tyres are big. The braking system is linked with a strong rear bias, so you can brake entirely with your foot. Stopping quickly is just a slight firmer press of the foot brake - the bike squats due to the rear bias, but it stops quickly and feels VERY safe when it does so. Crash stops just require a squeeze of the hand too. In many ways, the VTX is like an automatic, and the really comfy seat and ease-of-use makes for a very cruisey ride.
Dayton Daily News - WHEELS
While there is no mistaking the VTX for anything but a cruiser, this bikes locomotive-like torque curve means its 700-plus pounds of bulk (plus rider) can get hurled to 60 mph in an aggressive fashion Ive never felt from a cruiser. Speaking of letting people know of your presence, the VTX comes with a decent horn for a bike this big. While not ripped off a Buick, the VTXs honker is at least less polite-sounding than the beep-beep of standard Japanese bikes.
Motorcycle Online: 2002 Honda VTX1800
Traditionally, Honda's cruiser line-up has been varied, yet comfortable and reassuring - nothing fancy and certainly not anything risky. So what happens when Honda engineers are given a clean sheet of paper to scribble and doodle on? You get the VTX, that's what. The concept of the VTX started as early as 1995, although the actual design process began in 1996. Honda designers were given a clean sheet of paper to design the nastiest and gnarliest machine around. Of course, a product of that nature doesn't just pop into a person's mind. Usually, inspiration is required and in this case, it came in the form of a 1995 concept bike, the Zodia, that made its rounds throughout the world as a well-received motorcycle show spectacle. Moving to the cylinder heads, you'll notice the traditional Honda dual-plug, three-valve cylinder head design (two intake, one exhaust). The difference between this and other Hondas, though, is the immense girth of the various parts.
Honda VTX1800C Road test by Motorcycle Cruiser magazine
Bigger and badder than any other original-equipment V-twin, the VTX1800 motorcycle not only put Honda in the big-twin battle but escalated the displacement war. But what can the potential buyer expect? From the June 2001 issue of Motorcycle Cruiser magazine. 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. 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.
Honda VTX 1300c Motorcycle Review in Motorcycles at Review Centre
The Honda VTX is the first crusier owned, did loads of research empiricaly and on the net, the lash people speak of you get used to and is due to direct drive system has nothing to do with performance ...
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