Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/128098
l. mokB:,=::P:~::, 414 II one. An automatic choke, via the VTX's EFI system, allows you to go straight to the start button after keying the ignition, which is mounted on the left side of the motorcycle. Press the start button, and the two cylinders immediately fire to life, producing a pleasant but overly muffled thump ... thulT)p ... thump through the VTX's massive two-into-one exhaust system. It has a slight growl when you open 'er up, even more so when it's throttling down, but sweetersounding - not necessarily louder, of course - aftermarket pipes are probably in order here. As expected, the VTX is a very powerful machine; no other V-twinpropelled cruiser even comes close to matching the VTX's output. Of course, the VTX makes most of its power way down low (though it does rev out pret- phounds, It features the longest stroke (112mm) of any Honda engine ever built. Each cylinder has nearly the same volume as a one-pound can of coffee. Take away one of its cylinders and you have a 900cc (okay, 897.5cc) single! Yes, everything about the new-from-the-ground-up Honda VTX1800C is big - really big. VTXtrerne Generally, V-twin cruisers are simple in design, as performance usually takes a back seat to styling and image. Image, however, sometimes does go hand in hand with performance when the image you that want includes being on top of the biggest, baddest, fastest cruiser in town. And that's the image Honda was going for when it decided to take on this challenging project of producing the biggest V-twin cruiser ever built. To do this, however, was anything but simple. There were many big mountains that Honda had to conquer in designing such a mammoth cruiser, like keeping the overall size of the VTX down to a reasonable dimension and retaining the upper hand on vibration. Honda knew that, by solving these two puzzles, everything else would pretty much fall into place. SWinging a leg over the VTX for the first time, you'll probably be surprised by how low Honda managed to keep the bike's seat height. When you consider just how big and tall the cylinders are, it seems almost a miracle that Honda managed to keep the seat height down to just 27.3 inches, so you can maintain solid footing when you're stopped. Honda accomplished this feat by taking a cue from their XR off-road models and creating a drysump lubrication system for the VTX. And to further reduce overall engine height, Honda chose to go with screwand-locknut valve adjusters. Honda also managed to turn a tight situation into a stylish one by bending the bottom of the 4.5-gallon fuel tank up and over the two cylinders, giving the VTX a distinctive look. By keeping the seat height low, the rider still feels as though he is in complete control of the VTX, in spite of its 700plus pound weight and immense size. Wide handlebars also provide good leverage, increasing the rider's authority over the big bike. (Above) No doubt about it, the VTX is a wide motorcycle, but it's still comfortable. (Below) The curved gas tank gives the VTX a distinctive look. IT'S ALL IN THE STARTS Don't bother looking for the choke knob; the VTX doesn't have cue I D n D _ IS • APRIL 4, 2001 13