Honda VT1300CR

WHAT WE LIKE

Honda's VTX1300 may have quietly shuffled off into the shadows, but the new range of next-gen 'middleweight' Honda cruisers has arrived, led by the chopper-esque VT1300CX and now the retro VT1300CR and sportier VT1300CS.

We'll refer to them as middleweights of the Honda cruiser fleet because, despite the hefty 1312cc engine shared by all three, they're bookended in the range by the VT750 and VTX1800.

The focus of this review will be the VT1300CR, a retro-styled machine that edged out its sportier-styled sibling in the race to the Aussie market by a couple of weeks - you'll find a brief rundown on the VT1300CS at the end of this report, and more information on the VT1300CX can be found in the Bikesales Network news section.

Essentially, what we have here is a fresh take on the familiar long, low and laidback cruiser theme, with a choice of three different flavours all powered by the same, long-established V-twin powerplant.

The VTX1300 remained largely unchanged throughout its seven-year model life (2002 to 2009, although you might still find one lurking somewhere on a dealership floor), but in that time the cruiser scene, and in particular the chopper scene, has flourished. This latest generation then is Honda's attempt to capitalise on those changing tastes and trends, and the mainstay of the trio - the most traditional of the three, if you like - is the VT1300CR.

PRICE AND EQUIPMENT
Topping the list of cruiser criteria is style, so don't be disappointed when we tell you the VT1300CR has little in the way of revolutionary technology, if any. That, however, isn't a criticism - for what we do have here are tried-and-true principles and components, brought together in a wonderfully cohesive whole.

Powering the VT1300CR is a 1312cc, liquid-cooled, three-valves-per-cylinder, SOHC, 52-degree V-twin. If all that sounds familiar, it is - this is the very same engine that powered the VTX1300, introduced in 2002. The power is fed via a five-speed gearbox to a shaft final drive.

Wrapped around that donk is a tubular steel cradle frame, with a concealed rear shock and a 41mm conventional fork suspending the plot at each end. Adjustment is limited to preload and rebound at the rear. The frame tips its hat to on-going custom scene trends in that it features a curved backbone and downtubes, adding to swoopy flowing lines accentuated by a sleek, bullet-style headlight and stretched 16.7lt fuel tank. Combined with the raked front end, the result is one long machine, with a wheelbase of 1780mm.

Slowing the show is a single 336mm disc with twin-piston caliper up front, along with a single 296mm disc with single-piston caliper down the back. The VT1300CR cops ABS and CBS (Combined Braking System) as standard. The CBS sees the rear pedal apply the front caliper as well as the rear, while the front lever actuates the front caliper in isolation.

A tank-mounted speedo features an inset LCD display, which toggles between two trip meters, an odometer and a clock. The VT1300CR carries a retail price of $19,990 (plus ORC) and comes with a 24-month, unlimited kilometre warranty. The model is available in either black or Candy Dark Red colour schemes.

ON THE ROAD
A cruiser's styling is a huge part of its appeal, so let's make a quick lap of the bike and give its tyres a bit of a kick. Honda pitches the VT1300CR as a retro machine, but these days the terms 'retro' and 'cruiser', when used together, give rise to more questions than answers.

Yes it's long and low; yes, it has deeply valanced guards front and back; yes, it has a V-twin engine as a centrepiece - all traditional cruiser fare. However, to my eye, with its flowing tank, sleek headlight, curved frame tubes and blacked-out engine barrels, it's definitely got a more modern twist.

In any case, you can't really argue over the quality of the finish. The paint is top notch, as is this bike's general finish throughout, and although not every chrome component is metal, there's enough shiny stuff here to see you polishing well into the night, if that's your bag. The pullback 'bars looks the part - shiny, and good and chunky - until you reach the controls at each end. Here the pipe diameter shrinks significantly to accommodate the switchgear. That's not a problem in itself, but I thought it odd that said switchgear wasn't mounted flush up against the fatter section of the 'bar - the bits where the difference in diameter occur are quite stark, and could have easily been concealed.

At 312kg ready to roll this is no lightweight, and once you've hauled it out of the garage you'll be thankful to fire the beast up and get it moving under its own steam. The V-twin emits a muted burble through its tasteful twin-stacked pipes, which rises to a throaty but inoffensive note when on the road - you certainly won't be setting off any car alarms in stock trim.

That weight melts away once you're moving, and in general you'd have to say this engine, albeit quite old now, delivers a good and useable spread of midrange grunt. Honda Australia and Honda America don't quote power and torque figures, but Honda Europe and Honda UK do for the CR's sibling, the CX. Given the CR (and the CS) shares the same engine, I thought it a pretty safe bet to include those stats in the specs panel below.

Sure, just under 58hp isn't going to reinvent anyone's world, but it's the torque here that tells the story, as it should in the cruiser paradigm. At 107Nm it's a healthy if not mind-bending dose, but more importantly it's delivered at a super-low 2250rpm. Around town this adds up to pleasing punch, but on the highway it's a different story. At 110km/h you'll need to put a little planning into any overtakes, as at these speeds there isn't a whole lot of go left in reserve.

I've got no complaints about the electronic fuel injection, and all the go is powered down to the ground via a five-speed gearbox and shaft final drive. The gearbox works nicely, but the lower gear ratios are quite spread out - there's a decent gap between first and second, and second and third. Something an owner would grow accustomed to with time, no doubt.

The handling afforded by a fairly conventional chassis and suspension package is surprisingly good. You can hustle this cruiser through a bend at a fair old pace should you wish to, and although it will get a bit of shimmy on should you strike a pothole mid corner, it's really surprisingly good for a bike of this weight and wheelbase. The ground clearance is decidedly healthy, allowing you to make good use of its Dunlop Elite 3 tyres.

The brakes have adequate feel and power - certainly ample for the bike's design brief - and the inclusion of ABS and CBS is a big bonus, providing a safety net that's bound to pay for itself many times over at some point. The 'combined' aspect of the system never raised any eyebrows, even when trailing the rear brake through walking-pace U-turns - a situation where you could really notice the operation of the early combined brake set-ups.

The ergonomics are spot-on. At 188cm (6ft 2in), on many cruisers I find I'm carry a lot of my weight right on the base of my spine, which rapidly becomes uncomfortable. However, no such issues here. The CR features a very relaxed, easy ride position, with good legroom and a short reach to its 'bars. The seat is particularly good - nicely sculpted and compliant. Pillions get the usual raw cruiser-land deal, with a tiny perch. Ensure it's a tiny backside sitting on it - possibly with the addition of either the low or tall optional backrests ($331.82 or $348.78 respectively) and there will be no case to answer.

This is a nicely put together, well integrated package. Sure, its high-speed performance won't set the world on fire, but that's really not what this package is about. The biggest concern here is, I believe, its price. At $19,990 (plus ORC) it's a top-dollar machine - you could pick up a non-ABS Fireblade for $500 less, and that really is the pinnacle of Honda's bike-building prowess. That 20k price tag also puts it within $1000 of Triumph's chart-topping Thunderbird (non-ABS version), with base-model options among the US V-twin marques (i.e. Harley and Victory) not much further beyond that. For you're money you'll be getting a rock-solid package you know will stand the test of time, but you'll need to be a committed Big Red fan for the VT1300CR to defeat all comers in this increasingly competitive niche.

Check out the VT1300CR in Bike Showroom.

SOMETHING ELSE, SIR?
Also on offer are two other Honda 'middleweight' cruisers, the VT1300CX and VT1300CS. The CX is the chopper-esque machine, known as the Fury in other markets, with a long, raked-out front end and wild styling. The CS is toned down in comparison, but a sportier-looking option when put beside the more traditional CR. The CS has an alloy-finish donk with chrome highlights, while the CR's engine is blacked out with chrome highlights. The CS also has a 21in front wheel (versus the CR's 17-incher) and narrow guards (versus the CR's deeply valanced guards). Finally, the taillights are different, with a modern-style job on the CS, and a tombstone number on the CR. Pricing across all three models is the same - $19,990 (plus ORC).