Honda - Test drive results

If you can't ride, you can prepare, so I've come up with some big plans for the King. The most ambitious one is to experiment with a DOT-legal aftermarket pipe from Hacker, along with a tuning package from Lloydz Motor Workz, the acknowledged experts when it comes to hot rod Victorys. Hopefully, we'll be able to realize some serious horsepower-not that this baby needs a lot more-while remaining within both the spirit and the letter of the law.

We'll also be taking this show on the road come summer. For the first time in a while, I'll have some free days, and I plan to make the best of them with extended trips. Speaking of which, the jury is still out on the Kingpin's seat, although I'm leaning toward replacing it, in part because I suspect that somewhere, someone's got one that's just a little more comfy. I'm thinking I'd also like a set of crash bars, just to rest my dogs on, you understand, and maybe a set of HID headlights to cut through the gloom.

Hopefully, the weather will hold for the next week or two, so if the good Lord wills it and the creek don't rise, I'll be able to start racking up miles before cabin fever addles what little is left of my brain.

Honda VTX1300C MSRP: $9599 Caretaker: Cherney Measurements: 5'7" / 30" inseam Odometer: 1150 Miles to Date: 500

I've always preferred Honda's not-as-voluptuous VTX to the 1800 version. When my 1300C arrived, I knew I'd made the right choice; compared with its bigger brother, the most middle VTX handles like a friggin' GP bike. For a machine that weighs in at 689 pounds wet, that's saying something.

Unlike its plodding bro, the diet-conscious VTX steers lighter and seems to have a higher center of gravity. The seating position and saddle manage to better suit my 5-foot-7-inch frame. The forward-skewed controls are positioned where my 30-inch inseam wants them, and the flat drag-style bar is an easy stretch for my stubby arms. Plus, I just plain like the elemental, chopped look of the street-rodded C version.

Course, there's much to bemoan, like gasping starts on cold mornings-the 1300 is terminally carbureted-a cantankerous jacking effect from the shaft, an evil rear suspension and somewhat general malaise in the styling. There's a mere single disc and two calipers doing the braking up front, so I'll be looking to upgrade with new pads and steel lines.

But the 1312cc V-twin engine does have a good amount of poop, it's liquid-cooled, and those rear dampers are preload adjustable. (Though that doesn't help much.)

First changes? I'd like to give it the Mother of All Paint Jobs-it looks like a blanched creampuff right now. And that suspension pogo, coupled with the shaft effect, ain't a pretty combination. I'm hoping a set of new Progressives will even her out in the back, and I've ordered a Peacemakers pipe from National Cycle to add some, er, "character" to the exhaust note-I'll be the first on my block to try the company's new metric version.

Even better, my neighbor Rebecca took delivery of a 2006 model-virtually identical to my 2007-about six months ago and has agreed to let me check in every month or so to see what's what. To date, she's put on about 2000 miles without problems, added a set of Hondaline soft bags, engine guards, a Memphis Shades shield and a custom leather bib. Next up, she says she'll add a taillight modulator out back to brighten up the VTX's fairly dim rear lighting. There's plenty of input coming from all sides, so stay tuned...