2010 Honda Other on 2040-motos

Firing up the Stateline, the first thing that’s immediately noticeable is its contrasting rider triangle compared to the Sabre. The bars are noticeably wider and higher. The reach to the foot controls is the same, but the seat is a little wider, and the combination positions me in a more relaxed upright riding posture. The extra sweep to the bars gives the illusion that the cockpit is smaller. The speedo sits even lower in my line of sight and is difficult to see.
 
The launch from a standstill is facilitated by the seamless fuel delivery of the PGM-FI. The powerband delivers good low- and mid-range torque, but lacks a little up top. Coming around a bend and over a rise, a California Department of Transportation truck painting a white stripe has traffic backed up. Our group doesn’t see it until we come blasting over the rise, resulting in an emergency braking situation. The 336mm big front disc with a twin-piston caliper has the feel but not a very aggressive bite. I mash the single-piston caliper on the 296mm disc on the rear, and granted the brakes don’t lock up easily, but the combination still isn’t providing enough power to bring a 672-lb bike to a halt for my liking. The front is the better of the two, and the back definitely is a little soft. 

2010 Honda Stateline Specs

Engine – 1312cc liquid-cooled 52° V-twin 
Bore/Stroke – 89.5mm x 104.3mm 
Compression Ratio – 9.2:1
Induction – PGM-FI with automatic enrichment circuit, one 38mm throttle body 
Ignition – Digital with 3-D mapping, two spark plugs per cylinder 
Valve Train – SOHC; three valves per cylinder 
Transmission –  Five-speed 
Final Drive – Shaft 
Front Suspension – 41mm fork; 4.0 in. travel 
Rear Suspension – Single shock; 3.9 in. travel 
Front Brake – Single 336mm disc with twin-piston caliper 
Rear Brake – 296mm disc with single-piston caliper 
Front Tire – 140/80-17 
Rear Tire – 170/80-15 
Wheelbase – 70.1 in.
Seat Height – 26.7 in.
Curb Weight – 670 lbs (claimed wet weight) 
Rake – 33° (Caster Angle) 
Trail – 4.6 in. 
Fuel Capacity – 4.4 gallons

Heading into a curvy section of CA-79, the wider tire feels more planted on the road, but the wider bars require more action in the twisty stuff in comparison to the Sabre. The four inches of travel on the front has enough give to smooth out road imperfections, but the hidden single shock on the rear doesn’t allow for any adjustment and its 3.9-inches of travel doesn’t give much and provides a rigid ride.

Switching to the Interstate, the ride quality is the same. I find the heel-toe shifter is much more rider-friendly than the standard foot controls of the other two, but it did resist shifting down into first gear on the first kick numerous times. While

sitting at idle waiting my turn for photo passes, the engine emits nominal heat. I’ve mounted a GoPro camera on the tank which brings to light the amount of vibrations in the tank area, but it doesn’t transfer to the hand and foot controls. The windscreen is large, sitting just below eye level, but it doesn’t provide much protection from buffeting. I’m wearing a half-shell helmet and I’m getting a face-full of hot air, but it is deflecting the blast away from my chest.

Honda’s 2010 VT1300 Series covers the gamut, from what Big Red hails as its ‘big impact bike’ in the form of the Fury to a boulevard-cruising pro-streeter in the guise of the Sabre. The range includes a big-fendered cruiser with more traditional styling and a bike factory-equipped for the long haul. The styling of the VT1300 Series is a big leap forward for the traditionally conservative Japanese manufacturer. But the bikes maintain Honda’s reputation for performance and reliability. It’s an ambitious venture for the company, but Honda believes that there is enough variation in the VT1300 Series to appeal to almost every area of the cruiser demographic. With almost 83,000 VTX models sold, it’s hard to question their reasoning.