2003 Honda VTX1800C – SN413

Stunning 1 owner from new 6000 miles VTX1800C.

Just serviced and new rear tyre fitted at a cost of over $500.

Unmarked and 100% original, very hard to find like this.

This independent article below sums up the bike.

Honda was curiously missing from the large V-Twin motorcycle cruiser market before the release of the VTX 1800; yet, the company’s smaller Shadow model had been a success, so why hadn’t the big Japanese manufacturer made a greater commitment?

As we all know, bigger is better, especially when it comes to performance cruisers.

Unknown to the public the development of the VTX actually started as early as 1995, the inspiration came in the form of the Zodia.

The Honda Zodia was a wildly popular concept bike that made its way across the world stage from motorcycle show to motorcycle show in 1995.

With its long and low stance with inverted forks, dual-chromed shocks, shaft drive and sleek chrome-hooded headlight, the VTX 1800 was the natural production bike that would follow in its footsteps, albeit slight watered down in terms of its radical design elements.

Five, very quiet years later at the turn of the millennium, Honda unveiled the V-Twin Extreme 1800, or the VTX1800.

The VTX1800 featured the largest displacement production V-twin engine in the world at the time of debut, surpassing the Yamaha XV 1600 and winning the big twin battle, at least for a while anyway.

One of the most formidable production V-twin bikes of its day, according to Honda, the VTX produced 159 Nm of torque at under 3,000 rpm and 101 horsepower at 5000 rpm.

A liquid-cooled, 52-degree V-twin engine with 4-inch cylinder bores and 1,795 cc power the brutish VTX 1800. At the time the VTX boasted Honda’s largest-ever connecting rods and cylinders to accommodate the bore and stroke, each measuring 101mm by 112mm in diameter and stroke, respectively.

The cylinder heads each has a single-overhead camshaft operating two intake valves at 36 mm, and a single 45 mm exhaust. Its two 42 mm throttle bodies supply air to the Denso 50-psi high-pressure fuel injectors. The fuel is delivered through 12 nozzle orifices in each injector, producing an atomized fuel mixture that is highly combustible, for maximum efficiency and power.

The 18.8 kg forged steel crankshaft spins endlessly after being ignited by two iridium tip spark plugs placed in each cylinder. A driveshaft is used to transfer power from the five-speed gearbox to the rear wheel.

When compared to a standard one-piece construction, the crankshaft on the VTX 1800 employs bolted weights to reduce weight by 4 kg and narrows the crankcase by approximately 50 mm.

Offset crankpins help smooth out the power relative to the typical single-crankpin engine which allow for a higher redline, a system first used by Honda on the 1983 Shadow to produce the perfect primary balance.

In addition to this Honda also added dual counterbalance weights on the primary shaft and rubber mountings to reduce the rocking couple vibrations to ensure the rider wouldn’t been shaken to pieces from that brute of an engine.

The engine actually produced such strong “power-pulses” during the prototype stage that the exhaust would try to vibrate its way off the bike. Thankfully Honda resolved this long before the bike hit the dealer showrooms.

The gearbox case houses the oil tank inside of itself within a special closed-crankcase dry-sump oil arrangement. The outcome is an engine that revs more freely for more power and has a lower engine height for better rider ergonomics and a low seat height.

Manifold Air Pressure (MAP) sensors were used as part of Honda’s programmed Fuel Injection (PGM-FI) system’s induction system until the standard throttle position sensor took over at larger throttle opening values.

Additionally, the VTX 1800 included an emission control system that used air injection and a catalytic converter that was controlled by the ECU to lower hydrocarbons, carbon monoxide, and nitrogen oxides to levels that satisfied emissions regulations.

Once the engine starts those handsome chrome two-into-one exhaust system produces a deep baritone of an exhaust note, imagine Pavarotti warming up in a low key. The huge engine has excellent torque down low as you’d expect from a V-Twin and yet, somewhat surprisingly, likes to rev out hard on top.

It makes you question why Honda gave the bike five gears at all because the engine is so adaptable that second gear can manage the majority of speeds for any urban settings and third gear will just let you blast up and past the majority of speed limits even on the faster motorways.

The VTX has the traditional squat, muscular attitude of a performance cruiser thanks to its tubular steel frame. Front wheel travel is 130 mm thanks to a large, 45 adjustable 45 mm inverted front fork and is comfortable yet responsiveness when hitting some rougher road lumps and bumps. While chrome dual shocks with a cutting-edge internal valve system are used for the rear suspension that offers 100 mm of wheel travel for the rear.

To put the VTX’s power to the ground and offer great grip, a wide, low, 130/70R-18 radial front tyre and a more aggressive 180/70R-16 radial rear tyre is mounted on the attractive, satin-finish cast aluminium wheels.

The VTX’s sports prowess is more related to appearance and straight-line acceleration than it is to riding on winding roads. It doesn’t flick into turns like a sports bike does due to its enormous wheelbase.

It turns slowly, and steering feels heavy, but it does corner confidently and keeps a smooth line through bumpy bends as the suspension neatly absorbs the knocks while maintaining the bike’s tracking. Don’t forget it’s a big bike and acts accordingly.

The VTX 1800 comes equipped with a modified linked braking system (LBS) which is linked back to front. Pulling the front hand brake lever activates two thirds of the front brake pistons on each caliper. Stepping on the rear pedal activates both rear pistons, plus the middle piston on each front caliper.

When only the rear brake pedal is used, an inline proportioning valve delivers pressure on the front caliper centre pistons. There’s plenty of feel and feedback, you won’t likely sense that it’s linked, and the system helps you come to a stop, quickly and safely when you call on it to.