The Fury gets the wild side of Honda out for everyone to see and enjoy. No VTX or Shadow model has ever featured the engine sibling - the VTX 1300 - and feeds it through an advanced PGM-FI system.
Apparently that's all that should surprise us, but something about the eccentric scenario created by Honda. You take a look at the bike and enjoy finally seeing a veritable Japanese custom motorcycle in front of your eyes and there's that shaft final drive ruining it all. Why? The only explanation is the fact that Honda people can not abstain themselves from delivering a product that is as reliable as they know they can deliver and simply said "the hell with belt drive" and the result is not bad at all, just a little hard to get used seeing.
The transmission is a five-speed unit, like on all the custom bikes, making the Honda Fury ideal both for boulevard and highway cruising, although it's a Honda incineration for the Honda Genuine Accessories department.
What's probably the best of it apart from the bulletproof engine and tranny package is the 38-degree rake. This makes the exposed frame and slim fork suddenly look good, but there's plenty more to this bad boy and it involves style and attitude.
Competition
Honda's move was a very calculated one and they entered the category in which they had the least chances to fail. For example, if they would have taken the VTX 1800 engine, fuel injected it and have it power a custom bike, the Star Raider and Raider S would have still enjoyed a big share of the market though I do not doubt Honda's abilities to make a change in that concern. On the other hand, the Shadow engine was simply too small and the Vulcan 900 Custom already present on the market.
Benefiting of the "class leader" Fury 1300 as we reckon that an 1800cc and 750cc (or maybe 900cc) models will soon follow.
Exterior
If technically the Fury does not radically stand out, stylistically, it is a trendsetter for the Japanese crowd. No other manufacturer before Honda Yamaha and Kawasaki because they deliver cruiser derived models, not choppers. Actually, I'm wondering if chopper builders in the United States would have pulled it through in an outstanding manner.As seen, designers had the simplest approach to it and the Fury seems like a stripped down to its bare necessities although it is not a modified cruising motorcycle, but an all-new chopper. Like on all such motorcycles, the engine is the centerpiece. In this case, a 1,312cc liquid-cooled 52-degree V-twin fully covered in chrome shines beautifully at the middle of the 71.24 inches wheelbase, the longest know of any production bike ever.
The right side two-into-two exhaust is nicely contoured around the engine and gearbox while the silencers try to create that illegal look while still meeting EPA (CARB in California) emission regulations. With the radiator positioned in between the frame's A-shaped pipes, the Fury looks like a no-gap between the front cylinder and gas tank? Not sure what to think, but as long as it makes a point for the 38-degree caster angle, I totally dig it.
Specifications
Year | 2014 |
|---|---|
Manufacturer | Honda |
Model | Fury |
Engine Type | 52° V-twin, SOHC; three valves per cylinder |
Engine Displacement | 1312cc |
Bore Stroke | 89.5 mm x 104.3 mm |
Cooling | Liquid-Cooled |
Compression Ratio | 9.2:1 |
Fuel System | PGM-FI with automatic enricher circuit, one 38 mm throttle bod |
Ignition | Digital with three-dimensional mapping, two spark plugs per cylinder |
Starting System | Electronic |
Transmission | Five-speed |
Final Drive | Shaft |
Rake Trail | 32° / 4.0 in. |
Seat Height | 26.9 in. |
Wheelbase | 71.2 in. |
Front Suspension | 45 mm fork; 4.0 in. travel |
Rear Suspension | Single shock w/adjustable rebound-damping, 5-position spring-preload adjustability |
Front Brake | Single 336 mm disc with twin-piston caliper |
Rear Brake | Single 296 mm disc with single-piston caliper |
Front Tire | 90/90-21 |
Rear Tire | 200/50-18 |
Fuel Capacity | 3.4 gal. |
Dry Weight | 663 lbs. (Wet) |
MSRP | $13,390 |
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