2010 Honda Fury Review –

25 Apr 2015 | Author: | Comments Off on 2010 Honda Fury Review –
Honda Fury

A chopper from Honda?

There’s irony in the fact that Honda, the “nicest people” company, is now building what in our modern vernacular is a chopper, a genre previously associated with ne’er-do-wells, tattoos and hard living.

Honda is known globally as an engineering powerhouse whose RD efforts are second to none in the motorcycle world. But a chopper-style motorcycle, with its extended wheelbase and raked-out front end, forces dynamic compromises not present in other classes of bikes.

Fuel-injection ensures immediate ignition, and the rumbling lope of the 52-degree V-Twin pleasantly shakes a rider; dual counterbalancers keep vibes from becoming objectionable. The 2-into-1-into-2 exhaust produces an appropriately butch note, louder and meatier than the three carbureted bikes in the VTX1300 series which use a similar motor.

One of the Fury’s big tests comes early – maneuvering such an elongated bike around the confines of a small parking lot can cause some anxious moments on some choppers, as they are often afflicted with unexpected responses at low speeds. But Big Red’s chopper is remarkably balanced and agile for a bike with the longest wheelbase (71.2 inches) of any Honda ever created.

A moderately fat 200mm rear tire doesn’t make the bike reluctant to turn like a silly-fat tire does, and the bike exhibits nearly zero front-end flop that is present at low speeds on many other raked-out cruisers. Even feet-up, full-lock U-turns on a two-lane road don’t present much of a challenge.

Indeed, the Fury generally functions as a proper motorcycle. Clutch and shift efforts are quite light and smoothly operating, and the injected the 1312cc mill has immaculate throttle pickup. Being shaft-driven, a rider feels some jacking of the rear end under acceleration, but it’s only really noticeable when you’re riding like a jackass.

Honda Fury
Honda Fury

I occasionally forgot to remember I was on a cruiser, thus I have this info.

Suspension is a good compromise of comfort and control, considering the dynamic compromises forced by the slammed look and low seat height. The hidden rear shock benefits from an easy-to-adjust hydraulic preload knob and rebound-damping screw concealed beneath the bike’s right-hand sidecover. Though the initial setting was fine for the 200-pounders in our group, it proved too stiff for my 145-lb weight.

It took only about 20 seconds to back off two positions of preload, and the smooth ride I’d hoped for magically appeared.

In recent times, we’ve seen motorcycle engines pushing the 2-liter mark and beyond, and so the size queens out there might be underwhelmed by the Fury’s 80 cubic inches. And yet its moderate amount of power isn’t disappointing in this application – there was an era not long ago in which 1300cc was about as big as it got, and there’s plenty enough power on tap here to easily scoot away from cager traffic.

Honda Fury
Honda Fury
Honda Fury
Honda Fury
Honda Fury
Honda Fury
Honda Fury
Honda Fury


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