2010 Honda VTX

JH2SC660XAK000093

Rebuilt, Rebuildable & Reconstructed

This S T A T E L I N E 1300 is located in las vegas NV..... WE HAVE HAD 100% FEEDBACK FOR 10 YEARS !!! BID WITH CONFIDENCE !!! PRICE WAS $11700 NEW- BUY IT NOW FOR JUST $3900 * * * MECHANICAL DETAILS * * * RUNS GREAT . ONLY 7945 CORRECT , ACTUAL MILES . ATTN CALIFORNIA BUYERS - YOU CAN BUY THIS AND REGISTER IN CALIF AS IT HAS OVER THE NEEDED 7500 MI !!! LOOKS GOOD AS IS OR CUSTOMIZE OR BUILD A FULL BLOWN STRETCHED BIKE - AS HONDA HAS DONE THE STRETCH ! WOW EASY FIX - - - DROPPED ON LEFT SIDE . BIKE DID NOT HIT ANYTHING ,NO FRONT END IMPACT. ALL LIGHTS WORK - READY FOR INSPECTION . NEW BATTERY . DENT TANK & FEW SCUFFS- EASY GLOSS BLACK REPAINT AS BLACK IS LEAST EXPENSIVE PAINT AND NO MATCHINGAND LOW COST PROFESSIONAL REPAINT /REMOVE TANK AND HAVE BODY SHOP REPAINT DAMAGE TO GAS TANK BUT NO IMPACT DAMAGE TO FRONT WHEEL OR FORK ENGINE , CLUTCH AND TRANSMISSION OPERATE PERFECTLY . RUNS GREAT THROTTLE RESPONSE IS PERFECT AND FUEL INJECTED !!! BRAND NEW BATTERY NO LEAKS OF ANY FLUID . NO RADIATOR DAMAGE . FLUIDS ALL FULL AND CLEAN . SEE PHOTOS FOR CLOSE INSPECTION . NEEDS LEFT FOOTPEG RUBBER , LEFT REAR SIGNAL SCUFFED , LEFT MIRROR HAS SEAT TEAR , DENT IN TANK - HAVE REPAINTED , LITTLE SCUFF ON EDGE FRONT FENDER , PIPES HAVE NO DAMAGE - GREAT , DEEP SOUND FOR A STOCK SYSTEM AND LOOKS LIKE CUSTOM PIPES HANDLEBARS ARE NICE N WIDE / BARS APPEAR STRAIGHT AS DOES COMPLETE FRONT END FORK SEALS ARE DRY . TIRES HAVE DESCENT RUBBER . I PERSONALLY HAVE RIDDEN THIS BIKE .I INSPECTED IT BEFORE PURCHASE FROM INSURANCE COMPANY , PURCHASED IT , PERFORMED ALL MECHANICAL WORK , WROTE THIS DESCRIPTION AND TOOK THE PHOTOGRAPHS . MAGAZINE REVIEWS ON THIS BIKE Known as the VT1300 models, the new bikes are powered by the same 1312cc, liquid-cooled, SOHC, 3-valve-per-cylinder, single-pin crank, 52-degree V-Twin the VTX models employed. But instead of inhaling air-fuel mix through CV-style carbs, the VTs benefit from EFI utilizing 38mm throttle bodies.Power gets to the back wheel via a 5-speed gearbox and shaft final drive, just as it did on the VTX models.Honda frames the Sabre as the “pro-street” model in the VT1300 line.Honda has given the VT1300 bikes the general classification of Custom Cruiser in the company’s lineup, but they also each have distinct model names: Sabre, Stateline and Interstate.Eagle-eyed Honda enthusiasts will know that Sabre (V45, V65 and a Shadow cruiser) and Interstate (Gold Wing and Silver Wing) are familiar names in the Honda motorcycle family. Stick with what ya know, we guess…The three fresh-faced VT1300 machines join the Fury – the first of the new VT1300 steeds – as the next generation of Honda’s popular 1300cc cruiser platform. For now we’ll go over the Sabre, with the Stateline and Interstate reviewed at a later date.Following the Fury’s leadFrom April ’09 – when the Fury was unleashed on the buying public – to February of this year, Honda says the mass-produced chopper has been the best selling metric custom cruiser in America. Unfortunately Honda didn’t give out Fury-specific sales figures (surprise!), but we’ve no reason to suspect the Japanese bike-making giant is fibbing.With such a successful product as the Fury, it makes sense that Honda would incorporate a model into the new VT1300 line that’s similarly designed.While the Sabre’s style is reminiscent of its Fury brother; it has a look unique in the VT family. Note the shaft portion looks more like a traditional swingarm and less like a shafty.While the Sabre, like the Fury, runs a 21-inch wheel (90/90-21 tire) up front, the Sabre’s 33.0-degree rake is milder than the Fury’s chopper-ish 38.0 degrees. Honda has pegged the Sabre as the “pro street” model. It has an element of long and low but also tends toward a more muscular stance than does the Fury.And although much is shared amongst all the VT models (some things also carry over from the VTXs), there are a number of key distinctions between the Fury and Sabre:Comparing the Fury and SabreFront SuspensionFury: 45mm fork with 4.0” travel Sabre: 41mm fork with 4.0” travelRear SuspensionFury: single shock w/rebound damping and 5-position preload; 3.7” travel Sabre: single shock w/threaded-collar spring preload adjuster; 3.9” travelRear TireFury: 200/20 x 18 Sabre: 170/80 x 15Wheelbase, Rake, TrailFury: 71.2”, 38.0 degrees, 3.5” Sabre: 70.0”, 33.0 degrees, 4.6”Seat HeightFury: 26.7” Sabre: 26.9”Fuel CapacityFury: 3.4 gal Sabre: 4.4 galCurb WeightFury: 663 lbs Sabre: 664 lbs (679 lbs w/ABS)A couple more subtle differences ‘tween the Fury and the other VT models: The Fury’s downtube is straight, while on the others the frame downtube is curved inward slightly; and the Fury’s swingarm is aluminum rather than steel.Homogeny is found in the brake department. All VT models, including the Fury, run the same setup carried over from the VTX models: a single 336mm rotor gets squeezed by a dual-piston sliding-pin caliper up front, while out back a single-piston sliding-pin caliper grabs a 296mm disc.The smartly placed speedo is fairly easy to take in at a glance. We’re pleased with the Sabre’s overall styling, but the switchgear could use a more contemporary look.Eye of the beholderStyling is almost entirely subjective, however, I think it’s worth pointing out that I found the Sabre far more attractive in the flesh than I did when only gazing at images of the thing. It’s difficult to appreciate the aggressive “curvature” of the fuel tank from photos, but when viewed up close and personal, its clean, custom-bike-like lines are noticeable.Also nicely penned is the shaft drive housing. Honda did an excellent job of integrating/shaping it to look more like a traditional swingarm rather than a big, honking shafty. And the aftermarket-looking (and sounding!) dual exhaust virtually eliminates from view the less attractive right side of the swingarm.Overall the Sabre has smooth, flowing lines, and the uncluttered area between the front cylinder head and frame headstock junction lends to that custom bike look – lessons learned from the Fury.Another nice touch is the speedo’s placement as far forward as possible on the tank. Whether by design or just good luck, this location makes quick views of the instrument panel much easier than if it were placed further down the tank.Switchgear is big, simple and easy to operate. But a more contemporary, updated look or shape for the switches would better tie in the bike’s general style, while also exemplifying the attention to detail for which Honda is known.All that glitters … ain’t metal?The 1312cc engine is well suited to the bike’s intentions. However, some of Honda’s intentions for the engine might be perceived either as good or good for nothing, depending on the bike enthusiast you ask.Honda chose to use chromed plastic covers in various places on the VT1300 engine, and the fender is plastic, too; a decision Honda says its customers were okay with – at least by their indifference if not outright asking for the plastic treatment. The thing sure looks like a gem, though!A sizeable share of the VT engine is covered in plastic. From nearly all the engine case covers to the air cleaner cover to the cylinder heads, high-luster chrome plastic façades spiff up the Twin. Even the headlight nacelle and front fender get in on the non-metal act. Along with cost savings associated with utilizing chromed covers and other non-chromed plastic in lieu of metal, Honda says the chrome should be just as durable as the chrome on metal.Although time constraints prevented us from polling Honda dealerships for hard figures, our collective experience also tells us that replacement costs for plastic OE parts will likely be less than for identical parts made of metal.All this plasticing up, says Honda’s Jon Seidel, was given the go-ahead, so-to-speak, by potential VT1300 customers queried in focus group studies. Study participants didn’t necessarily request the plastic treatment, but according to Seidel they didn’t find using the plastic bits particularly offensive either.This is an interesting contrast to Star Motorcycles’ philosophy of purposely using metal on its bikes in places that plastic would make a suitable substitution; like a fender for example. Star believes using metal instead of plastic adds value to its products.Saddlin’ up to the SabreDuring his time aboard the Fury, intrepid reporter Kevin remarked on the 52-degree Twin’s “rumbling lope” and spot-on fuel injection.Some vibes and shudders are requisite of the V-Twin experience, but as Kevin duly noted, dual-counterbalancers nicely offset the shake, rattle and roll of this single-pin crank Twin, mitigating vibes to a tolerable level without entirely eliminating the feel of a Vee. He also commented on the issue of bumping his right knee against the Fury’s air-cleaner cover; I had a similar experience on the Sabre.The Sabre is an able handler, and reasonably comfortable, too.Kevin also appreciated the “appropriately butch note” from the Fury’s 2-into-1-into-2 exhaust. Since the Sabre and Fury mills are identical, the Sabre’s exhaust is equally burly sounding, to the point that I wondered if it flies just under the noise emissions radar. I rather liked the sound and was impressed by the amount of aural attitude still available in a bike manufactured in today’s seemingly over-regulated emissions environment.Ergonomically the Sabre is reasonably comfortable on jaunts covering at least 50 miles at a time. It might remain cozy for longer stints, but this was roughly the distance between stops during our ride.The forward controls, and narrow, drag-style bar didn’t put my 5-foot 8-inch frame in an unbearable stretch. However, I was positioned such that my backside got a skosh numb, occasionally requiring me to adjust to get the blood flowing again. A fellow rider – taller than I am – had similar comments about a numb bum.This pelvis-rotated-forward/riding-on-the-tailbone position isn’t atypical for a custom-style cruiser, so the Sabre’s comfort was, at worst, better than average.Adjustable-reach clutch and brake levers add a bit of rider fit fine-tuning. Also, for my tastes, I’d prefer a wider handlebar with a degree of “pull back” for a more relaxed position and increased steering leverage, but the existing bar works well enough.For an OE exhaust system, it both looks and sounds like aftermarket.Overall ride quality from the suspension was on the firm side – again, not unusual in this segment. However, the Sabre’s ride comfort was borderline plush in contrast to a number of other custom and custom-like bikes I’ve sampled.Despite a long wheelbase, lazy rake and spindly 21-inch front wheel, the Sabre steered without much effort, didn’t have that front-end “floop” when initiating a low-speed maneuver and was surefooted mid-corner. Not all “customs” can boast of such good handling.Seems most cruiser manufacturers bias a strong rear brake over a potent, or at least functional, front brake. Not so on the Sabre.Its wispy-looking single rotor/caliper up front appeared suspect, but in fact it halted the bike authoritatively with moderate effort – say two to three fingers – at the lever, and provided decent feel. Feel from the rear brake, however, was hedging numb, and stopping power was at best sufficient.Sabre summaryMany customers – not just the Gen Xers and Yers specifically targeted by Honda for the VT models – shopping in this corner of the cruiser market should find plenty to appreciate about the Sabre’s uncomplicated but assertive style, ease-of-use and what we expect will be classic Honda reliability and refinement.Comin’ at ya: the 2010 Honda VT1300 Sabre!An MSRP of $11,799 is where the Sabre’s price tag starts, while the option of ABS adds $1000. The bike comes in either Black or Candy Red, and should be in dealers now. = = = = = = = = = = = = One year ago, Honda knocked ‘em dead with theVT1300 Fury, a shaft-drive, liquid-cooled, fuel-injected 1312cc V-Twin that went as far as a production custom cruiser has ever gone. The Fury was both surprisingly popular and surprisingly fun to ride, so for 2010, Honda introduced three new models based on the Fury platform—the engine, frame, drivetrain and so forth, but less extreme in general and clearly focused on variations within the class.Roughly speaking, Honda sees the new siblings as aimed at 1) the motorcycling vacation group, 2) overnight riders and 3) those who want to go for a ride, by hour, day or whatever.Starting with the top, the most expensive, optioned and heaviest, is the Interstate. As mentioned, this is the 1312cc V-Twin, with a 70.3-inch wheelbase. It comes standard with a full windscreen, leather-wrapped bags, floorboards for operator and occupant, rocker shift, fat tires (17-inch front and 15-inch rear) wrapped in fully valanced fenders, with a claimed curb weight of 712 pounds and an MSRP of $12,749, followed by a catalog of options too large to be detailed here.Styling and design pull no punches. When Harley-Davidson unveiled the FXR line years ago, the old-line Harley guys objected to the frame rails being covered. Too Japanese, they said. So here’s the VT1300, and the designer admitted a touch sheepishly that Honda emphasized the frame members, just as it moved the mass aft and put the key on a panel below the sculpted tank and put a V-shaped object between the engine’s Vee. The buying public may not know where the cruiser profile came from—Open-class TT bikes from the 1930s and ’40s, glad you asked—but they watch TV and know what hardcore motorcycles look like.On the road, there are good reasons for the bags and boards and screen, but on a short hop in good weather, this is one heavy machine. Suffice it that none of the journos on the photo shoot risked feet-up U-turns on a two-lane country road. And the average-size rider must look through the screen, bugs and all.The Stateline is sort of a stripper Interstate, with bags, sissybar and smaller windscreen optional, but it keeps the fat tires and full fenders. The Stateline is also lighter, claimed curb of 672 pounds and MSRP of $11,699, with slightly higher options of ABS or SBS, Honda’s linked-brake system.More checks and balances here: Because the Stateline is lighter, it handles easier, although the fat front tire can slow down response. The riding posture is leaned back, so the small screen deflects some oncoming air while buffeting one’s head. Minus screen, it’s smoother and quieter, but at 70-plus, hanging onto the grips is tiring.Risking the ire of both sides of this divide, the Sabre is the sportster (no initial cap) of the family. The Sabre has the 21-inch front tire and cropped fenders of the Fury, but the steering-head rake is 33 degrees instead of 38 degrees and that makes the wheelbase 70 inches, against 71.5 for the kick-out Fury. In turn, that makes the Sabre shorter and more agile. Claimed curb weight is 640 pounds, 679 with ABS. We’re not talking light, but we are talking lighter.Better still, the pullback bars are pulled back less and the forward-mount pegs and levers aren’t as far forward. Throw a leg over the Sabre, heave it off the stand and your heart picks up the pace. As the English hooligans chant: Here We Go .* * * * The TRANSACTION * * * Our small , personalized dealership specializes in modern , vintage and collectible motorcycles and repairable , lightly damaged motorcycles. Please note our 100 % feedback since 2006 !! so you can be assured of a smooth transaction . EXPLAINATION OF THE " REBUILT " TITLE THAT IT WILL HAVE . AS WITH MOST STATES , YOU TAKE THE BIKE TO DMV INSPECTION STATION FOR A LIGHTING VERIFICATION .YOU WILL NEED TO HAVE ALL YOUR LIGHTS AND SIGNALS WORKING . THEN YOUR DMV WILL GIVE YOU A NEW TITLE IN YOUR NAME . IT IS NOW STREET LEGAL AND WILL STATE "REBUILT " IN THE COMMENT SECTION IF YOU RETAIN SOME PHOTOS WHEN YOU RECEIVE BIKE AND YOU CAN VERIFY ITS LIGHT DAMAGE IN CASE THAT AT A LATER DATE YOU RESELL IT . IT IS A SALVAGE TITLE CURRENTLY BUT WILL NOT BE NOR WILL IT SAY SALVAGE ONCE YOU HAVE INSPECTION PERFORMED [ UNLESS YOU ARE IN CALIFORNIA ] .IT IS BECAUSE OF THIS THAT I LISTED TITLE AS REBUILT IN DESCRIPTION !!!! EVERY SINGLE BUYER OF A SALVAGE BIKE AND TITLE JUST LIKE THIS IN THE LAST 9 YEARS HAS TRANSFERRED THRU D.M.V. SMOOTHLY AND WITHOUT FAULT . NO COMPLAINTSAND WE HAVE HAD 100% FEEDBACK FOR THOSE 9 YEARS . Payment by bank wire transfer or cash. If out of state buyer , customer is responsible for title and plates and taxes in their state . Located in Las Vegas , BALLPARK / APPROXIMATE SHIPPING COSTS FROM LAS VEGAS DEPENDING ON SHIPPER AND FUEL COSTSTO L.A. $150 TO SAN FRAN $250TO SEATTLE $350TO PENNSYLVANIA $500TO ORLANDO $500 we have professional shippers that we can recommend . There are no fees or charges - only the purchase price ! Thank you for your interest , Craig 702 327 7898 cell / anytime for questions or discussion On Mar-15-16 at 11:54:49 PDT, seller added the following information: PRICE REDUCED ON MARCH 15 FROM $ 3700 . TO $ 3333. the reason for the unusual price is so possible buyers will notice the price reduction !