Made in the USA: look, buyers took the plunge. Because nothing beats a Harley-Davidson. Or it should be a VT 1100 cc Honda Ace. And it does its utmost to resemble a Harley, from the time when they were not only assembled in the USA. Friend Victor is happy about it in a somewhat chuckle-like way. He is too 'young' to be infected with the legendary Harley virus. He was uninhibitedly looking for a cool, classic or youngtimer V-twin. And so ended up with his VT1100. “Funny: Harleys look exactly like my Honda!” Because it offered the straight line that Victor valued so much. Those Hondas have indeed been made in Marysville, Ohio since 1985.
Just like a Harley!
And that while Honda had succeeded so well in making the VTs look really convincingly American. The 1100 cc twin with offset crank pins and two spark plugs, three valves and an overhead cam per cylinder was a lot more modern than the Harleys – with which they did share the hydraulic valve lifters. The clutch was also hydraulically actuated. And of course the V-twin had an electronic ignition. The Honda block, which seemed convincingly air-cooled, was liquid-cooled. It was funny that the VT1100 had the smallest displacement of its playing field. That was evident in all his achievements. The models that met the California emission requirements yielded even more, if that is important to you.
But the 1100s were certainly not moving roadblocks
The suspension and damping were American soft to week. On the front side. The case has rock-hard suspension at the rear. With that, the VT clearly fell short on bad road surfaces. But for endless rides on the highways of Arizona or the Afsluitdijk, such a thing was and is a winner. Only you will certainly suffer from your back on those long rides. And in its day it was mind-bogglingly cheaper than the Harleys.
Victors Honda is not an early four-speed one
There the bins broke down so often that parts are no longer available for them. So a good one with a four-speed gearbox is a collector's item. At low speeds, the steering wheel has a tendency to fall into the bend. And you don't have to drive it so dynamically to make sparks in those same corners. But such a VT is not used for that. With 'from' prices of around € 2.500 you can have a lot of fun with the current traffic picture. And there are – also used – a lot of 'cool' accessories for sale.
More original than 1400 CC Intruders
It is funny that a lot of 1400 cc Suzuki Intruders have been tastefully renovated or not, but that many VT's are only decorated with stuff that does not interfere with Honda's ideas. Such a 1100 cc Honda V-twin is not seen as a resounding classic. But it's dated enough to give it that old-fashioned motorcycle feel. And to relax. For a decent price. And for that money you also get a cardan.
Despite the many sold numbers, these are sure to become classics (if they aren't already).
The prices of VT1100's have increased considerably in the last 2 years. Prices are also very high at our BE or DLD neighbors, even higher than with us.
And then such a 'pseudo Harley' also has a cardan drive. Harley, 'eat you heart out'
I would say. A more perfect and probably more reliable bike, too.
Nothing wrong with that, right?
What is American?
It could be interesting to historically map USA motorcycle brands. Where did the founder come from?
In the car world: Chevrolet was originally of Swiss origin. Ford originally Dutch or Belgian.
Not that this says anything else, but it's fun facts.
And almost all American motorcycle brands once started with a copy / clone of a French De Dion-Bouton single cylinder…
Hallie tried to capture the V-twin during the time of the Japanese custom invasion, but completely ignores the fact that (probably) Curtiss came up with it.
Translation from an internet link:
There is an old story about a meeting of Louis Chevrolet with American millionaire and racer William K. Vanderbilt Jr.
Vanderbilt was on vacation in Europe and was looking for a mechanic to fix his bike. The story goes that while having his bike repaired at Roblin's, Vanderbilt observed Louis's ability to repair his bike and invited the young Chevrolet to come to America, suggesting that there were great opportunities for someone with his skills. Many young men of that time took part in cycling races in the Beaune Hills. Not only did Louis participate, but he also won numerous cycling races. In his teens, Louis lost interest in the bicycle and became a well-groomed six-foot driver, a job that required riding skills and technical knowledge. Before the turn of the century, Chevrolet meets Henri-Emile Bourassa at a waterfront tavern in Montreal and stays at the Bourassa's house for some time before leaving for New York. Bourassa, who came from a family of furniture makers, turned to automobiles and made his first car in 1,80. Chevrolet, who later wanted Emile to join him in Detroit, stayed in Montreal, however. He built his last car in 1899 with a Rickenbacker chassis.
Louis, known for racing Darracq's two-wheelers, leaves Roblin and takes a job in the Mors and Darracq Company mechanical shops. Darracq built the well-known Gladiator bicycles, but Louis was introduced to the Darracq internal combustion engine. This event would pique his interest and Louis began to study the 4-cycle engine. Some time later, he worked for Hotchkiss and De Dion-Bouton, who also opened branches on Church Lane and 37th Street in Brooklyn, New York. At the turn of the century, he emigrated to Montreal, Canada and was able to find work as a driver. He then moved to the De Dion-Bouton “Motorette” Company headquarters in Brooklyn.
In the course of 1902, De Dion-Bouton “Motorette” Company closes and loses its position. He hears of his father's passing and encourages his mother Angelina and his family to emigrate to America. The Chevrolet family leaves Havre and arrives in Brooklyn, May 2, 1902 aboard the sailing ship SS La Savoie.
Louis eventually worked for Fiat in Manhattan. In the course of 1902, now known for his great mechanical skills, Louis makes his new career in motorsport after observing major car races during the First Vanderbilt Cup Race on October 8, 1904. Two new 75 HP Fiats would win the Vanderbilt Cup. racing with Paul Satori at the wheel of the Vanderbilt Racer and William Wallace at the wheel of the other. NYC Fiat distributor E. Rand Hollander assigned backup driver Louis to participate in his first race at the Hippodrome near Morris Park.
~Thank you for that
In marketing, the truth is of secondary importance