Honda made quite a stir last year in the cruiser segment when it introduced its first factory chopper, the 2010 Fury.
Honda made waves in the cruiser segment last spring when it announced that it was releasing its first factory chopper. Using the proven performance of the VTX1300 engine as the motorcycle’s foundation, Honda built a high-necked frame, pushed the front wheel out at a 38 degree rake angle, beefed up the backside with a 200mm rear tire and called its latest creation the 2010 Fury. Better yet, Honda’s new scoot sported a very reasonable $12,999 sticker price. Punching in at almost $10K less than most factory production bikes, the Fury’s low price point means there’s enough change left over to convert the stock bike into a cool custom chopper.
One of the grievances we had while testing the stock Fury is the modest power of its 1312cc engine. Don’t get us wrong, it’s not a bad platform to start, but most of its torque comes on and signs off early. Just look at the dyno numbers – 56.23 hp at 4300 rpm and 71.32 lb-ft of torque at 3100 rpm isn’t going to make anybody shake in their boots. Smooth and reliable, undoubtedly, but also fairly tame.
So when we learned that Jim Guiffra of
AFT Customs had a high performance piston and cam kit for the Fury, we knew where we were headed for the first step in hopping up our Fury project bike. Guiffra has two World Champion titles in
If the rear cylinder wasn’t so close to the backbone, this job may have been possible without pulling the engine. But it is, so the mill had to come out first.
the Metric Class at the AMD World Championships in his name and specializes in customizing metrics. Hoping to get more out of the VTX1300 engine, we delivered the Fury to his shop in Martell, California and let him work his magic.
Jim started off by stripping it down. For do-it-yourselfers, Jim recommends using the factory manual, but this isn’t a Shop 101 job. Jim put in over 12 hours of labor into the engine upgrade, and he’s a pro. It’s a top-end overhaul, so unless you know what you’re doing, have the work done by a professional. Getting the engine out was the hardest part. If it weren’t for the rear cylinder being tucked in so tightly to the backbone, the job could have been a lot simpler. But the fuel injection and other wiring runs internally so the conversion is a time-consuming process. One tip Jim offers is to take off the front cylinder completely first which makes it lighter and easier to maneuver.
The Fury’s engine upgrade begins with new lightweight, high-performance 11:1 flat top pistons and hard-weld racing cams, but that is only the beginning. We also sought to boost air flow, so Jim installed a
Roger Goldammer G Force
The new stainless steel Goldammer air filter is a big improvement over the bulky, plastic cover it replaces.
Smooth Air Filter for us as well. Goldammer’s air filter was built for Harley Big Twins, but an Accutronix air cleaner adapter (Drag Spec. #1010-0758 $104.95) solves that problem. Goldammer originally made the air filter to fit a D&M adapter, but he plans on drilling out a few to match the Keihin CV adapter plate used by Accutronix to fit the Fury, so if you like the look and plan on ordering one from Roger, be sure to specify.
To put on the air cleaner adapter, remove the four screws holding the stock air cover and filter in place, remove the bolts for its housing, and remove the two breather hoses from the air cleaner adapter but leave the throttle body boot attached to the throttle body. Next, begin installing the Accutronix Air Cleaner Adapter and Bracket by feeding the adapter’s threaded inner ring onto the throttle body rubber boot flange, thread two button head screws into the inner ring lower tab holes, then install the bracket onto the inner ring. After that, bolt on the air cleaner and gasket, install the breather hoses on the 90-degree elbows and tighten everything down.
The new stainless steel air filter is an instant improvement. The bulbous, plastic air cleaner is replaced by a streamline, stainless steel handcrafted Goldammer original. The smooth tear-drop shape mirrors the slim, tapered design of Fury’s tank. It even has a thin ridge down the middle that matches the ridge running down the middle of the bike’s tank.
As far as engine modifications go, the
AFT Customs High Performance Cam and Piston Kit gave us a 10.24 hp and 4.78 ft-lb boost in power, with peak numbers of 66.47 hp @
The AFT Customs Cam & Piston Kit was good for a gain of 10.24 hp and 4.78 ft-lb of torque.
5100 rpm and 76.18 ft-lb @ 3600 rpm. It injected the engine with a little soul and now it runs more like the way it should have coming from the factory. It has more hit from the get, more pop on top, a richer sound from the pipes and a deeper pulse at idle. Before even getting the Cobra Speedster Swept pipes on, my wife said she could hear me a few houses away, which was a first.
Now that we’ve got the engine running more the way we wanted, new Cobra pipes and a Fi2000 install is next. Tune in next week to see what numbers adding new pipes and a fuel management system provides.
Goldammer’s smooth tear-drop shaped air filter mirrors the slim, tapered design of the Fury’s tank perfectly.
AFT Customs High Performance Cam and Piston Kit – $995
The complete kit from AFT Customs lists for $995 + shipping. There is a separate core charge that also applies unless you can send Jim the OEM camshaft.
Roger Goldammer G Force Smooth Air Filter – $350
Accutronix C1627-C Air Cleaner Adapter and Bracket (Drag Spec. #1010-0758) – $104.95