Motorcycle USA added a few custom touches to this 2011 Honda Fury which is traveling around with the IMS tour as part of the Ultimate Custom Builder Bike Shows. The custom Fury will be awarded to one lucky winner who casts a ballot in the ‘People’s Choice’ category at the show.
Our first step was to clean up the Fury’s rear end which we accomplished by lowering the fender, adding a Low and Mean custom rear fender and LED lighting system and an Accutronix side mount license plate holder.
be giving away a custom 2011 Honda Fury, which we were excited about. We’ve had a bunch of parts off our prior Honda Fury project laying around the office with killer old-school gold metal flake and pinstriping by the talented troupe up at Cutting Edge Illusions out of Eugene, Oregon, just begging to be put on display. The paint catches every glimmer of sunlight and the striping is edgy and clean. Unfortunately, we had to return our prior project before we had a chance to get everything reassembled, so we were excited for a chance to finally see the parts actually on a bike. But we were nervous because we only had three weeks to get the bike up to our HQ in Oregon from LA and get the work on it done. This didn’t allow for much time to scramble for parts, get some powder coating done, and get everything put together in time to deliver the bike to San Mateo for the first round of the Ultimate Builder Custom Bike Shows.
The stock 2011 Honda Fury fortunately came with a black frame and wheels, which matched up well with the gold metal flake, so we had a solid starting point. Our first goal then was to tidy up the look of the rear end. For this, we looked to our friend Chris Hagest over at Low and Mean (L&M) for a little help. Low and Mean is at the forefront of creating aftermarket parts for metric cruisers and came through in a big way by sending over the L&M Honda Fury Lowered Rear Spring, its Honda Fury Reaper front fender, rear fender, and LED brake light.
Seeing how swapping out the spring would be the trickiest part, we started there first. Installation required putting the bike on a lift to take the weight off the rear tire. The stock shock was then removed. After that, the top clevis and set screw had to come off so the stock shock could be compacted on a shop press. L&M’s lowering kit comes with a spring tool, but you’ll need a piece of scrap metal to put between the shop press and the L&M spring tool. From there, it was a matter of compressing the shock until the round clip was exposed and then removed. The shock was then decompressed so that the spring could be replaced. With the new shock in place, the top section of the shock was then reinstalled with special attention placed on making sure all parts were in the correct order. The shock then had to be compressed again using the L&M spring tool and the round clip was slid back in place. After releasing the pressure applied by the shop press, the shock was removed, the set screw and top clevis were put back in the stock location, and the shock was reinstalled on the bike. L&M suggests setting pre-load to low with the new spring. Aesthetically, it makes a dramatic difference, eliminating the big gap between the rear fender and tire. The change can also be felt by the rider because it drops you more “in” the bike and it rides more like a low rider. Granted, we gave up a little ground clearance as it dropped from 5.5 inches of clearance to 4, but the new look is worth it. Riders just need to dial in the pre-load via the adjustment knob behind the side cover to set it for the stiffness they prefer.
The Low and Mean Reaper Front Fender is shorter in the front and longer in the rear and has a more custom cut than the stock fender. (Below) Now that’s some wicked pinstriping.
With the new rear spring in place, we replaced the old rear fender with an L&M Honda Fury Rear Fender that is longer in back and is said to be stronger than the stock fender. It’s a direct bolt-on replacement, but there are a few catches. We opted to ditch the passenger pad in our conversion to a solo-riding bar hopper, but if you plan on riding two-up, let L&M know beforehand because they will drill an extra hole for the seat screw and will cut off the fender ears for the passenger foot pegs.
To keep the new fender clean, we ditched the stock turn signals sticking out on both sides for Low and Mean’s Honda Fury LED brake light because the rear fender is already cut to accommodate the thin LED strip. What a difference. The rear end looks ultra-clean now and the LED strip is almost unnoticeable until you hit the brakes or flip on the turn signals. The final touch was relocating the license plate holder from hanging off the rear fender to the left side and replacing the stock one for an Accutronix side mount license plate holder. Attaching the Accutronix license plate holder required removing the swingarm bolt and washer so we could slide the mounting block and small spacer onto the swingarm, but the Accutronix plate holder uses the stock mounting bolt and washer to simplify the process. The wiring was then routed up and under the seat where it was attached to the factory license plate light wires.
With the rear end tidied up, we set about swapping out the forward controls. Accutronix came through large again with a sweet set of its Diamond “Night Series” forward controls and front rigid pegs. Accutronix Fury Forward Control Kits come complete with everything you’ll need, including hardware, shift and brake rods and foot pegs. We started out by swapping out the brake side controls, taking off the stock foot peg and bracket and separating the brake line at the junction of the tranny. The stock master cylinder mount had to come off, too, and then the wires to the brake light switch had to be cut. This allowed the brake line adapter to be installed and the braided line to be attached. The controls were then screwed into place and Loctited down. The brake hose was reattached to the master cylinder and wire terminals were attached to the wires we cut earlier so they could be heat shrunk and plugged into the new brake light switch. After that, the brakes were bled and the brake lights were checked to make sure we hooked everything up correctly. Installation on the shift side required removal of the big plastic transmission side cover before we could start. The swap overall was fairly straight forward with a little finesse required to thread the shift linkage and lining up the heim joints. But what a dramatic difference the Accutronix foot controls make. The “Night Series” means they’re black and tie in perfectly to the color scheme of the bike, they make the bike look classier, and action at the new shift lever is smooth and deliberate.
(L) Cutting Edge Illusions out of Eugene, Oregon, did a super job of splashing our Fury project in gold metal flake. (M) This is one of our favorite components of the project. Not only does it give it a hot rod look, the Cobra PowrFlo Air Intake adds a bit more snap at the throttle, too. (R) A set of Cobra Speedster Swept Pipes in black add a bigger bark to our Fury project bike.
We sought to spice up the Honda Fury project’s performance a bit after that, so we enlisted the services of our friends over at Cobra USA. Cobra was on it. In two days a set of Speedster Swept Pipes and PowrFlo Air Intake System, both in black, arrived in our office. We were more than eager to replace the bulky, plastic housing of the stock air intake and to roll with pipes that better match the smooth lines created by the Fury’s great-looking tank. We’ve already thoroughly documented the install of Cobra’s Speedsters in our 2010 Honda Fury Project II – Cobra Pipes article, so we’ll move on to the PowerFlo Air Intake. We couldn’t get the bulbous stock right side air cleaner off fast enough. After that, we put the new velocity stack, mounting plate, throttle spacer and throttle body adapter together using the four stock air box screws. The next part was a little tricky. The stock throttle body adapter hose clamp had to be removed from the rubber seal on the backside of the throttle body adapter and flipped 180 degrees before being reinstalled to the rubber seal. Then the clamp had to be rotated 90 degrees counter-clockwise so we could reach the screw from the lower front side. It’s cool that Cobra includes a fuel injector cover because the last time we went with a Roger Goldammer G Force Smooth air filter which left a bunch of wiring and connections exposed. With the fuel injector cover in place, the mounting plate assembly was reattached, a K&N filter was placed on the velocity stack, and the intake screen and cover were bolted on. The end result looks great. The Cobra PowrFlo Air Intake looks like the blower off a hot rod and the pipes provide a much bigger bark. Though we didn’t have time to throw it on the dyno, the Cobra Speedster Swept Pipes gave us a 3.92 lb-ft boost in torque and a 4.73 hp gain measured on our 2010 Honda Fury project bike. We did take it out for a test run on the streets, though, and can vouch that it’s got more snap at the throttle, sounds brawny, and looks much more stylish.
With that done, it was time to clean up the Honda Fury project’s front end. The L&M Reaper Front Fender went on without a hitch. It is shorter in the front and longer in the rear, so it should deflect more debris kicked up off the road. The Reaper Front Fender is made of a high-end fiberglass composite that’s hand-laid and L&M has made the process as easy as possible because it’s a direct bolt-on replacement with all hardware and instructions included. We had time to get the bars and speedo housing painted black to match the scheme of the bike, but then our luck ran out. We were out of time.
Though we had some great Roland Sands bars and AFT Customs Risers, a Grip Ace digital switch system and some slick Accutronix hand controls to go on it, too, a few hangups and the lack of time to deal with them meant this was as far as we could get before it had to be whisked away to San Mateo, California, for the first IMS of 2012. Regardless, this thing still looks pretty sick. The paint on it really sets it apart, it looks slick since it’s been slammed, and it’s got a bit more pop than the standard Fury.
The best part is, this custom Fury could be yours. Be sure to check it out as it travels around with the IMS tour and vote in the Ultimate Builder Custom Bike Show so you’ll have a chance at owning this beauty. Everybody who casts a ballot in the “People’s Choice” award is automatically entered to win. The winner will be randomly selected at the conclusion of the tour in Daytona Beach during Bike Week this spring. Until then, be sure to check back here at Motorcycle USA after every IMS for the results of each round of the Ultimate Builder Custom Bike Show.