Honda Sabre Crhome Blue
After filtering to the front of traffic, I come to a stop and wait for the light to turn green. I flick the shifter into neutral and rest my hands patiently in my lap. Meanwhile, a lady crosses the road. Her age was difficult to decipher but she could have easily been old enough to be my mother. Maybe even my grandmother. As she crossed, the bright blue menacing figure of my Honda Sabre caught her eye. She paused as she approached, looked me up and down and said, “Nice bike.” I nodded and she continued on her way. “You really do meet the nicest people on a Honda,” I thought.
Why do I bring this up? Because if Honda’s intention with the pro-street-styled Sabre was to intimidate, then it would seem as if it missed the mark. However, there’s no denying that the Sabre — now with a color-matched frame for 2011 — is hard not to look at. Together with all the blue, the presence of chrome hits your eyes like a one-two punch. The centerpiece, of course, being the 1312cc, 52-degree, liquid-cooled V-Twin at the heart of it all. Honda fans may be familiar with this engine as it’s the same unit that powers the slightly more aggressively styled Fury.
The Sabre is part of a trio of Honda Customs which also includes the Stateline and Interstate, all of which share the same engine. While the Stateline is the muscle-cruiser of the bunch and the Interstate the tourer, think of the Sabre as the boulevard bruiser. Its minimalist styling, 33-degree rake, long wheelbase, 21-inch front wheel and low ride height all add a bit of personality that, during our testing, attracted attention wherever we went. Although, amongst our testers, that attention wasn’t always flattering. With its plastic fenders, body panels and various chrome-plated plastic engine covers, T-Rod noted the “plasticized look” makes it feel like an “industrial-sized toy purchased from the 99-cent store.”
Plastic aside, we all agreed that the Sabre’s flowing lines are attractive. Another thing we noticed was a lack of branding on the motorcycle. Nowhere on the (beautifully formed) fuel tank do we see any clue as to what kind of steed this is. The only giveaways are small Honda logos on the body panels just below the seat and a sticker on the rear fender, cleverly placed on top of the paint’s clear coat so those who prefer the stealth look can easily remove it.
Other styling cues we liked include the integration of the shaft drive into the swingarm design. If we didn’t know better, we’d be looking all over trying to figure out how the power reached the ground. Also, the placement of the speedometer high atop the fuel tank in its chrome nacelle delivers a clutter-free and classy view from the cockpit.
Saddling up on the Sabre, a couple things stand out: unless you’re abnormally short, you won’t have any problem reaching the ground. With the seat a scant 26.9 inches off the ground, planting both feet firmly on terra firma won’t be a concern for the vast majority of riders. The other thing we noticed is just how far away the front tire feels from the rider’s perspective. Indeed, the 70.0-inch wheelbase and 33-degree rake definitely inspire leisurely strolls as opposed to spirited runs, and when first getting acquainted with the Sabre, adjusting to the slow steering and long wheelbase took some getting used to.
What didn’t take any getting used to is the lovely sounding, 1312cc, 52-degree V-Twin. At idle it rumbles with a distinct note that just feels right when riding a cruiser. “The Sabre’s exhaust system sounds appropriately burly, emitting a baritone bark that could fool many into thinking it’s a Harley,” says Kevin. The best part is that, while it sounds great from the rider’s perspective, it isn’t overly offensive to the innocent bystander. What is offensive is the airbox cover that juts out ever so slightly past our liking. All our test riders bumped our knees against it during our time with the bike.
Otherwise, forward propulsion feels pretty stout from the Twin — to the tune of 71.2 ft.-lbs at 3200 rpm. However, rowing through the five-speed gearbox is necessary to keep the Sabre in its sweet spot, as horsepower, all 53.9 of it, peaks at just at 4200 rpm before flattening off prior to its low 5100-rpm rev limit. Thankfully, the transmission shifts with typical Honda smoothness.
Why do I bring this up? Because if Honda’s intention with the pro-street-styled Sabre was to intimidate, then it would seem as if it missed the mark. However, there’s no denying that the Sabre — now with a color-matched frame for 2011 — is hard not to look at. Together with all the blue, the presence of chrome hits your eyes like a one-two punch. The centerpiece, of course, being the 1312cc, 52-degree, liquid-cooled V-Twin at the heart of it all. Honda fans may be familiar with this engine as it’s the same unit that powers the slightly more aggressively styled Fury.
The Sabre is part of a trio of Honda Customs which also includes the Stateline and Interstate, all of which share the same engine. While the Stateline is the muscle-cruiser of the bunch and the Interstate the tourer, think of the Sabre as the boulevard bruiser. Its minimalist styling, 33-degree rake, long wheelbase, 21-inch front wheel and low ride height all add a bit of personality that, during our testing, attracted attention wherever we went. Although, amongst our testers, that attention wasn’t always flattering. With its plastic fenders, body panels and various chrome-plated plastic engine covers, T-Rod noted the “plasticized look” makes it feel like an “industrial-sized toy purchased from the 99-cent store.”
Plastic aside, we all agreed that the Sabre’s flowing lines are attractive. Another thing we noticed was a lack of branding on the motorcycle. Nowhere on the (beautifully formed) fuel tank do we see any clue as to what kind of steed this is. The only giveaways are small Honda logos on the body panels just below the seat and a sticker on the rear fender, cleverly placed on top of the paint’s clear coat so those who prefer the stealth look can easily remove it.
Other styling cues we liked include the integration of the shaft drive into the swingarm design. If we didn’t know better, we’d be looking all over trying to figure out how the power reached the ground. Also, the placement of the speedometer high atop the fuel tank in its chrome nacelle delivers a clutter-free and classy view from the cockpit.
Saddling up on the Sabre, a couple things stand out: unless you’re abnormally short, you won’t have any problem reaching the ground. With the seat a scant 26.9 inches off the ground, planting both feet firmly on terra firma won’t be a concern for the vast majority of riders. The other thing we noticed is just how far away the front tire feels from the rider’s perspective. Indeed, the 70.0-inch wheelbase and 33-degree rake definitely inspire leisurely strolls as opposed to spirited runs, and when first getting acquainted with the Sabre, adjusting to the slow steering and long wheelbase took some getting used to.
What didn’t take any getting used to is the lovely sounding, 1312cc, 52-degree V-Twin. At idle it rumbles with a distinct note that just feels right when riding a cruiser. “The Sabre’s exhaust system sounds appropriately burly, emitting a baritone bark that could fool many into thinking it’s a Harley,” says Kevin. The best part is that, while it sounds great from the rider’s perspective, it isn’t overly offensive to the innocent bystander. What is offensive is the airbox cover that juts out ever so slightly past our liking. All our test riders bumped our knees against it during our time with the bike.
Otherwise, forward propulsion feels pretty stout from the Twin — to the tune of 71.2 ft.-lbs at 3200 rpm. However, rowing through the five-speed gearbox is necessary to keep the Sabre in its sweet spot, as horsepower, all 53.9 of it, peaks at just at 4200 rpm before flattening off prior to its low 5100-rpm rev limit. Thankfully, the transmission shifts with typical Honda smoothness.
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