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HONDA VTX 1300 and 1800 TRIKE CONVERSION KITS
You love your VTX , right? Well, here’s your chance
to get many more years and hundreds more comfortable,
confident riding-miles out of it …. Champion has responded to
your needs and is very proud to announce its latest addition to
a fast-growing fleet of increasingly popular trike conversion kits!
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1800 VTX Conversion Models
2004 - R, S
2005 - R, S, F
2006 - R, S, F
2007 - R, T, F
2008 - T, F
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1300 VTX Conversion Models
2004 - C, S
2005 - C, R, S
2006 - C, R, S
2007 - C, R, S
2008 - C, R, S
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Standard Features
Custom-built “Zero-Flex” swing arm
Custom-built (replacement) Progressive rear suspension system
Reinforced fiberglass body construction
High performance rear disc brakes
Tires mounted and balanced, on aluminum alloy wheels
Extra-large trunk accommodates full-face hemets and includes over-wheel storage
Proprietary design by Champion - Lightweight Left Hand Drive Differential. Other manufacturers
mounting similar cruiser style motorcycles merely turn their standard differential upside down, creating
lubrication and performace problems.
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VTX 1800 SPECIFICATIONS
| Overall Width | 55.5" |
| Overall Length | 108.06" |
| Overall Length (w/ EZ-Steer) | 111.75" |
| Wheelbase | 72.44" |
| Wheelbase (w/ EZ-Steer) | 76.125" |
| Load Capacity | 640 Lbs. |
| Tire Size | 205/70/R15 |
| Suspension | “Zero-Flex” swing arm and two new (replacement) Progressive coil-over shocks |
| Brakes | High-performance rear discs |
| Storage Capacity | 6.75 cubic feet – 3 full-face helmets. |
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VTX 1300 SPECIFICATIONS
| Overall Width | 55.5" |
| Overall Length | 106.875" |
| Overall Length (w/ EZ-Steer) | 109.875" |
| Wheelbase | 71" |
| Wheelbase (w/ EZ-Steer) | 74" |
| Load Capacity | 640 Lbs. |
| Tire Size | 205/70/R15 |
| Suspension | “Zero-Flex” swing arm and two new (replacement) Progressive coil-over shocks |
| Brakes | High-performance rear discs |
| Storage Capacity | 6.75 cubic feet – 3 full-face helmets. |
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Available Options:
Primer, paint-ready body
Single or two-tone color match (including candy
and pearl colors, except Uranium Green)
Pinstriping, painted or taped
Carpeted trunk (w/ 2 over-wheel cargo storage bags)
Trailer hitch kit (receiver type)
3M style fender protectors
EZ-Steer (rake kit)
Chromed alloy wheels
Chromed wire wheels
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Further Notes:
For converison of a 1300C model bike the customer will need to separately purchase from the Honda dealer the rear header pipe for a 1300R model bike.
Until further notice, base kit and options pricing are identical to the GL1500/1800 kits.
An EZ-Steer (rake kit) is also available.
""Our proprietary differential is a custom-built, left-hand drive component of the rear end ... as opposed to the way at least a few of our competitors handle the VTX drive-train, by simply turning their "regular" differential upside down.""
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The key advantages to Champion's approach are:
1) Champion's proprietary pinion gear drives the ring gear on the pressure face (rather than on the coasting face as in an upside down differential) of the ring gear teeth, as dictated by conventional differential gear design;
2) Champion's proprietary arrangement keeps the two pinion shaft bearings partially submerged in lubricating oil as dictated by conventional differential design, when the oil level is properly maintained. This may not always be the case in an upside down differential;
3) Champion advantage requires a bit of a tutorial on differential lubrication strategy:
A. In differential design, there is an oil "supply channel" cast into the upper portion of the casing which accepts oil "slung" up and forward by the ring gear and drains it into the cavity between the two pinion shaft bearings. This provides approximately equal amounts of oil to the two pinion shaft bearings;
B. Oil which lubricates the aftermost bearing returns directly to the differential "sump";
C. Oil which lubricates the forwardmost bearing passes through the bearing into the cavity between that bearing and the pinion seal and is returned to the differential sump through a smaller (than the supply channel) "return channel" which is cast into the lower portion of the casing;
D. In an upsidedown differential, in which the "sump" is above the pinion/ring gear interface, the ring gear will sling oil up and forward into the return channel. IF that pumping action is sufficient to move oil "backwards" through the return channel it will dischage the oil into the cavity between the forwardmost pinion shaft bearing and the pinion seal. Since there is no return path from this cavity to the sump, this could over-pressurize the pinion seal. This arrangement could also leave the aftermost pinion shaft bearing without an adequate supply of oil.
E. In short, the third significant advantage of Champion's custom-built left-hand drive VTX differential is that it preserves the proven gear and bearing lubrication strategy in conventional differential design and avoids the potential lubrication challenges associated with the upside down rear end approach taken by some other VTX trike manufacturers.
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