At the risk of stating the obvious, V-twin engine cruisers are the most popular bikes in Canada. They account for more than 50 per cent of all motorcycles on the road and virtually all the major manufacturers have a healthy selection of models to choose from.

Honda, for example, has at least 10 V-twins of various configurations in its stable, and one of the most popular is the VTX line, which, as of 2004, comes in two sizes: the 1800 and 1300.

Very similar in appearance, these two models are separated by engine displacement and performance and come in a variety of trim levels. I recently spent some time in the saddle of the VTX1300S, which, aside from bodywork and a few bits and pieces, is virtually the same as the 1300C.

Both models are powered by a liquid-cooled, 1,312-cc, 52-degree V-twin engine fed by a single 38-mm carburetor and mated to a five-speed transmission with shaft final drive.

To get the "potato-potato" exhaust note V-twin buffs crave, Honda utilizes a single-pin crankshaft, but the engine features a pair of counterbalances in the primary drive and has a fairly sophisticated engine mounting system. So you get the character of a V-twin without the vibrations.

Honda hasn't released any power figures for the VTX1300, but its bigger brother, the 1800, is good for well over 100 horsepower. I've ridden both and the 1800 is absolutely bursting with power and torque, while the 1300 is actually a little on the anemic side.

If you prod it, there's some oomph in the 1300, but it lacks bottom-end snap and doesn't seem very willing. By way of comparison, Harley's last-generation Evolution engine, which shares similar displacement, has more low-speed grunt but less revving power.

But that's fine.

Buyers of the VTX1300 probably care less about scorching the asphalt and more about enjoying the ride. And for those riders, the 1300 fills the bill.

A few other specs: Dry weight of the VTX1300S is 295 kilograms, it has a wheelbase of 1,660 mm and a seat height of 680 mm. Dimensionally, it's very close in size to the Harley-Davidson Fat Boy and is a bit heavier and longer than its 1300C stablemate.

(That seat height, by the way, is one of the lowest in the industry and is perfect for shorter folks.)

Brakes are front and rear disc with twin-piston calipers up front and a single piston in the back. Front forks are 41 mm, which is nice and beefy, and the 1300S has footboards, as opposed to foot-pegs. Overall, the 1300S is a very comfortable and rider-friendly machine and I felt at home on it almost immediately.

Like virtually every other shaft-drive bike I've ridden, the 1300S suffers from throttle lag during cornering -- what some riders refer to as a transitional power gap. Here's how it goes: You approach a low-speed corner, gear down, find your line through the turn and when you apply throttle as you exit, it's not there -- at least not when it should be.

Although the VTX1300 is better than some, I still find this phenomenon extremely irritating. I have sold motorcycles after owning them for a just couple of months because of this problem.

In my experience, shaft-drive bikes and overhead-cam engines with fuel injection are the worst culprits. I like a bike to sort of carry me through the corners -- I don't want to have to go searching for power or have it come on abruptly or unpredictably.

One thing I do like about the 1300S, however, is its styling. Honda has done a nice job; traditional and evocative without being cheesy or going overboard. The headlight treatment, in particular, is very tasty and the bike looks good from just about every angle.

The subtly curved side panels are removable and house electrical components and a small tool kit. If I had to pick nits, I suppose I could quibble about the rear fender, which comes to a kind of point at the back and is over-styled, in my opinion. I could also whine about the turn signals, which aren't self-cancelling, and I suppose a gas gauge wouldn't hurt either.

But the overall purpose of the 1300S, it seems to me, is to offer both seasoned and novice riders a presentable, well-behaved cruiser that is easy to ride and has no real bad habits (well, almost none).

If you've got a few years of riding experience under your belt, this bike will still provide a moderately vigorous kick in the pants when required. And if you're new to the game, you won't outgrow it.

Its priced well too. MSRP for the VTX1300S is $14,000 before taxes and levies.