Long-Term Update

Long-Term Update

HONDA Interceptor Rubbermatch

BLAME IT ON ENTHUSIASM. OR THE fact that tires arrive at the CW of fices with "No Charge" stamped on the shipping order. Whatever the explanation, our long-term Interceptor has burned through three sets of tires in less than 10,000 miles-without ever having ventured onto a racetrack.

The original Dunlop D204s lasted nearly 4000 miles, life expectancy shortened by the multi-day flogging that occurred during last July’s “World’s Best Streetbike” shootout.

Next up were Metzeler’s Sportec Mis ($344 retail). These survived just two weeks, during which time staffers tallied more than 2400 miles, mostly on the twisty backroads of California’s Central Coast. “This bike with those tires is absolutely the most connected I have ever felt to those magic stretches of tarmac,” enthused Marketing Director Corey Eastman.

Dunlop D208s ($365) followed, just in time for the annual World Superbike races at Laguna Seca. “The Dunlops stuck like industrial-strength velcro while still allowing the Interceptor to retain its precise, neutral, effortless steering,” noted Editorial Director Paul Dean, himself a VFR owner. “And although there only are about 1300 miles on them, the D208s look like they’ll last a little longer than the Sportecs did.”

Next up in the rubber rotation? Michelin’s new sport-touring Pilot Roads.

SUZUKI V-Strom Strom-troopers

IN ANTICIPATION OF A FIVE-DAY TRIP TO I Laguna Seca, we installed Suzuki's ac cessory hard saddlebags and top trunk ($800) on our long-term V-Strom. These turnkey, push-button, color-matched bags provide ample storage for a couple of smart packers, and become “Jetsonesque” luggage off the bike. And at the track, the top trunk proved large enough to conceal two full-face helmets and a few other goodies that Assistant Editor Mark Cernicky and new wife Megan didn’t want to lug up to the Corkscrew.

An accessory tank bra ($25) and centerstand ($ 160) also were added before their voyage, making Mark feel more at ease about fuel-tank top-offs and parking on hot, gooey asphalt for hours on end. Another addition was a taller windscreen ($80) that Mark reported kept unwanted bug splats off the couple’s faceshields, but unfortunately caused some helmet buffeting.

Early-morning fog and drizzle on Highway 1 proved to be no problem for the Strom-troopers. On guard like the aftermarket engine protectors ($130 from Givi, www.giviusa.com), Cernicky reported the V-Strom was in its element, its 19-inch front Bridgestone Trail Wing assuring him that even when deflecting off wet Botts dots at substantial lean angles, they would stay oncourse. Last seen, the V-Strom was disappearing into the fog, trailing sparks from its centerstand.

YAMAHA FJR1300 Life's a blur

THERE ARE LOTS OF GOOD REASONS we chose the FJR as a long-termer: crushing engine performance, cornfort, good luggage, nice handling, low price in its class. But the best reason of all was that we already were more than halfway through our usual 10,000-mile stint by the finish of regular testing.

And so it became a de facto part of our fleet. Only trouble, Yamaha needed the bike back ASAP-what, are demo bikes that scarce? Okay, so we’d just have to ride the F JR more often. No problem!

Even with all the miles, there isn’t much to report. No mechanical problems, oil use is minimal, utility maximal. Besides burning up the Big Road, it’s also been commuted-with bags or no-and used as a “shop bike” for running fork legs and such to local tuners. Plenty of bungee-hooking options help loading it up, as does the sort of platform provided by the tops of the bags.

Certainly, the utilitarian aspects are appreciated, but there is such joy when twisting the throttle that we quickly forget how useful the bike is and think only of fun.

No touring bike, not even one billed by Yamaha as a “Super Sport” tourer, should move us as this FJR1300 does. Sometimes these long-term tests end up being not so long, timewise. This FJR looks to be one of those. Even without a deadline.