Honda Interceptor
HONDA INTERCEPTOR
Long-Term Wrap-Up
BETTER THAN NEW
SOME THINGS IN LIFE IMPROVE with age. Such is the case with our long-term Honda Interceptor. After 14,000-plus miles, the fuel-injected V-Four runs better and shifts more smoothly than when we first took possession of it. And that's saying a lot, because when the all-new machine was introduced in 2002, the ABS version topped our "World's Best Streetbike" shootout and was deemed "Best Open-Class Streetbike" in our annual Ten Best Bikes voting.
The Interceptor is significant because it is the first large-bore streetbike to use Honda’s variable valve-timing system. To boost torque below 7000 rpm, only one intake and one exhaust valve per cylinder are in play. Above that engine speed, all four valves are called upon, upping top-end. The changeover takes just 2 milliseconds, though not everyone was completely overwhelmed.
“VTEC may pay dividends in the broadening of the torque curve,” noted Feature Editor Mark Hoyer, “but it’s amazing how much it feels like bad jetting if you happen to be running at anything close to steady throttle near the 7000-rpm switchover point.”
At least maintenance was non-intrusive. Honda calls for oil-and-filter changes every 8000 miles, a fresh air filter at 12,000 and valve adjustments every 16,000. Just for kicks, we changed the oil at 4000 miles, while our local dealer, Champion Motorcycles in Costa Mesa, performed the 8 and 12K services. We sampled two brands of lubes: Motorex Power Synt 4T ($12 per liter) and Motui 300V Sport ($13 per liter), both of which are füll synthetics. If you perform your own maintenance, be careful when removing the plastic buttons that help hold the fairing panels in place. They can be easily damaged, and cost $2.25 each.
“I love my Interceptor. The suspension is incredible, ABS is a lifesaver and the headlight is amazing. The luggage, however, is ridiculously expensive and should be included standard.” -Barry Munsterteiger, San Francisco, California
Quotes from trie logbook
Allan Gird 1erMinor treat: watching the fuel level come up as you pump. No tiny tunnel, no overflow. Neat.
On a recent nighttime ride, the ambient-temperature gauge read 44 degrees and the speedo an even 100 mph. I’m sure the speedo is highly optimistic, but the bike was so composed at that speed I would have sworn I was doing 75-80.
*Paul Dean This bike is very much like my 1990 VFR, but on some kind of top-grade steroids. The ergonomics, the general feel, the fundamental exhaust note (minus my bike’s allgear camdrive whine) all are familial and familiar.
As detailed in previous updates, tires were the most costly wear item. The original-equipment Dunlop D204s endow the Interceptor with magical handling qualities, but replacements must be special-ordered through Honda dealers at a cost of $381. So along the way, we also sampled Dunlop D208GPs ($365), Metzeler Sportec M-ls ($344) and
“After a lot of research and deliberation, I purchased a new Interceptor. I chose this motorcycle for two reasons: your glowing reviews of the bike and Honda’s reputation for extreme durability. It’s my favorite bike by far.” -Scott Cline, Senoia, Georgia
Michelin Pilot Roads ($302). The Dunlops and Metzelers were praised for their light-effort steering response and racetrack-worthy grip, but lasted just 3500 and 2400 miles, respectively. The new sport-touring-oriented Pilot Roads, however, proved much more durable with no discernible loss in traction-at least on the street. After 4800 miles, they’re still going strong.
The rear brake pads required replace-
ment at 9000 miles. Shortly thereafter, we tried a full complement of sinteredmetal GoldFren HAD-compound pads
($29 per caliper). Unfortunately, they had been made with incorrect material that resulted in extreme wear and light rotor damage. Euroline (www.eurolineusa.com), the U.S. importer, says the problem has been resolved. We reverted to the stock pads for the duration of the test.
We were first in line when the optional hard luggage became available. A $1000 extra, the color-matched factory saddlebags are spacious and userfriendly, but at 36 inches across, they’re 3 inches wider than the bags on an ST 1300. Lane-splitters, take note!
As for installation, some minor drilling was required to enlarge the holes in the passenger footpeg brackets and in the plastic rear fender. This allowed for steel inserts that prevent the
"I have 11,000 miles on my Interceptor, and I love it. I have never ridden a motorcycle as hard as I am able to ride this one. Even after a 600-mile day, I am always ready for more." -Rick Nemeth, Irvine, California
Steel bag mounts from directly contacting the aluminum footpeg brackets, and provide added fender support. Five bolts secure each mount. In the end, we continue to be awed by the Interceptor and its exceptionally broad-based performance. To quote Editorial Director Paul Dean, “For a pure, do-it-all on-road pleasure, it’s a hard package to beat.” U
$10,999
