Honda Valkyrie Interstate

Honda's six-cylinder Valkyrie has been around in various guises for several years, and the Interstate is the full-dress tourer version - which in many respects harks back to the old four-cylinder Goldwing Interstate. But if it's close to anything, you could think of it as a bigger version of an Electraglide. (Oh dear, H-D's not going to like that...)

A couple of years is ample time to get to know a motorcycle, so let's have a look, shall we?

Wot's this then?

Without doubt the highlight of the package is the silky boxer 6 powerplant, displacing 1520cc in this form (the current Goldwing is an injected 1800). The liquid-cooled four-stroke is carbureted, has two-valves per cylinder and is essentially a warmed-over version of the previous Wing engine, claiming around 105 horses.

There's a five-speed gearbox and wet clutch, using shaft final drive.

The chassis features a twin-loop steel frame, upside-down forks up front and a twin-shock rear with adjustment for ride height. Brakes are two-piston calipers working twin discs on the front, plus a twin-piton caliper on a the rear disc. The front items are very similar to those used on the first ST1100 and early 600 Hornets.

Standard equipment includes full hard luggage, steering-mounted fairing, plus a stereo with front speakers only - rears are an accessory.

Seat height is an ultra-low 739mm, the fuel tank holds 26 litres and dry weight is in the region of 350 kilos. Tyre sizes are 150/80-17 front and 180/70-16 rear, which is an uncommon combo.

Wot's it like?

Perhaps the biggest surprise the new rider encounters with the Valk is that, despite appearances, it has a remarkable turn of speed. Your average sports bike has nothing to worry about, but the Interstate will arrive at, and get of, corners at a respectable clip.

Power - particularly midrange delivery - can be improved noticably with the fitment of an aftermarket ignition trigger wheels, made in the USA. They cost about $60, and about three times that to get them installed. The results are impressive.

We also found that opening up the stock pipes a little resulted in a crisper throttle, but the trade-off here is you don't want to render the stereo useless by over-doing it. The best alternative we've found so far is a sert of Two Brothers 6-into-2 exhausts, which have a lovely deep note and claim up to a 10 horse increase. The only catch is the hideous expense - you won't get much change out of $3000 by the time you cop fitting charges, freight and taxes.

A number of folk have tried 6-into-6 pipes, which sound fantastic but, in the case of one brand actually cost a couple of horses, while the best Two Brothers promises is you won't lose any.

The machine has done a few Melbourne to Brisbane and back trips by now and has proven to be both comfortable and robust. We've been changing the oil at 5000km and got a major service at 20,000. So far the only breakdowns have been a brake light switch and a dodgy spark plug. The only other mechanical item on the horizon is the need to change over the cam belts at 100,000.

Fuel consumption varies from 10km/lt up to 15, with around 12 being the average. The naked versions do better than this.

Steering is very slow, if entirely predictable. I'm told there's an aftermarket set of triple trees that works well on the naked bike. The handlebar fairing sometimes makes its presence felt up around the 190-200km/h top speed, setting up a disconcerting front end weave if the windflow catches it the wrong way. In anything resembling normal use, including up to 160km/h, it's fine.

Suspension is very good out of the box, though we've noticed our rear shocks are sowing signs of getting a little tired at 34,000km - most of which has been done with a passenger on board. A freshen-up is on the cards at around 40,000. Meanwhile cornering clearance is fair (better than most cruisers, but not great), and overall handling rates as elephantine but user friendly.

We've added a number of accessories: A Tulsa (USA) screen that's much bigger than stock, a locally-made cruise control (Mccruise), rear speakers, headsets and a trunk rack. All have performed well. Our advice on the headsets is buy the best you can afford - they're the same as for the Goldwing series and quite a few people make them. The cruise control has been an absolute godsend.

Long-distance comfort is excellent for both occupants. The only thing you have to watch is really big potholes, as the pillion's upright seating position right over the rear axle means their spine can cop quite a jolt. The same goes for any big tourer.

Finish is excellent and seems to be lasting well. Price is $27,990 plus ORC, which means you get a lot of machine for the money - one that's a viable alternative to the $10,000-dearer GoldWing. (Note: the blue and silver colour scheme is no longer available.)

Story: Guy Allen