Honda Varadero

The pressure was on. And it would take my best diplomatic skills to get out of this one.

"We've prepared a Varadero for your Tour of Duty - we want you to take that rather than the VTR1000," emphasised Honda MPE's Simon Gloyne.

"It's got panniers and topbox, and will be ideal for your comparo. It's ready to pick up..."

Err, that "ideal" bit may have been so, but we were testing sportstourers in the 2000 ToD, and a Varadero was simply not part of the recipe. We wanted apples, but Honda was intent on providing us with an orange.

Eventually my persuasive skills won out, and the Dero was left parked in Honda's Melbourne warehouse while we headed off for our six-bike ToD comparo (Vol 50 No 12).

It's not that the big dual-purpose Honda wouldn't have been at home among the other ToD steeds - far from it in fact given our route - but would Honda have liked it if BMW had put a fully-kitted R1150 GS up against its VFR800...

SIMON SAYS
It was obvious why Simon had wanted us to take the Dero. To the end of October, only 46 Varaderos had been sold nationwide in the preceding 10 months, and some good exposure on how eminently suitable this style of bike is for Australian conditions wouldn't go astray - at least in the hallowed halls of Honda MPE's bean-counter division. At those sort of sales, you'd have to question the viability of keeping the Dero in the Aussie Honda line-up. (118 were sold in 1999.)

Given that US monthly Cycle World recently gave its best 'sportstourer' award for 2000 to BMW's R1150 GS, you can understand Mr Gloyne's 'pressure'. Still, we had our parameters for ToD 2000, and the Dero wasn't part of them. Hey, to be fair, we'd taken a Dero along as the camera bike on ToD 1998 over the same roads.

It's a fact that 'sensible' and competent bikes do not always star in the sales charts, irrespective of glowing magazine write-ups, and the Dero is a case in point - as were Honda's Transalp and XLV750 before it (refer panel on page 79).

The only big-bore in this category that regularly performs well is BMW's GS series, with the 1150 GS sitting on 144 regos to the end of October, over three times the Dero's total. But still way short of so-called 'impractical' bikes like Yamaha's R1 (690) and R6 (500), or 'proper' sportstourers like Honda's VTR1000F (297) and Suzuki's Hayabusa (272).

MAKING AMENDS
Not wanting to piss off Australia's largest distributor too much, it seemed like a pre-Xmas phone call was in order.

"Err, you know that Varadero you wanted us to take on Tour of Duty," I enquired. "Well, seeing how you prepared it specially, how about I take for a gallop over the hols. Is Queensland okay..."

Just on 1125km later I reflected on my wise and timely choice, as I tucked into some takeaway satay beef and rice in my Scone (NSW) motel room.

I'd travelled north from Melbourne up the Hume Freeway to Sydney, then via Cessnock and the New England Highway before deciding that my 12-hour, 1000km-plus day should conclude with the random breath test I was being subjected to in the main street of Scone (NSW) at 8.00pm.

After the 35-degree temps I'd endured on Day One, I reckon Mr Plod would have been better served sticking a thermometer in my gob and checking on my dehydration levels. It's amazing how much water you need to pump into your body when riding a motorcycle.

IMPECCABLE TIMING
I was heading for Brisbane and ultimately the Gold Coast for New Year, and intended saving the scenic touring bits for the return trip along the coast road to Bega, and then over the Snowys, when I'd have time on my hands.

What I hadn't planned on was the New South Wales "Extra Speed Cameras" and "Double Demerits Apply" on Boxing Day for my trip north, or on January 2 for my trip south. Impeccable timing as usual.

At least the Dero allows for comfortable and relaxed touring without the pressure to travel at 140kmh-plus, which some sportsbikes can force upon the unsuspecting.

An indicated 110kmh-120kmh was quite comfortable (the Dero speedo over-reads a tad) depending on the road conditions and whether there was a convenient four-wheeled 'shield' to tag in behind, especially on the dual carriageway sections.

There's an 8800rpm redline, with 100kmh registering at 3900rpm, and ample grunt for top-gear overtaking.

A LOT TO LIKE
What I liked about the $15,559 Dero for mile-eating was its good fairing protection (better than the R1150 GS and Tiger), good legroom for my 187cm-tall self (at 570mm, better than the aforementioned as well) and a low seat height (810mm). The rational sit-up-and-beg riding position and comfy seat were further bonuses, as was the ability to stand up safely on the pegs at 100kmh to stretch my legs. Matt Mingay watch out!

The Dero's standard-fitment handguards were appreciated when the heavens opened just north of Tamworth on Day Two, especially with the non-waterproof summer gloves I was wearing. (Chappo and I unknowingly passed within one hour of each other in the same thunderstorm on December 27, just where the Oxley Highway meets the New England Highway - refer to page 44).

I also liked the Dero's sturdy pillion arrangements, particularly the grabhandles for luggage attachment. Not that I had a concern there, with the superb Varadero luggage system.

PRICEY PANNIERS
Easy to open and remove from the bike via key-operation, the panniers also looked classy with their colour-matched panels (why can't Honda do something like this for the VFR800?).

The pannier system is quite pricey at $1260 (plus $400 for the topbox), but is mounted low on the bike so that handling of the tallish Dero doesn't suffer unnecessarily. A clever rubber-damped mounting system ensures the panniers don't fracture and disintegrate on bumpy or dirt roads. Neat.

However, you can also carry a heap of gear on the Dero, even without the optional factory luggage add-ons - as a chance meeting with Dutch couple Ferry and Francene proved.

On hols Down Under for six weeks, they'd bought a secondhand Dero in Sydney for their trip to Townsville and return, and they loved it.

"I can't understand why there aren't more Varaderos on Australian roads - yours is one of the few we've seen," said Ferry. And their's was the only one I'd seen.

Like me they'd taken the picturesque Orara Way through Glenreagh from Grafton to Coffs Harbour, rather than the busy Pacific Highway.

It was a chance meeting, but an opportune time to compare notes on Honda's big 'chooky'.

GOOD RANGE
Other things I liked were the Dero's fuel range - 350km from the 25lt tank if you wanted to stretch things. I used 270lt for the 4012km I completed, at an acceptable average of 14.85km/lt. The smaller 42mm carbs (compared to the VTR1000F's 48mm) help here, although I was surprised that my average was 2.5km/lt better than we managed back in our 1999 three-way comparo. It's amazing how peer group pressure seemingly makes you ride harder...

Incidentally, of the $254.75 I spent on unleaded fuel, 76.4 cents was the cheapest litre I found (at Nerang, Qld), while Jindabyne (NSW) top scored at $1.04.

I also liked the Metzeler Enduro 4 rubber on the Dero, which held its end up on the bitumen (wet and dry) as well as on the unmade roads I sampled in the Snowy Mountains - not to mention the mixture of tarmac and loose gravel which produced a deadly cocktail on the Alpine Way from Thredbo to Khancoban.

There was good cornering clearance, although the low-slung panniers do get perilously close to scraping in more spirited going. The loaded Dero did get a bit 'weavy' around bumpy sweepers over 120kmh, but moving my weight forward and bending my elbows seemed to cure things, as did putting a couple of turns on the rear preload adjuster.

BE WARY
One thing to be wary of with multi-purpose rubber like this though is that the large tread blocks can certainly build up some heat during touring use on hot days - especially with a heavily-laden bike.

Even with 42psi in the rear hoop, the tread blocks will still squirm around, adding heat to the tyre and thus increasing the wear rate.

With that in mind, I was pleasantly surprised when the 5000km-plus Dero still had ample rubber on its Metzelers when I handed it back to its owner and one of the local motorcycle industry's longer-serving statesmen - Honda MPE's General Manager Operations, Stuart Strickland. Crikey, I'd blagged the boss's own bike for my busman's holiday.

WHERE'S THE STAND?
Despite the numerous pluses, there were however some minuses with the Dero - although not too many.

The lack of a standard-fitment centrestand is a pain in the arse on a 'touring' bike like this, especially when you want to oil the chain. (Incidentally, I used Motul chain lube on this trip and it was stickier than my mum's date pudding. Top stuff.) Ferry and Francene's Dero sported a centrestand, so I guess all is not lost.

There's no denying the Dero is a big bike at 253kg fully-fuelled (without optional luggage) and has bulky bodywork, the latter making the bike seem even bigger in town. Topple-overs could be on the cards for those of lower stature - and check the price of that screen in the specs panel on page 81!

There's definitely a need for easier headlight adjustment (like the knob on the ST1100) rather than the hard-to-get-at nuts inside the fairing, especially on a bike with long-travel rear suspension and built to carry loads. Between us, both Ferry and I know every tree-top koala between Melbourne and Townsville...

FRONT-END WOES
Another point of agreeance concerned the Dero's linked brakes. It was commented on in our comparo in Vol 48 No 22, and like Porty back then, both Ferry and myself experienced front-end lock-ups in the loose stuff.

To be fair, for 99 percent of the time I never gave the DCBS a second thought, and the brakes were fine. But...

My moment was exiting a motel on a gravelly downhill driveway, when I jumped on the rear pedal a little too heavily when a B-double suddenly appeared stage right. I didn't expect the front to lock so suddenly.

With a pillion and a ton of gear on the back of his Dero, Ferry was even more likely to suffer a front-end lock-up with less weight on his front wheel. And that's exactly what happened to him in the gooey mud up north.

If the Varadero is expected to venture on to loose surfaces, then come on Honda, make DCBS an option. You may even be able to drop the price of the bike as a result...

GREAT OCCASION
So that's about it. Great trip, great roads, great scenery and a great sporstouring go-anywhere motorcycle. And a great opportunity to escape the desk chains of Horror HQ and breath in the fresh air of rural Oz.

Sure, I could have 'saved' four days by flying to the Gold Coast for New Year, but it wouldn't have been anywhere near as enjoyable as doing it on two wheels.

It's always interesting to find new roads, revisit old favourites (it was my fourth venture into the Snowy Mountains and Australia's rooftop in the past eight months - I must be addicted!), make new acquaintances and take in the sights and smells that only motorcycling can give.

The octogenarians travelling at 70kmh in their Hyundai Excels and the never-ending line of caravans crawling along the Pacific Highway south to Ulladulla were soon forgotten on my homeward journey when the magic stretch from Batemans Bay to Bega was reached. And the golden sunset as I headed west on the Snowy Mountains Highway and over Brown Mountain towards Cooma only added to the occasion.

ON THE LOOSE
Add in a memorable Lebanese banquet at the small cafe opposite the bike-friendly Alpine Angler Motel just outside Cooma, some sphincter-puckering gravel-dodging on the Alpine Way and a relaxing stop-over at the secluded Tom Groggin campsite on the Murray River in the Kosciusko National Park and things couldn't have got much better. Motorcycling is like that.

But is a Dero on the loose over the heavily-policed festive season a good thing? You betcha... Story and photos: Ken Wootton

HONDA'S ROCKY ROAD

When it comes to the Australian dual-purpose market, Honda is one motorcycle manufacturer that seemingly has a never-say-die attitude - even though the road has been somewhat rocky.

Back in late '98, upon the bike's release, Honda was confident that the XL1000V Varadero would succeed where others had failed. And judging by the response from those who threw a leg over the 'Dero at the time, it certainly looked like a case of third time lucky for the Big H.

Unfortunately Honda's first serious attempt at the dual-purpose adventurer market back in 1986 wasn't as successful as the bean-counters would have hoped. The XLV750 was the motorcycle, a 749cc SOHC, air-cooled, V-twin with shaft drive, introduced Down Under in '86 at $4250, but discontinued the following year due to slow sales.

Yet in 1987 the XL600V Transalp, which sported a little more bodywork, a 583cc SOHC liquid-cooled V-twin engine and chain drive, made its debut. The initial $5650 pricetag went up to $6399 in '88 before it also ended its Aussie career, in '89.

EURO SUCCESS
Interestingly, the European chapter was a little more successful for the two models, so much so Honda opted to introduce the 52-degree Africa Twin, a 750cc 'Transalp' with Paris Dakar replica bodywork. At the time of the Varadero's launch two years ago, the Transalp and Africa Twin were still a popular choice of Euro riders.

Yamaha Australia was another to try the category, again with little success, with the liquid-cooled, XTZ750 Super Tenere. The model hit the stage in 1990 and lasted just one year on the Aussie market before being discontinued.

Again this was a bike which was perfect for touring the wide open spaces of this big flat brown land, but it too recorded limited sales. Go figure?

Yet BMW's R1150 GS ($16,645) and Triumph's 900cc Tiger ($14,750) - and to a lesser extent Cagiva's $14,990 Gran Canyon/Navigator and Moto Guzzi's $15,400 Quota - have managed to survive. Maybe the size of the engine was the determining factor between success of the Euro machines and failure of the Japanese?

ON A WINNER?
If this is the case then Honda should be on a winner with the XL1000V Varadero, a 996cc, liquid-cooled, V-twin-powered, 220kg (claimed dry) dual-sport mount. The Varadero's engine is a direct lift from the top-selling VTR1000, with some minor re-tuning work. The VTR1000's tractable and useable power delivery makes the engine the perfect choice for the Varadero's dual-sport role.

In its Varadero guise the engine is still a 90-degree, liquid-cooled, 996cc V-twin with 98mm x 96mm bore and stroke. But compression is down from 9.4:1 to 9.0:1, along with the claimed power figure - 95ps instead of 110ps. Claimed torque is 10.1kg-m, up on the 9.8kg-m claimed for the VTR.

Honda has also replaced the VTR sump with a smaller oil pan to offer the Varadero a little extra ground clearance.

The Varadero's chassis design uses the innovative dual side-mounted radiators of the VTR, which help reduce the wheelbase length.

SMALLER CARBS
Two smaller-diameter carburettors are used - these now measure 42mm instead of the VTR's 48mm units.

Honda's philosophy behind the move was to improve the midrange and torque, but also to improve the all-important fuel economy of the more touring-oriented Varadero.

The gearbox has gone from a six-speeder to five. The chassis is a simple, yet effective, pivotless cantilever steel box-sectioned frame with an alloy swingarm.

The Varadero is priced at $15,559, with an additional $1260 for the factory panniers (incl brackets) and $400 for the topbox (incl adaptor bracket).

From the Motorcycle News archives: Honda's XL1000V Varadero was first tested in Vol 48 No 10 when AMCN attended the international launch of the model in France. It was then fully tested Down Under as part of the 1998 AMCN Tour of Duty in Vol 48 No 12, featuring in a support role as the camera bike, and then took part in a three-way comparo alongside the BMW R1100 GS and Triumph Tiger in Vol 48 No 22.