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Imagine the scene last September - Honda have just announced their attack on the Ducati 916 with the VTR1000 "Firestorm", and a young spy runs in with a grim look on his face. "I've just seen what Suzuki are launching at Cologne" he says, "It's a big-bore v-twin like ours, but it's got more power, fuel injection, trick rear suspension and is cheaper". Gutted or what? Then the launches come, and initial press reports are that the Firestorm is a bit soft, while the Suzuki TL1000 is more radical than even the GSX-R750 - can it get worse? Well no - because the bikes then hit the road, and guess what - the Suzuki has handling problems. Not just minor ones either - the weekly rag starts a campaign calling for radical action to be taken, lawsuits are threatened, people ask for their money back... Eventually Suzuki recall the bikes and fit steering dampers, but it's too late - Honda have been selling bikes by the ton ever since. In fact, the VTR1000 has sold 858 units this year in the UK (to July 31st) compared with 514 Suzukis - it's the fourth best selling bike over 900cc in the country. We've already given our opinion on the TL1000, so now it's the Firestorm's turn. When I first saw the VTR for real it struck me as looking "right". Certainly compared to the Suzuki, the VTR is narrower, has a lower seat height, and (to my mind at least) looks more "co-ordinated. Just take a look at the angles of the frame spars, the fairing cutouts, the tailpiece and the exhausts - all follow definite lines which have a coherence that the TL1000 just doesn't have. It was good to get a yellow one too - not only does the bike photograph well, it really glows in the sun! The Honda standard equipment is all there as normal - functional, if not very exciting. Strangely Honda have chosen to place the choke on the side of the bike, rather than being accessible from the handlebars - it's not out of reach, just a bit strange. The frame spars and swinging arm are finished in a very similar fashion to the Fireblade - tidy welds, satin finish with polished bits - looks solid and smart. The seat cowl is removable, but definitely essential for solo riding; the bike looks rather strange with it removed! Swinging a leg over the bike and settling into the seat reveals that it is indeed lower than the Suzuki, though strangely feels somewhat longer - there's a definite stretch to the bars in comparison, but the low and well cut-down (read small...) tank doesn't get in the way. The view forwards is all standard Honda fare, with white-faced rev counter flanked by the speedo and warning lights. Thankfully Honda have chosen to polish the top yoke, but I've complained about the CBR600 one enough in the past! Hitting the button fired the bike up readily, with a rumble and shake - though not from the stainless steel exhaust, which was just too damn quiet for us! Our test bike had a slight knocking from the clutch area of the engine - it didn't affect the operation of the clutch during the test, nor did it get worse; it was just noticeable compared with the overall quietness of the engine. Mind you, compared with a Ducati the clutch was the very paragon of silence and good behaviour! Pulling away showed that despite the fact that Honda have chosen "conventional" carburation in comparison with the Suzuki's fuel injection, the flexibility of the bike doesn't appear to have been affected - acceleration was smooth and linear at low speeds. Whack the throttle open and although the instant response of the TL isn't quite there, the VTR will still lift the front wheel with ease, and the slow-revving engine (compared to a four) is deceptively quick - you suddenly find you are travelling a lot faster than you originally thought. In fact the carburation was exceptionally good, especially as the bike has the largest standard carbs ever seen on a bike, at 48mm (Ducati couldn't get their 4-valve motor to run well with big carbs, and so switched to fuel injection - yet Honda seemed to have done it OK). The gearchange was ok - nothing to really write home about (all V-twins can be notchy at low speeds) but certainly better than the CBR600 we recently tested - in fact clutchless up-changes were easier to make than using the clutch. Low-speed brake performance was very good - certainly better than last year's Fireblade, with good feel, reasonable initial bite and a progessive action. Longer distance, higher speeds
90 degree v-twins are supposed to have natural primary balance, i.e. the movement of the pistons and crank combine such that they cancel each other out, giving a smooth and vibration-free motor. This is certainly the case with Ducati, where despite thunderous engine noise, the engines are actually very smooth at high speed. So why did the Firestorm vibrate so much? Don't get me wrong - we're not talking about destructive, high-frequency buzzing, or Triumph Bonneville teeth-rattling, but nevertheless a low-frequency thudding was present over about 5000 revs in any gear. While this wasn't intrusive (nothing went numb or fell off), we felt that if the engine was smoother then maybe longer distances could be covered in more comfort. As it was, the VTR proved to be a good long-distance proposition - 300 mile days were achieved in a painless manner, even at some fairly extreme speeds. Talking of speeds, the bike was pretty fast, and although it certainly didn't feel as powerful as the Suzuki there were occasions when 155mph was seen with more to come (on a French motorway, honest officer!) - and all in relative comfort. The only fly in the ointment was the fuel tank capacity, which, even at an average of 39mpg (we got a worst of 36) gave only about 100 miles before a fill-up was necessary; far too small for such a bike, and quite a limiting factor for long-distance work. The rest of the bike was up to the job - the seat was comfortable enough, the fairing and screen did a pretty good job of keeping the wind off, and the riding position, while sporty, was not as radical as many. Strangely the old T595 wrist ache made a reappearance, though the bars themselves didn't look particularly odd, there must be a slight angle to them - nothing as bad as the Triumph, but there nevertheless. Suspension and Handling
Where the VTR runs rings around the TL is in the handling stakes. It's beautifully stable and neutral, making it easy to use the available power to it's maximum.While the suspension is relatively soft (and non-adjustable at the front) it makes for a great handling road bike. Initial turn-in is not as quick as the ultra-sports bikes like the GSX-Rs, but we suspect this is partly a function of the relatively long wheelbase - but once on it's way, the VTR will hold a line and change a darn sight easier than the Ed's Ducati 900SS which we used as a comparison. Footpegs touched down quite early, but to be honest by then you're way over, and it'll only be a problem on the track. The narrow tank and seat came into their own as you swing through bends, allowing the bike to be thrown around with confidence, and it was a real joy to sling the bike through a series of twisty turns using the mid-range power to carry it through - very Ducati-esque, in fact. Throttle control was also good - where the instant on/off of the Suzuki's fuel injection made the bike rather twitchy, the Honda had no such problems. So - VTR or TL?
Inevitably the comparison has to be made - not just between the VTR and the TL, but also between the Japanese bike and Ducati, which is where the Honda was presumed to be targetted. Well let's dispose of the Italians first: the VTR isn't a 916 beater - it's not radical enough, doesn't have a full fairing and isn't designed to compete. Look to the SP version in a few months time for that. In fact, it's more of a 900SS, but again it's difficult to compare, because it's faster, handles better, has better suspension and is more sophisticated - end of contest. Ok it doesn't have the "character", range or noise of the Duke, but it does have build quality, reliability, and finish. The US magazine Cycle World has recently voted the TL Superbike of 1997, with the VTR as a close second (or joint winner, depending on how you read the article). The buying UK public have voted by buying the VTR in preference to the TL. What do we think? Well we go with the punters, of course - in our opinion the VTR gets the vote, mainly because it's a better all-round road bike. The handling matches the performance (which is no slouch), it looks good, has Honda's usual quality of build, and is bloody good fun to ride. It's not perfect; a bigger fuel tank, louder pipes, and a smoother engine would all be good - but at least you can use all of the performance on the road, where it counts. Honda deserve to sell as many as they have - it's a fine bike. Engine: Liquid-cooled, 4-stroke, 8-valve, DOHC, 90º V-twin
Bore x Stroke: 98 x 66mm
Displacement: 996cm3
Compression Ratio: 9.4:1
Fuel Delivery: 48mm slanted flat-slide CV-type x 2
Max. Power Output: 110PS/9,000rpm
Max. Torque: 96Nm/7,000rpm
Ignition: Computer-controlled digital tranistorized with electronic advance
Starter: Electric
Transmission: 6-speed
Final Drive: 'O'-ring sealed chain
Dimensions(LxWxH): 2,050 x 705 x 1,155mm
Wheelbase: 1,430mm
Seat Height: 810mm
Wheels: Front/Rear Alloy 3 Spoke Tyres: Front - 120/70 ZR 17
Rear - 180/55 ZR 17
Suspension:
Front - 41mm forks adjustable for compression, rebound damping and spring pre-load
Rear - Pro-link with adjustable pre-load, rebound and compression damping
Brakes:
Front - 2 x 296mm discs with 4 piston calipers
Rear - 220mm disc with single piston caliper
Dry Weight: 192kg |
