Truly, "Legend" is a word that's often associated with the Honda Interceptor and Kawasaki Concours. As two of the players in MO's "Holy Trinity of Motorcycling," these are machines which hold more than a casual interest for the majority of our readership. The Suzuki SV-650 is the third machine in that trinity. Unfortunately, we were unable to obtain an SV for this test, and if we had put that bike into this little comparo, more than one reader (or manufacturer's rep) would have though we were out of our minds. Alas, this is destined to be a two bike article.

Even without that SV-650, this is still something of a mis-matched comparison. Though they are both technically "Sport Touring" bikes, the Concours is a frugal flyer aimed at those who worry more about practicality, than style or state of the art technology, while the Interceptor is a high-revving techno wonder, complete with Buck Rogers styling and optional ABS brakes. However, contrary to popular internet rumor, aside from two wheels, four cylinders and full fairings, these bikes actually have very little in common.

MO spent just over a month with these two machines, and while our findings were both expected and unanimous, there are plenty of small surprises that cropped up with both machines. The bulk of our riding impressions were formed on a series of 200+ mile loop rides radiating out from Motorcycle.Com's Torrance, CA offices. Joining Executive Editor Sean "Dirty" Alexander on these trips, were Contributing Editor; Martin "Sportbike Pilot" Hackworth and MO's own multi talented Photographer / Art Director; Al "Fonzie" Palaima. Sean and Martin will give you the nitty gritty, while quiet and shy Fonzie chimes-in with his personal observations and brief notes (We couldn't get Fonzie off the VFR, and he pouted for days after we returned it to Honda.

Sean on the Kawasaki Concours

As heir to a family whose roots are firmly planted in the Kawasaki Z1's fertile soil, I have something of a soft spot for Kawasaki's venerable Concours. Though the Concours isn't quite as old as the legendary Z1, it still possesses some of that seminal bike's roughness around the edges. However, if you look (and ride) beyond those rough edges, you'll find that the Connie is a willing and able partner for just about any on-road riding adventure you care to conjure.

Like the Yamaha V-Max, the Connie has survived with precious few updates over the years. This fact is evident at first glance, and the impression crystallizes as soon as you start rolling. If you grew up on a backbone framed `70s or early `80s UJM, you will feel right at home flogging the Concours through a weekend's worth of twisties. On the other hand, if you were weaned on 600 Ninjas, your first Connie ride will be something of an eye-opener. Compared to the VFR, the Concours has a chopperesque 28.5° of rake, coupled with spindly damper-rod forks, 1980's shaft drive technology and single-sided sliding-caliper disc brakes, the overall feeling is something akin to going from a 2005 Porsche 997 to a 1980 Chevy El Camino.

My time on the Concours was mostly spent chasing streetfighter and/or Honda VFR mounted test riders. As an only bike, the Connie is a good choice, but if you have a modern sportbike, you'll always find the transition shocking when you hop into the Connie's saddle. After its looks, the second thing to strike a new Connie rider is its soft and deeply cushioned seat. When you sit on the bike, you sink in just like that couch in grandma's old Buick, complete with that same squirmy-shifty feeling under your backside. Like most of the Kawasaki's traits, you will get used to that seat. Next up on the list of startling revelations, is the fact that the Concours really LEANS into corners. So, all bikes lean, right? Yes, they all lean, but the Kawasaki's geometry means that instead of leaning and carving a tight arc, the bike leans and gracefully curves in the desired direction. In reality, it turns just like any other bike, but there is an exaggerated sensation of rolling-over-the-top when you transition from side-to-side. This sensation makes you think you,re actually leaning farther over than you really are, meaning you keep expecting to drag hard parts, though that rarely actually happens. Next on the "Gee This Is Different" list, is an overall "disjointed" feeling. I think this sensation comes from having a lot of heavy items supported by flexible tubes and placed far from the bike's center of mass. When coupled with prominent engine buzz, a shaft-jacking rear suspension, frame flex reminiscent of a `70s Superbike and brakes that work only slightly better than drums, you get a bike that can perform at a similar level to a modern sport tourer, but feels like something from another millennium.

Aside from the weak brakes and buzzy engine, which never cease to annoy, the Connie's other idiosyncrasies quickly fade into the distance. A decent rider can have loads of fun and make good time, hustling the Concours through the countryside. It's a good thing I was able to have some of that fun, because the 7.5 gallon! gas tank and 46+ MPG (even when flogged) fuel economy, meant that I was going to be doing a lot of riding before I needed to stop for gas. Speaking of spending a long time in the saddle, the Concours' soft seat and engine buzz were the only things that made me want to stop riding. The "standard" riding position is extremely comfortable, while offering excellent control. Furthermore, I was comfortably able to look over the distortion in the windscreen, since I'm fairly tall. Kawasaki could teach Ducati a lesson or two about mirror placement. The Concours' mirrors give an outstanding view of what's happening to the side, as well as to the rear of the rider. In addition to being quite comfortable, that standard riding position comes in handy when going truly fast over a canyon road, enabling me to cope with the chassis' wind-up-and-release contortions, while running-down the rest of the group after a lengthy photo stop. I'm not sure if this is an endorsement or a condemnation, but the Connie is highly entertaining when ridden hard. At times, I can see why the Concours has such a loyal following.

Power wise, you'd think the Concours would be overmatched by the Interceptor, what with all that techno wizardry and high fallootin V-Tech valvetrain. Technically, the Interceptor does have about 1/2 of 1 percent more horsepower than the Concours (96.7 -to- 96.0 Hp) However, the Concours' longer stroke and extra cubes allow it to stomp the Interceptor in Torque (65.2 -to- 53.4 LbFt) and it's area "under the curve" is greater, allowing the dinosaur to compete on even footing with the star fighter. We'll have to call this one a "draw".

Overall, I fear the Concours is something of an acquired taste. Even when saving a couple thousand dollars in purchase price and another couple hundred per year in operating costs compared to the Interceptor, modern sportbike pilots will probably find the Connie wanting in a few (ok· most) areas. However, that doesn't mean it is a "bad" motorcycle. On the contrary, the Kawasaki Concours is as solid and dependable a bike, as you,re likely to find. Besides, El Caminos can be cooler than hell

Martin on the Concours

I've been on several Connies before this one, and they have all been functional but eminently forgettable experiences. In building the Concours, I'm guessing that they started with a standard motorcycle, removed all of the truly exciting features, bolted what was left together added some black saddlebags and sent the result to the salesroom floor. There is not enough moto-Viagra in the world to get me excited about this bike. Although Sean can get one to wheelie impressively, it's still ugly, handles like a barge, can't get out of its own way and isn't nearly as cool as is could have been, if only it was a completely different motorcycle.

Sean said I'd get used to the Connie, and though I did learn to ride it well enough, but I just couldn't come to grips with its weird feel. I was especially put-off by the spongy brake lever that came most of the way back to the bar, before delivering any true stopping power. Technically the brakes worked "well enough", since nobody actually ran into anything. However, they require a rapid and skilled adaptation by the rider, when they are used after riding something like the VFR.

I've often heard the Concours compared to the girl in high school who wasn't the best looking but had a swell personality; the one you should have gone out with instead of that hottie tart. However, I think that's being a little too generous to this Kawasaki. Sure, it's a practical and dependable vehicle, but it just doesn't measure-up to the competition in the same way that a "girl next door" should

Fonzie on the Concours

Let me count the ways... that this bike bothered me. Seriously, this is the first bike that I've ever ridden at MO -over 30 different models in the last year and a half-, that I had a hard time finding something I liked about. At the moment, I can't really remember what that one thing was, but surely it wasn't anything major. The ergonomic triangle has to be designed for someone over 5'10", as I was always hunched forward to reach the controls and left each >50 mile ride with lower back pain. The non-adjustable windscreen has an aerodynamic flip/curve to its top edge, which lay perfectly across my natural horizon line and distorted my forward view. The position is something I could deal with in time, but the visual distortion of the road in front of me I could not, having nearly dumped the Connie in the very first mile. The image of the road ahead is smashed together and appears to be "farther" ahead that it actually is. Once when riding through a parking lot, I made a turn and crossed a speed bump at an awkward angle, because I thought it was still 10ft. ahead... don't troll around with your eyes looking thru the top 4 inches of the windscreen, believe me.

Page 2Sean on the Honda Interceptor

After all of the bitching and griping that stemmed from Honda's "VFR 800" to "V-Tech Interceptor" switch, I was prepared to be disappointed from the moment I picked the new bike up at Honda. However, there was precious little disappointment in evidence throughout the Interceptor's entire stay at Motorcycle.Com. Indeed, this thing knocked my socks off, as soon as I pulled out of Honda's lot and twisted the throttle to the stop. Bella! This bike sounds better than Luciano Pavarotti at a Courtney Love concert! I was so excited, that I rode straight to Long John Silver's fish shack and proceeded to regale Fonzie with tales of audio delight, throughout our thirty minute lunch, even though the ride from Honda only took 10 minutes.

Perhaps the biggest Interceptor shocker, came when we were shooting video clips as we flogged the Streetfighter Shootout bikes back-n-forth through a tight section of canyon road. After rotating through all three "streetfighters", I jumped aboard the VFR and proceeded to go faster with less effort, than on the nimble streetfighters. What we have here, is a classic case of: "This Bike Plain WORKS!" The 782cc Interceptor might not have a class leading power-to-weight ratio, but it makes the most of what it has, in a confident, seamless, yet visceral manner that's unmatched by any other motorcycle in recent memory.

The Interceptor tracks accurately through transitions and over rough pavement, even though it has a suspension that is tuned to offer a "compromise" (read soft) between touring and sporting. Another item that works quite well even though they are "compromised" are the Honda's linked brakes with optional ABS. I've long condemned linked-brake systems, but in the Interceptor's case the linking is unobtrusive, while overall brake feel is both powerful and accurate. The optional $1,000 ABS system works very well, with a high threshold before the ABS intervenes, allowing the front brakes to be used just like the brakes on any other modern sportbike, only with the added safety of anti-lock. If Honda ever insists on putting linked or ABS brakes on all of its motorcycles, let's hope they are as good as the system on the VFR.

Overall, the VFR's riding position is slightly "sportier" than the Concours, with a cockpit that sees the rider's feet slightly rearward and the upper body canted forward a few extra degrees from "standard". However, Honda stopped short of a full-on "sportbike" riding position and normal/healthy riders won't find cramped legs, nor too much weight placed on their wrists. Indeed, the Interceptor is every bit as happy to drone along through long straight highway stretches as the Concours is. Aside from the cost of ownership, the Interceptor seems to be every bit as practical as an every day vehicle, as the Concourse is. Once you get to the twisties however, the Interceptor pays big dividends with its extra fifteen years worth of engineering and technology. Of course the Interceptor has to be better than a Concours, if it hopes to sell to riders that could save up to $4,000 between the cost of an ABS + hard case equipped Interceptor and an $8,300 Concours with its standard (though outdated) hard cases.

Combined Dyno Charts:
Torque	Horsepower

Martin on the Interceptor

I have ridden several VFRs over the years starting back with the mid-`90s 750cc variant. I even had the opportunity to rotate between a VFR 750, a CBR1100XX and a CBR900RR on a 2,300-mile tour of the Northern Rockies once and aside from the relative lack of motor, I was impressed with the VFR as a capable sport tourer with a sporting emphasis. At that time, my only complaint was that it needed more motor, but the company it was in could have had something to do with that. I had absolutely no complaints about the handling or long-distance comfort though. The VFR impressed me as a geeky-tech, practical motorcycle with some soul.

After the passage of several years and lots o, bikes, I had the opportunity during our recent shootout to become reacquainted with the Interceptor in its current VTEC equipped incarnation. My immediate and lasting impression is that it kicks ass - as long as you don't get off and look at it too long. If you look up coyote ugly in the dictionary, you'll see a picture of the homely VFR waving at you. That aside, this is one impressive motorcycle. The sound at the intake that results when the VTEC actuates all of the valves above 7K is among the most glorious in all of motorcycling (and is accompanied with some major thrust). I don't even know if you could find an aftermarket pipe that would do justice to the righteous intake honk.

The damn thing gets around corners pretty good too. In fact, if the truth be known, I felt as good or better going fast on the VFR, as I did on any of the streetfighters from our Streetfighter Shootout, because it's such a well-balanced bike with excellent manners and feedback. Yeah the suspension is a little soft and wallowy, and I HATE the linked brakes, but I understand how everything works and at least, it's balanced in its wonkiness. The underseat exhaust is cool and I didn't miss the old whine from the gear driven cams one bit, once I hit the magic number on the tach and the VTEC did its thang. Holy mother of Toledo!

I know that a lot has been made of the weight and relative lack of motor on the newest Interceptor and on that latter point, I am in agreement. I'd really like to see a VFR1000 with this same VTEC system. That would be something to behold. As for the heft, well, Honda seems to know how to disguise this better than just about anyone, because it sure doesn't feel like a 500 lb motorcycle to me. I like light bikes, but not at the expense of everything else on the motorcycle. Aside from my perception that it could use a little more juice and some better styling I really liked this motorcycle. It is unconditionally my favorite candidate for a set of hard bags and a one month vacation.

Fonzie on the Interceptor

The Honda Interceptor is my new favorite bike of all time, bumping the Yamaha FZ6 from that title. Though occasionally electric feeling, the VFR always delivers a terrific intake rumble when on the cam... both the intake and exhaust noise make my ears happier every mile I ride.

As a testament to the rideability of this sport tourer, I can tell you that even after making a 22 hour round-trip ride to Las Vegas for the Supermoto finals in November - a total of 620 miles and 590 pictures- I could have immediately turned around and ridden it all over again. Ever comfortable in its saddle, I was tempted to choose the VFR over an HD Sportster, to attend the 21st Annual Love Ride in Glendale, CA. despite the stigma of riding a crotch rocket in an American iron crowd. `Tween you and me, the Honda would have been a much better ride... although the nearly vibe-free 04 Sportster is the best Sporty ever, the VFR wins that mini-comparo as well.

The Verdict

This is a clear case of different strokes for different folks. Both of these motorcycles are quite capable of providing a lifetime of enjoyment for their riders. In the end, it all comes down to what you are looking for in a sport touring mount and nobody knows that better than you.

Honda Interceptor ABS MSRP $11,199   SPECIFICATIONS MO Measured Horsepower: 96.7 Hp @ 10,500 RPM MO Measured Torque: 53.40 LbFt @ 8,750 RPM Engine Type 781cc liquid-cooled 90-degree V-4 Bore and Stroke 72.0mm x 48.0mm Compression Ratio 11.6:1 Valve Train VTEC DOHC; four valves per cylinder Carburetion Programmed Fuel Injection (PGM-FI) with automatic enricher circuit Ignition Computer-controlled digital with three-dimensional mapping and electronic advance DRIVE TRAIN Transmission Close-ratio six-speed Final Drive #530 O-ring-sealed chain CHASSIS / SUSPENSION / BRAKES Front Suspension 43.0mm HMAS cartridge fork with spring-preload adjustability; 4.3-inch travel Rear Suspension Pro Arm single-side swingarm with Pro-Link single HMAS gas-charged shock with seven-position spring-preload and rebound-damping adjustability; 4.7-inch travel Front Brakes Dual full-floating 296.0mm discs with LBS three-piston calipers Rear Brake Single 256.0mm disc with LBS three-piston caliper with Anti-Lock Braking System Front Tire 120/70ZR-17 radial Rear Tire 180/55ZR-17 radial DIMENSIONS Rake 25.5 degrees Trail 95.0mm (3.74 inches) Wheelbase 57.4 inches Seat Height 31.7 inches Claimed Dry Weight 483 pounds Fuel Capacity 5.8 gallons, including 0.8-gallon reserve OTHER Emissions This model meets CARB 2008 emissions standards. Available Colors Light Silver Metallic, Red Model ID VFR800FI ABS FACTORY WARRANTY INFORMATION 1 year Transferable, unlimited-mileage limited warranty; etended coverage available with a Honda Protection Plan.

Kawasaki Concours MSRP $8,299 SPECIFICATIONS MO Measured Horsepower: 96.0 Hp @ 8,750 RPM MO Measured Torque: 65.24 LbFt @ 6,500 RPM Engine: Four-stroke, DOHC, 16-valve in-line four Displacement: 997cc Starting : Electric Bore x stroke: 74.0 x 58.0mm Compression ratio: 10.2:1 Cooling: Liquid Carburetion: Keihin CVK32 x 4 Ignition: Transistor Controlled Breakerless Ignition (TCBI) with electronic advance Transmission: Six-speed Final drive: Shaft Frame: High-tensile steel diamond design Rake / trail: 28.5° / 4.8 in. Suspension, front: 41mm preload-adjustable fork Suspension, rear: Air-adjustable UNI-TRAK® single-shock system with four-way adjustable rebound damping Wheel travel, front: 5.5 in. Wheel travel, rear: 5.5 in. Tire, front: 120/70VR18 tubeless radial Tire, rear: 150/80VR16 tubeless radial Brakes, front / rear: Dual hydraulic discs / Single hydraulic disc Overall length: 90.2 in. Overall width: 36.6 in. Overall height: 55.7 in. Ground clearance: 5.1 in. Seat height: 31.1 in. Claimed Dry weight: 595 lbs. Fuel capacity: 7.5 gal. Wheelbase: 61.2 in. Color: Pearl Luster Beige/Metallic Dark Bronze * Price and specifications subject to change