Top test Honda Varadero 1000

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Top test Honda Varadero 1000

Top test Honda Varadero 1000

Pleasure ship

Truly a monumental motorcycle, weighing 267 kilograms, as high as a cathedral, comfortable and fast. In the top test, it impressively proves that the Honda Varadero can do more than stubbornly eat up kilometers.

Large enduro? potent all-rounder. An urban Bavarian event, the GS series have been ratings hits for years. But for some time now, other manufacturers have also been successfully involved. So does Honda. In 1999 the Japanese made us happy with the first Varadero edition, litter-like, rather underdamped ?? and with heavy seas at higher speeds. Equipped with antiquated mixture preparation by carburetor. An encouraging start, but nowhere near enough to hold a candle to the market leader BMW R 1100 GS and 1150 GS. Nevertheless, the comfortable and powerful Varadero made many friends whom she affectionately call “fat”.
Weight remains an issue in the new edition. Because instead of losing weight, model year 2003 weighs a whopping eleven kilograms: there are 267, filled with 25 liters of fuel.
Considerable. Off-road deposits with the Varadero? Just theory. Too heavy, too awkward. For road use
however, the extra weight turns out to be
as a very worthwhile investment. A regulated catalyst brings
the two-cylinder in combination with a
Secondary air system now really time-
appropriate pollutant values ​​(see also box on page 46). The Varadero fulfills the Euro-2 norm in a playful way, getting 28 out of 30 possible points in the test? and makes some of the competitors look pretty old.
And the use of more material also appears elsewhere-
made sense ?? namely with the chassis.
As already mentioned, the original model was not considered to be particularly track-stable; straight
With a luggage system and a lot of payload, it was easy to do something on fast stages
to commute. That should now be the past-
to belong to. Which is why the steel frame received reinforcements in the rear area, the V2 engine was suspended rigidly instead of in rubber bearings in order to provide more stability as a load-bearing element.
Another change to the chassis should have a positive effect on this: Honda shortened the suspension travel by twenty millimeters at the front and ten millimeters at the rear and at the same time made the suspension elements much tighter. The Varadero therefore no longer plunges so strongly into its springs under load. So if you take heart and climb this huge motorcycle, you will immediately notice that nothing has changed in the enormous seat height compared to its predecessor.
Yes, take a heart, you read that right. The Honda already compels you
in the stand due respect. What kind of
a monumental piece of machinery-
construction. Mainly because the seat-
bank is damn wide, ergo contact with the ground is not so easy even for taller contemporaries. How did that deal with the Japanese test drivers? Did they always have small stepladders in their luggage? But the Varadero not only demands respect, it also deserves it, as it is shown shortly after climbing. Immediately an incomparably cozy “welcome-home” feeling spreads. The ergonomics are extremely successful. Everything really fits. It’s wonderful how the Varadero integrates its driver into the action and at the same time lets him float above things. The newly designed bench offers sofa comfort for both passengers.
The Varadero has a suitable drive to match the formidable seating position: a powerful V2 that has been taken over from the VTR 1000 F in a modified form. This engine has its own charm. No boring, but a real steam hammer, present through vibrations in the handlebar ends and the footrests. Equipped with powerful torque and a suitably selected translation. He exudes serenity and sovereignty.
Unfortunately, the engine has so far been considered drinkable. That reduced the travel budget and ruined the daily average tremendously. Honda responded to the criticism and equipped the Varadero with an intake manifold injection, which at the same time made the use of the G-Kat easier. The engine responds softly, load change reactions are kept within tolerable limits, the two-cylinder pushes the ship forward with power, impressing in particular with its sheer ability to turn. It’s also nice that the Japanese have donated a new, very easy-to-shift and precise transmission with sixth gear. That lowers the speed-
At the same time, it does not function as an overdrive, but as a gear that is often used on country roads.
Which ultimately also benefits fuel consumption. The Varadero consumed an average of six liters over almost 2000 test kilometers. The one for the applicants-
The main road consumption was an astonishing five (for the Ver-
gaser model 7.2 liters), the top value for fast motorway stretches ?? so between 160 and 180 km / h you feel right at home? was 8.6 liters. Respect. Especially in view of the fact that the Cd value of the Honda should be somewhere between Cologne Cathedral and Munich’s Olympic Stadium. Because of the 25-liter tank, the travel enduro has a very long range, and the reserve light (a fuel gauge is missing) usually only reminds you to refuel just before the 400-kilometer mark.
The result is a formidable one
Travel cut. Daily stages of 800 and more kilometers are no problem because of the great comfort, only when it comes to wind protection the opinions differ. Three different drivers, four opinions on the lately ?? commendable ?? adjustable windshield. The protection, everyone agrees, is good, but some testers complained of turbulence and a high noise level, while others were completely satisfied.
The Varadero, on the other hand, received unanimous praise for its presentation on country roads. Sure, it is not a paragon of handiness. It also acknowledges an extremely sporty, aggressive driving style
Unwilling, it almost seems that harsh steering commands in fast alternating curves then arrive at the front wheel with a little delay. Nevertheless, it is a highly active motorcycle; the Varadero prefers a brisk, rounded style. Anyone who understands this will be spoiled with casual driving fun that will take you away. The tighter chassis tuning helps the thick ship to more lean angle and a plus in driving stability and steering precision, but the fork in particular is insensitive to larger bumps and road edges. Nevertheless, the fat surfs so fed up
surely over winding terrain that even self-confessed supersport fans can really enjoy it.
The first tires chosen by Honda contribute to this to a large extent: Bridgestone Trailwing 101/152 Radial E. The name is a somewhat outdated enduro tire, the
last tire test (MOTORRAD 11/2003) was overtaken by its more modern competitors. But the special identifier E has it all; it denotes one
completely revised version. Why Bridgestone stuck to the old name remains a mystery. Among other things, the Japanese changed the carcass and chose a new rubber compound. With success. The E-specification is convincing across the board: great grip in dry as well as wet, high stability, even with a full load, plus an erection moment when braking in an inclined position that is hardly worth mentioning.
Anyway, the brakes. Another Varadero specialty. The Honda composite brake system CBS catches the massive machine even at accelerated speeds
safely back on, the braking stability
is above average. Dosing is difficult only in the limit range, i.e. when braking hard. Here an ABS would help, which is currently neither for money nor good words to buy.
Not yet. Because Honda has already proven that they understand ABS very well. And not requests for improvement from customers
ignored. The successful new edition of
Varadero proves this impressively, it grabs the high 700-point benchmark in the top test.

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Top test Honda Varadero 1000

Top test Honda Varadero 1000
Pleasure ship

This is how MOTORRAD tests pollutant levels

MOTORRAD explains the individual criteria of the 1000-point evaluation (part 19).

What matters is what comes out at the back. This realization of our former Chancellor Helmut Kohl has also been implemented by MOTORRAD since the beginning of 2002. While the pure equipment with catalytic converters or other means for minimizing pollutants was evaluated up to now, the pollutant values ​​are now the benchmark. After all, what is important is not how, but whether the motorcycle creates low levels of pollutants. The emissions of carbon monoxide CO, hydrocarbons HC and nitrogen oxides NOx are determined during the homologation of each model according to a specified ECE cycle. A maximum of ten points can be earned for each of these three pollutant components. If the current Euro 2 standard is just adhered to, half the number of points is awarded. Honda has switched this year’s Varadero from carburettors to injection and is now pulling out all the stops: A regulated catalytic converter plus secondary air system should ensure minimal pollutant emissions. With success, while the predecessor with a secondary air system only got 14 points for the pollutant values, the new, significantly “cleaner” model achieved an impressive 28 out of 30 possible points.

Technical data – Honda varadero 1000

Engine: water-cooled two-cylinder four-stroke 90-degree V-engine, transverse crankshaft, two overhead, chain-driven camshafts each, four valves per cylinder, bucket tappets, wet sump lubrication, electronic intake manifold injection, Ø 42 mm, engine management, regulated catalytic converter with secondary air system, electric Starter, three-phase alternator 434 W, battery 12 V / 18 Ah, bore x stroke 98.0 x 66.0 mm, displacement 996 cm3, compression ratio 9.8: 1, rated output 69 kW (94 hp) at 8000 rpm, max. Torque 98 Nm (10.0 kpm) at 6000 rpm Pollutant values ​​(homologation) CO 0.32 g / km, HC 0.10 g / km, NOx 0.09 g / km Power transmission: primary drive via gear wheels, mechanically operated multi-plate oil bath clutch, Six-speed gearbox, O-ring chain, secondary ratio 47:16, Chassis: Bridge frame made of steel profiles, load-bearing motor, telescopic fork, standpipe diameter 43 mm, two-arm swing arm made of aluminum profiles, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, floating brake discs, Ø 296 mm, three-piston calipers, rear disc brake, Ø 256 mm, three-piston caliper, composite brake system. Cast aluminum wheels 2.50 x 19; 4.00 x 17 tires 110/80 R 19; 150/70 R 17 tires tested Bridgestone TW 101/152 Radial E chassis data: wheelbase 1560 mm, steering head angle 62.5 degrees, caster 110 mm, spring travel f / r 155/145 mm. Service data Service intervals every 6000 km, oil change with filter every 12 000 km / 4.1 l engine oil SAE 10 W 40 fork oil SAE 10 W spark plugs NGK DPR 8, EVX -9 chain 5/8 x 3/8, 112 rollers idling speed 1200 ± 100 / min valve clearance inlet / outlet 0.16 / 0.31 mm tire air pressure solo ( with pillion passenger) front / rear 2.5 / 2.5 (2.5 / 2.8) barWarranty two years with unlimited mileageColors silver metallic, blue, redPrice 10190 euros Additional costs 179 euros

MOTORCYCLE Measurements – Honda Varadero 1000

Performance1 Maximum speed * 200 km / h Acceleration 0 ?? 100 km / h 3.6 sec 0 ?? 140 km / h 6.7 sec Pulling 60 ?? 100 km / h 5.0 sec 100 ?? 140 km / h 5.7 sec 140 ?? 180 km / h 8.4 seconds speedometer deviation display / effective 50/49, 100/95 km / h fuel type normal consumption in the test at 100 km / h 3.9 l / 100 km at 130 km / h 5.2 l / 100 km country road 5.0 l / 100 km Theor. Range 500 kmDimensions and weightsL / W / H 2300/850/1470 mmSeat height 840 mmTurning circle 5220 mmWeight fully fueled 267 kg Permissible total weight * 466 kg Payload 199 kgWheel load distribution v / h 47/53% Tank capacity / reserve * 25/4 liters / h 41.6 meters Average deceleration 9.3 m / s2 Comments: With the composite brake system CBS, maximum deceleration can only be achieved by actuating both brakes, then all nine brake pistons are activated. Doughy and slightly shifting pressure point when braking hard from high speed. Handling course I (fast slalom) Best lap time 21.7 seconds vmax at the measuring point 91.2 km / h Comments: A wide handlebar and the narrow front tire allow the mighty Varadero to wag around the pylons surprisingly easily. Nevertheless, the speed at the measuring point is in the lower range of the motorcycles tested so far, which is acceptable for a large enduro. Handling course II (slow slalom) Best lap time 29.9 sec vmax at the measuring point 50.6 km / h Tires offer a wide limit range, the footpegs touch down relatively late. Barely noticeable righting moment when braking. The powerful engine brings the Varadero easily onto the rear wheel after the reversal point.

What else caught my eye – Honda Varadero 1000

What else was noticeable PlusVery neutral driving behavior, the righting moment when braking in an inclined position is almost imperceptibleGood lightVery good rear view Cockpit can be read without problems even with a larger tank bag Standard hand protectors protect very effectively against moisture Extensive range of Honda accessories First tires Bridgestone TW 101/152 Radial E harmonises very well with the Honda and handlebar strut only available for an extra charge Storage space under the seat is far too little The rear turn signal cables can be damaged when using tensioning straps The engine slaps when driving at constant speed (speed range: 1800 to 2600 rpm), especially at high outside temperatures The Honda on the Internet www.varadero.de Suspension adjustment as indicated in the manual

Conclusion – Honda Varadero 1000

The Varadero breaks the 700-point mark, the successful all-rounder is only the sixth motorcycle in this illustrious club. The Honda impresses with perfect ergonomics, top comfort for driver and passenger, the powerful and economical V2 and a stable chassis. All that’s missing for a really perfect all-round carefree package is ABS.

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