Stateline/ Interstate
The Stateline and Interstate models lean more toward the classic side of cruiser styling. In basic form the bikes are carbon copies, with the Interstate's slew of touring accoutrements being the only difference. Even with their more traditional look, the two adopt a cleaner, more progressive style than the VTX models.
The Stateline is perhaps the most neutral of all the bikes here. The deep fenders, traditionally sized front tire and beefier bodywork serve it well aesthetically. And the easiest way to distinguish the Stateline is by those fenders-the valanced units swoop down more than the Sabre's, and with more real estate out back, Honda added a larger, vertical taillight. While its downtubes are also curved, a plastic frame cover over the steering head transforms the raw nature of its Sabre sibling into something more refined. Simply put, the Stateline brings more comfort and stability: the front wheel is thicker and smaller, at 140mm wide and 17-inches tall; the bars are higher, wider, and come back an extra 3.18 inches; the seat is wider and more padded. Strangely enough, the Stateline rather than the Sabre receives a blacked-out treatment on the engine.
On the more neutral Stateline, you sit up straight with both the grips and feet close in. This touring-ish riding position is good for going cross-country or just up the coast for some backroad blasts. Like the Sabre, the Stateline is available with the optional Combined Braking System (CBS), which links the rear brake to the front and engages one piston of the twin-piston caliper, along with ABS.
Bodywise, the 2010 Interstate is a reflection of the Stateline. It too has the large fenders, meaty 140mm, 17-inch front wheel, and blacked-out engine. But it gets chrome covers circling the upper portion of its 41mm fork, and touring bits to distinguish it from its siblings. It loads on a windscreen, 22-liter leather-wrapped saddlebags, full floorboards, a heel-toe shifter and larger brake pedal. Those fixed bags sport a nifty hidden locking system (it's behind the bag) and what looks to be a decent-sized cargo area. This is the sole VT1300 that doesn't offer ABS as an option; Honda explained that it wanted to keep all the bikes under the psychologically important $13,000 threshold (the Interstate lists at a $12,749 MSRP).
2010 Honda VT1300CR State...
2010 Honda VT1300CR Stateline
The first thing I notice right away on the Stateline is its ergonomics compared to the Sabre. The bars are noticeably wider and higher, and I feel like I sit on top of the bike. The reach to the foot controls is the same, but the wider seat isnoticeably more comfortable (though you couldn't tell by looking at it), and the combination puts me in a more relaxed, upright position. The wider bars offer better leverage, though the speedo sits even lower in my line of sight.
Launching from a curb is drama-free, thanks to the spot-on fuel delivery of the PGM-FI. Cracking the throttle yields good low- and mid-range torque, but it's the same engine as the Sabre's, so I'm left wanting up top. I expected a marginally better brake package from the Stateline, but the 336mm big front disc with a twin-piston caliper doesn't have a very aggressive bite. The 296mm disc/single caliper rear brings much the same, with just adequate power to bring a 672-lb bike to a clean stop.
I spend the bulk of my time on the Stateline as it proves comfortable and confident in its handling, and thoroughly enjoyable once I get the feel for its weight, COG and balance.
In the twistier sections of the backroads we traveled the wider tire feels more planted, but the wider bars require more input compared to the Sabre. The four inches of travel up front gives me just enough damping to soak up road acne-it's certainly more forgiving than the Sabre-and the single shock out back manages to keep up most of the time, though it doesn't allow for any adjustment. Like I said, it's better than the Sabre...
Of the three, I felt the Stateline should be the base model for the lineup; it has the most neutral styling and riding position and it's most easily adapted to other uses.