The most usual models are:. The XL600V from 1987 - available in the United States in 1989. The XL650V from 2000. The XL700V from 2008 Other versions exist, such as the 400 cc version (ND-06) aimed at the Japanese market. The first version output 50 hp (37 kW) at 8,000 rpm, increased to 55 hp (41 kW) for the 1989 and 1990 version.
Later models returned to the original 50 hp. From 1991, the rear was replaced by a 240 mm, with a single-piston brake caliper. The appearance was altered in 1994: the original square lights were changed, and a new was introduced. In 1996, new 34 mm were introduced, and the system was replaced by a microprocessor-driven design. The front brake was modified in 1997, introducing a second disc and reducing the diameter to 256 mm. The weight of the Transalp increased over time, from 175 kg (386 lb) for the first models to 218 kg (481 lb) for the latest version.
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In 2000, the XL650V Transalp replaced the XL600V, introducing the engine from the and. The power output increased to 39 kW (52 hp) at 7,500 rpm, torque increased to 54 N⋅m (40 lbf⋅ft) at 5,500 rpm. A 4 mm increase gave a 64 cc displacement increase. The were redesigned for road use, the was updated, the fuel capacity increased by one litre, the control panel was redesigned, and weight diminished by 4 kg (8.8 lb). In 2007, the XL700V Transalp was introduced, with a new 680 cc engine, which was also fitted to the NT700V Deauville, and compatible with emission standards. The front wheel diameter was reduced from 21-inches to 19-inches, the exhaust system was fitted with a catalytic converter, the lights were redesigned, and was introduced. The 2008 model reinforces the road orientation of the Transalp, with larger tyres, lower saddle and more road-oriented.
The 2008 XL700V engine is a liquid-cooled, eight-valve, four-stroke, single-overhead cam, 52° V-twin.
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Author: Phil West Posted: 24 Dec 2015 Why you want it: The original middleweight adventure bike dated back to the mid Eighties and made up with versatility and durability for what it may have lacked in excitement. The long-lived Transalp was originally brought out in 1987 as the original Japanese adventure bike before being succeeded by the larger, more long-legged and its ilk later in the decade. Instead it lived on as a pretty much unique ‘middleweight adventure bike’ aimed particularly at Continental travellers and with impressive build quality and versatility. Its V-twin engine, while no powerhouse, was flexible and unburstable; its handling and ergonomics are easy-going and idiot-proof and it is also classily built and durable. A final update in 2008 improved the previously rather dreary looks and performance a tad, although with just 59bhp from its Deauville-derived lump the Transalp is still outpaced by more modern alternatives such as and.
That said the Honda’s a willing puppy of a performer, has plenty of appeal as a first big bike (particularly as its seat is much lower and novice-friendly than many adventure style machines), will happily cruise all day at 80mph and is impressively reliable and durable, too. The Transalp also has pretty good build quality (although the most recent incarnation was actually built in Spain, not Japan), decent instrumentation, ABS as standard and plenty of accessories available. Overall, though now a little outdated and outperformed, the Transalp remains a decent, good value, well-equipped and versatile all-rounder and a good, trusted option as a first big bike. Find a reasonably low mileage example in good condition and you’ll have a useful, reliable year-round workhorse with low running costs that has more style and equipment than most, especially for the money. What to look for: Generally, the Transalp’s reliability record is near-legendary, thanks mostly to its over-engineered, understressed powertrain, years of refinement and decent build quality.
As a result, as long as its service record is complete and it has been decently looked after you shouldn’t have any major problems. Instead, the main areas of concern will be related to ownership. In other words: is there any owner-related damage – more likely with a Transalp than most due to its ‘first big bike’ appeal – either due to rider mishaps or poor maintenance? Accordingly, be sure to check for mechanical or cosmetic damage, ie scrapes, scratches, scuffed or bent levers and controls or, worse, bodywork damage which can be expensive to correct.
In addition, be sure to check that everything is maintained, adjusted and lubricated correctly, particularly the chain and controls, and that all consumables (tyres, pads) are within acceptable wear limits. If they’re not, it indicates that the bike hasn’t been well looked after and that there could potentially be more horrors hidden away.
Besides, a knackered chain or tyres will cost hundreds to replace. Originally launched as a 600 in 1987 (although few of these survive); the Transalp was facelifted in 1992, grew to a 650 10 years later then finally a fully-refreshed, completely updated 700 in 2007. It was finally deleted from the Honda UK line-up in 2012.
What to pay: Transalps remain popular for their durability and versatility, particularly as year-round or winter commuters, which keeps prices relatively high. Accordingly, high mileage, older examples still fetch getting on for £3K but will have plenty of life left in them.
Clean, low mileage examples are around £4000. Who to ask:. Criticare 506dx manual. Very active UK-based owners forum for all things big Honda trail and adventure bike has a section devoted to the Transalp. American-based dedicated owners forum.
TECHNICAL SPECS: Engine: 680cc, V-twin, 8v, SOHC Power: 59bhp @ 7750rpm Torque: 44ftlb @ 5500rpm Weight: 214kg Have you owned or ridden the Transalp? What are your thoughts? Bennetts is a trading name of Saga Services Limited, company number 732602 registered in England and Wales. Registered address: Enbrook Park, Sandgate, Folkestone, Kent CT20 3SE. For information on how your personal data will be used please read our Privacy & Cookie Policy. © 2000 - 2017 Bennetts. All rights reserved.
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