Trail – The Transalp continues its road … – Used HONDA

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The Transalp continues its road …

Trail - The Transalp continues its road ... - Used HONDA

Twenty years after the launch of the Transalp 600, Honda returns to the Col de la Bonette to present its new trail: the Transalp 700! New engine, ABS-CBS, new trim, 19-inch front wheel: the ascent promises to be faster. Test !

In 1987 the Transalp 600 was born, "particularly attractive for a wide range of users who appreciate its ability to overcome multiple tasks ranging from daily trips to long-distance trips through off-piste trips, the Transalp has always combined the best of both road and track ", recalls Honda.

A big commercial hit from the end of the 80s, this trail subsequently lived a quieter, even discreet career … It was not until 2000 that the XL600V gave way to the XL650V, equipped in particular with the indestructible NTV engine, increased road performance and a modernized look.

In 20 years, these two models have therefore totaled 35,318 sales in France and around 150,000 worldwide. This shows the importance of the French market for this trail, also popular in Italy … Logic for a Transalp !

Eight years after the last major development, Honda is launching its new Transalp, firmly determined to relaunch in France – and elsewhere – the trail mode, undermined by that of roadsters. To suck the Z750, FZ6, GSR and Hornet – the sales targets in 2008 are set at 2,000 vehicles – the Japanese manufacturer therefore offers a trail with more catchy lines, a more powerful and more torquey engine, and smaller front wheel…

The day before the opening of the Mondial du Deux-Roues Honda had presented in detail its new Trail (read). A month later, the manufacturer invited European journalists to test its 2008 novelty, the ABS-CBS version of which will be available in dealerships from the end of October 2007 (end of November in standard version).

To properly celebrate this arrival, the world number one therefore suggested that testers cross the Col de la Bonette, exactly like 20 years ago when the XL600V was launched. For the record, Honda then organized for its customers a "Transalp Rally" rallying Vienna to Nice via Evian … and still this famous Pass, accessible by a road that had nothing to do with the current billiard table. !

Naturally absent from the 1987 edition, Site was able to participate in that of 2007, the climax of which was logically the ascent of the Col de la Bonette – easy, the coordinates are on the XL700V tank. On the program: Monaco, helicopter, 4-star hotel then discovery of the new motorbike, imperial road and icy campsite … A sacred adventure in short !

Regarding the look of the Transalp, Honda has once again decided to make an impression. As for its new Hornet (read), the winged brand has opted for a radical change of style and, necessarily, this evolution will suit more or less according to tastes.

When we know that sports cars benefit from retouching every two years and complete overhauls every four years, let’s just admit that after eight years, the Transalp deserved its "makeover". !

In the yellow color made available to the press for this test, the new lines of the Transalp – "more aggressive and deliberately less protective than on the previous model", describes the manufacturer – are accentuated and the fairing gains even more dynamism.

The red and gray colors are more discreet and will appeal more to urban bikers, ultimately very many to buy motorcycles originally intended to face all types of roads! The blue color will not be available in France: the blues outside France, what a shame…

Continuing the turn of the owner, we realize that the new Transalp does indeed receive the new twin cylinder already fitted to the Deauville (read) but swaps the cardan shaft of the GT against its usual chain transmission. "This allows to keep the spirit of the model but also to limit the weight of the machine and to offer a more flexible transmission", entrusts the manufacturer to Site..

Just above this chain is the pot, which retains an obvious family resemblance with the previous one. We note, however, the appearance of a new combustion chamber located under the engine, hidden – only partially – by the jar protectors. Obtaining the Euro3 standard is unfortunately at this price…

The new XL700V rims are wider but remain equipped with spokes and continue to give the Transalp a slightly retro look compared to the V-Strom and Versys equipped with spoke rims..

However, the front part of the machine makes it decidedly more modern: the almost round look and the multi-pointed fairing contrast sharply with the discreet style of the old model and the fork loses its bellows..

The tank itself loses 2.5 liters of capacity (17.5 liters now) but the reasonable consumption observed – but not calculated – makes it possible to travel 250 km without any problem. Stalled at 130 km / h in fifth, the range should be able to be increased to 300 km, but not much more.

Finally, it’s time to ride the new Honda. Of course, the position is high, upright and comfortable. The rider dominates both his bike and the traffic: a good point for adventurers as for city dwellers.

Available as an option, the low saddle (-2 cm compared to the original 84.1 cm) will be useful for shorter legs. For others, on the other hand, no worries to calmly put the feet – or even the heels – on each side of the bike: to be tested personally !

But whatever the size of the pilot, it is pleasantly overpriced by the apparent lightness of the new Transalp. Accusing all the same on the scale a full weight of 214 kg (219 kg in ABS-CBS version), the Honda is easily taken in hand..

The excellent turning radius (2 meters according to the manufacturer’s data) adds to this ease of handling and from the first meters, the traffic of Monaco – this is also valid in Paris, Lyon, Perros-Guirec or Mende – is easily managed.

From the driving position point of view, the pilot enjoys good comfort, particularly in terms of the seat. A priori tough, the new saddle – both flat, wide at the back and thin at the front – is ultimately very comfortable even on long journeys..

Only small regret, it seems that the knees do not take full advantage of the smoothness of the engine and are slightly apart. We must find fault…

Starting is worry-free and idling remains constant, whether it is 20 ° C at sea level or -5 ° C at 2802 meters. Likewise, the PGM-FI electronic injection allows smooth acceleration and pick-up..

The sound of the pot is more catchy than that of the Deauville and it is pleasant to put full throttle back at half speed. At low speed, on the other hand, it is better not to overload the mill: under 2,500 rpm, the pick-ups must be peaceful, otherwise the "700" shows its dissatisfaction by knocking lightly.

Fortunately, from 3,000 revolutions, the engine shows better willpower and drives the motorcycle, driver, even additional luggage and passenger without running out of steam … and without taking your breath away! Linear at will, the twin will put Pedrosa fans to sleep but will delight novices and followers of quiet walks..

The revs are therefore perfectly controllable and there is no need to go above 7,000rpm: the extension is not intoxicating and the engine noise is less rewarding than at 4,500 rpm. It is therefore between 3,000 and 6,500 rpm that the range of use of the Transalp is located, allowing you to wander on beautiful mountain roads while remaining in third or fourth gear.

During strong accelerations, vibrations are distilled between the thighs but they are not annoying and disappear at constant speed. We only regret that these "good" vibrations around 4,000 rpm do not result in a little more muscular pickups.

The clutch lever can get tough in the long run, especially with frozen fingertips! We would appreciate at this time that the distance of the clutch lever is adjustable – that of the front brake is – in order to work closer phalanges. A remark that applies to those who intend to climb summits in very cold weather…

The slightly dry gearbox – the motorcycles totaled less than 1000km on the odometer – is precise and well staged, perfectly relaying the tireless Honda engine. Motorization level therefore, the Transalp remains a safe and reasonable choice, primarily aimed at large, peaceful riders..

Nevertheless, the new XL700V offers its rider more than ever the opportunity to have fun on small roads. The 60 horses are there and the slightly modified cycle part officiates brilliantly.

The front axle, now equipped with a 19-inch wheel (against 21 previously) offers an excellent compromise between agility / stability and good road holding. Neutral and unsurprising, it allows you to twirl in small sequences and offers satisfactory heading on the motorway.

Always at high speed and in bends, the Transalp settles on its rear axle and allows you to swallow large curves calmly, well supported by its new radial tire of 130/80. By pushing it to its limits, the direction can become blurry but very few drivers will go that far..

This good dynamic behavior necessarily requires some concessions … So comfort – softness? – of the first models is definitely a thing of the past and the rear suspension no longer erases big bumps as well.

Here again, opinions will be divided but it must be admitted that the majority of the roads on which the new Transalp ventures today are different from that taken 20 years ago by the 600. As proof, the imperial road – yes môssieur, Napoleon III classified it as such on August 18, 1860 – which leads practically to the Cime de le Bonette was once very bumpy, and is now akin to a real circuit! Transalp therefore lives with the times…

Accelerating and turning on the Transalp is therefore disconcerting. It is even disappointing for the more "sporty" pilots accustomed to fighting more with their mount to reach – it is true – a higher pace. But what about braking ?

The test models were equipped with combined braking / ABS well known to Honda owners and Site readers (read for example). No wonder, since 80% of the Transalps sold by Honda France will be fitted with this exclusive system. Strongly contested by "real" bikers, this equipment nevertheless finds its full meaning on this type of machine.

Brought to run in all weathers and on all types of roads, the Transalp fitted with ABS-CBS (€ 7,599 instead of € 6,999 for the standard) will get out of perilous situations without damage. The braking tests on dry, damp, greasy, wet roads or roads strewn with dead leaves have all been conclusive: no loss of control and an almost imperceptible action at the controls.

In "normal" driving, the braking is in accordance with what one expects from a trail: little biting but powerful and adjustable. The new XL700V can therefore be proud of having achieved flawless performance on this side. !

Braving the cold, light showers and a few flakes, the simple jeans of the unconscious assayer – me – remained dry and almost warm. The protection of the Transalp therefore remains respectable despite the changes made to the fairing..

As for the original nose screen, it diverts the air flow above the shoulders but does not isolate the upper part of the helmet. You couldn’t ask for much more from such a small appendage and heavy riders will certainly consider the option "bubble with deflectors higher than 17mm".

For heavy riders always but also for "commuters" (followers of the home-work trip), the Top-Case will be mandatory. Because if the space under the saddle allows you to carry a U, forget the rain suit or briefcase !

Similarly, the Transalp – like many two-wheelers – is only equipped with a side stand which will not facilitate chain maintenance. The gimbal would mark a point there…

On the equipment side again, we appreciate the good visibility of the mirrors and the readability of the dashboard with full data. Only the outside temperature is missing, just to prove his point: "I drove in -5 ° C and I was only cold at my fingertips!"

Finally, it should be noted that the Honda can also be equipped with a GPS: if it makes access to the contactor more difficult, access to any Honda dealership in Europe (or any other place) becomes a game of child…

For those who would be interested, the Transalp retains a good aptitude for "all road" without being able to tackle real off-road, reduced clearance and ground clearance oblige.

Finally, the Transalp is clearly evolving towards better efficiency on the road. Far from being transformed into a Supermotard, the new Honda benefits for 2008 from a sharp handling which inevitably penalizes the extreme comfort offered by the old model..

Faithful to its predecessors, the new Honda trail still invites as much to ride and travel, rather loaded as a mule than attacking like a donkey. Without embarking on an arms race which would rightly disappoint many of its fans, the Transalp would only deserve a slightly more punchy engine around 4000 rpm to perfect its winding capacities. See you in eight years ?

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