|
Classic Bikes
Custom Bikes
Individual
Racing Bikes AJP
AJS
Aprilia
Ariel
Avinton / Wakan
Bajaj
Benelli
Beta
Bimota
BMW
Brough Superior
BRP Cam-Am
BSA
Buell / EBR
Bultaco
Cagiva
Campagna
CCM
CF Moto
Combat Motors
Derbi
Deus
Ducati
Excelsior
GASGAS
Ghezzi Brian
Gilera
GIMA
Harley Davidson
Hero
Highland
Honda
Horex
Husaberg
Husqvarna
Hyosung
Indian
Jawa
Kawasaki
KTM
KYMCO
Laverda
Lazareth
Magni
Maico
Mash
Matchless
Mondial
Moto Guzzi
Moto Morini
MV Agusta
MZ / MuZ
NCR
Norton
NSU
Paton
Peugeot
Piaggio
Revival Cycles
Roland Sands
Royal Enfield
Sachs
Sherco
Sunbeam
Suzuki
SWM
SYM
Triumph
TVS
Ural
Velocette
Vespa
Victory
Vincent
VOR
Voxan
Vyrus
Walt Siegl
Walz
Wrenchmonkees
Wunderlich
XTR / Radical
Yamaha
Zero
Video
Technical
Complete Manufacturer List
|
Honda XL 600V Transalp
|
. |
Make Model |
Honda XL 600V Transalp |
Year |
1996 |
Engine |
Four stroke, 52° V-Twin, SOHC, 3 valves per cylinder |
Capacity |
583 cc / 35.5 cu-in |
Bore x Stroke | 75.0 x 66 mm |
Cooling System | Liquid cooled |
Compression Ratio | 9.2:1 |
Induction |
2x 34 mm Keihin Carburettor CV |
Ignition |
Microprocessor-driven transistorised system |
Electrical | Electronical double CD-I ingnition, 12Vdc, 12V/12Ah battery, AC-generator, electrical starter; electronic safegard on side stand |
Generator | 0.310 kW / 5000 rpm |
Starting | Electric |
Max Power |
50 hp / 36.5 kW @ 8000 rpm |
Max Torque |
52.6 Nm / 38.8 ft-lb @ 6000 rpm |
Transmission |
5 Speed |
Final Drive | Chain |
Gear Ratio | 1st: 2.500 2nd: 1.722 3rd: 1.333 4th: 1.111 5th: 0.961 |
Frame | Single downtube with double loop cradle of rectangular section |
Front Suspension |
41 mm Telescopic hydraulic forks |
Front Wheel Travel | 200 mm / 7.8 in |
Rear Suspension |
Pro-link monoshock |
Rear Wheel Travel | 187 mm / 7.4 in |
Front Brakes |
Single 276 mm disc 2 piston caliper |
Rear Brakes |
Single 240 mm disc 1 piston caliper |
Front Tyre |
90/90-21 |
Rear Tyre |
130/80-17 |
Dimensions |
Length 2260 mm / 89.0 in Width 865 mm / 34.0 in Height 905 mm / 35.6 in |
Wheelbase | 1505 mm / 59.2 in |
Seat Height | 850 mm / 33.5 in |
Ground Clearance | 195 mm / 7.7 in |
Dry Weight |
183.0 kg / 404 lbs |
Wet Weight | 202.0 kg / 445 lbs |
Fuel Capacity |
18 Litres / 4.7 US gal |
Consumption Average |
18.3 km/lit |
Braking 60 - 0 / 100 - 0 |
13.3 m / 42.1 m |
Standing ¼ Mile |
13.4 sec / 152.8 km/h |
Top Speed |
172.5 km/h |
Related Links | |
Road Test | Motociclismo 1994 |
. |
Becouse British motorcyclists suffer from Transalp "blindness, Honda has given the trusty V-twin trailie a less invisible look for 1994. The sleek new upper fairing is meant to stop Britishers in showrooms from staring straight through the Transalp and ogling the Suzuki GS500 or Yamaha Diversion behind.
It is a bizarre phenomenon. Whereas Europeans see the Transalp for what it is the most practical middleweight trailie, and a laugh to boot we Brits just see that bland front end and ignore the rest. Hopefully the improved look will do the trick, because for the last seven years we've been missing out in a big way.
And I mean big. It will come as a surprise to most UK bikers that the Transalp is a rip-snorting corporate money-spinner of near VFR750 proportions. Yes, you read that right.
The Transalp is huge. European cities are clogged with them, and the likely reason Honda left the Transalp unchanged for seven years was that it was selling so fast.
It knocks Triumph's feat of selling 10,000 bikes worldwide in three years squarely into perspective. France and Italy alone get through 7000 Transalps each year, and there are now over 60,000 of the podgy V-twins phut-phutting about Europe. The total number of Transalps sold in Britain since the 1987 launch is 843.
There's no doubt the Transalp is now less offensive to the eye. Where before the nose fairing was a bulbous way of holding a square light that didn't seem to fit properly, now it's sleek. The nose is sharper, the light (straight off the much trencher Dom-inator) is faired in and lines are smoother - a cross between a Kawasaki KLE and a Dominator.
Now only the lower half of the bike looks clumsy. In theory, the Transalp's longitudinally aligned V-twin could look as narrow as a single, but Honda sculpted the lower bodywork and bashplate round the radiator, making the whole lot wider. The Dominator looks like a waif, the Transalp looks like it's got a beer gut.
But it's only a matter of time before you acclimatise to the podgi-ness and don't notice it anymore. Practically, the new fairing does the same job as the old design, though Honda claims the wider screen takes more wind off the shoulders. A fair amount of wind hits the rider at helmet height, but at 75 to 80mph - the Transalp natural cruising speed — this isn't a problem.
And when it's cold, the handguards make the difference between chilly fingers and frostbite. The only aerodynamic irritant is that with a pillion, the rider's head bobbles crazily from side to side. God knows why.
Because of a wide, comfortable saddle, touring on a Transalp isn't just possible, it's recommended. Unlike virtually every other sub-750 trailie, the Transalp can be pointed at France safe in the knowledge that arse surgery won't be needed at the other end. And the pillion saddle is even wider than the rider's.
Corners can be attacked with a vigour that surprises the ignoramuses who see the Transalp only as an off-road bike with a bland engine. At both ends the Showa suspension is designed for comfort not speed, being softly sprung and gendy damped, but front and back compliment each other so well that corner japes are not seriously compromised. It's not taut like a Dominator, but the Transalp is a laugh.
The engine's linear power output is perfectly matched to the suspension. The throttle can be wound on early to gendy pin the footpeg to the deck. This is impressive — the Transalp has ample ground clearance even with the suspension fully splurged, and when the peg touches down the Yokohama tyres are nearing their limits. Definitely not enjoyable on a bike you don't fully trust.
Predictably, the soft forks are Olympic standard divers on the brakes, the single disc with slighdy modified twin piston calipers being capable of reducing fork travel to an inch or so. There's enough braking power to get the front tyre squealing, but it needs three fingers. Another disc would make life easier, especially two up.
In the entertaining Transalp show, the engine is a support act. The unsophisticated sohc twin doesn't grab the rider's attention, but then there isn't so much as a stone chip in the meat of the power curve either.
Power is refined rather than dramatic. The motor is a practical, unstressed (until 8000rpm, 750rpm short of the redline) unit that does the job with absolutely no fuss. Twin spark plugs give the most immediate start your thumb is ever likely to come across, vibes don't make an entrance until 7000rpm and below 80mph there's always enough power to crack on.
But whereas a Dominator impresses with its wheelie-pulling tug at low revs, and a KLE500 with its 80 to 90mph thrashability, the Transalp doesn't. Open the throtde at 2000rpm and it just goes, the extra 33kg (731b) over the Dominie keeping the front wheel on the tarmac and blunting acceleration.
Wind it on at 7000rpm in top (90mph) and the reaction is even more measured. The two Keihin carbs give spotlessly clean response until then, but at 7000 they struggle. Sitting behind a truck at 75mph this translates as laboured overtaking.
Over seven years the Transalp has collected classy touches galore. The fuses are handily next to the ignition (handy for thieves too unfortunately), the tool kit is down by the helmet lock (no under-panel delving needed), the rack is superb and the bash plate seals dirt from the engine.
Sixty thousand Europeans aren't wrong. The Transalp is much better than we give it credit for. The new fairing may cure our Transalp blindness, but sadly at this year's price of £5065 there's a good chance it'll stay invisible for another 12 months.
John Westlake
Source Bike Magazine 1994
Any corrections or more information on these motorcycles will be kindly appreciated. |