Honda has that knack of producing models that, after more than 20 years, are still very much in everyone’s memory. The Transalp is one of them, but do the ease of riding, comfort and versatility of the original model launched in 1986 remain? This was one of the points we tried to uncover at an international presentation held in our country, on Algarve soil.
A few months ago, on the occasion of the international presentation of the new Honda Hornet, we were immediately sure that in terms of engine, this Transalp would be well served; since it was equipped with the new parallel twin-cylinder engine that also serves the famous Japanese naked bike. But we still needed to know how it would work in practice, as well as all the electronics and cycling of a model that comes in the range just below the Africa Twin.
To recap, the three major generations of the Transalp included the launch of the original model in 1986 with a 583 cc V-Twin engine; the introduction of the 650V version in 2000 and its redesign in 2008, here with a new V engine with fuel injection, 680 cc and for the first time a 19” front wheel instead of 21 inches. The model was later discontinued and only returned at the end of 2022. It has lost the V, as it is now equipped with a parallel twin-cylinder engine, and once again has a 21-inch front wheel, but there is much more to tell.
THE SAME PRINCIPLES
Honda wanted to replicate the same principles of the past in a current model, in other words, to put the DNA of yesteryear (comfort, ease and versatility) into a package that aims to place itself between the CB 500X / NC 750X and the Africa Twin, in the brand’s adventure range. As such, the technicians have adopted a steel frame developed in conjunction with that of the Hornet (but suited to the model’s concept), but which above all is very light, 18.3 kg – 18% lighter than that of the NC 750X for example – to maximize agility. The subframe is integrated and not bolted on, according to the brand’s engineers, in order to keep the weight down, and as for the suspension, we’re talking about Showa units on both axles, at the front with a 43 mm inverted fork (200 mm of travel) and at the rear with a Pro-Link monoshock (190 mm travel), both elements with spring preload adjustment and which help the minimum ground clearance of 210 mm. In terms of braking, there are two 310 mm discs at the front, with 2-piston calipers, and a single disc on the 18-inch rear wheel.
Still in terms of equipment, we find a very complete and easy-to-read TFT instrument panel (after a few minutes we’re already at ease with the buttons on the controls), with full connectivity, but we also highlight the presence of 4 driving modes plus a fully customizable User mode that can give us another joy in driving, as the standard modes are configured to give priority above all to safety. We then have various levels of traction control which also serves as anti-tippers, the possibility of turning off the ABS on the rear wheel, managing power delivery and the engine brake; and if in terms of electronics this bike is very well equipped, it has to be said that, in terms of what comes standard, the hand guards, the sump guard, the center stand, the quickshifter, etc., are all accessories that can be fitted individually or through the various packages that are available.
WHAT ABOUT THE ENGINE?
As you will have noticed – and as is always the case with a model like this in the Honda motorcycle range – the aim has been to maintain ease of use on the road and even in the city, without compromising the model’s usability on longer journeys. The engine therefore plays an essential role, as the new two-cylinder, very compact and lightweight, is capable of delivering 65.7 Kw of power (around 92 hp) and a maximum torque of 75 Nm, fitting like a glove with the type of use intended in terms of performance and sensations. It was designed using the brand’s experience in high-performance engines, such as the CRF450R motocross bike and the Fireblade, and its electronic throttle allows the inclusion of the aforementioned driving modes. Compared to the naked bike’s engine, there have only been minor changes to the air intake, to improve response at low and medium engine speeds, and also to the fuel injection for a smoother response. As for the exhaust system, it has been designed to enhance the model’s adventurous and emotional character. The clutch is assisted and slippery and fuel consumption is very low, as we saw at this presentation.
IN THE ALGARVE MOUNTAINS
We covered a total of 220 kilometers in this presentation, which had the beautiful area of Cabanas de Tavira as its focal point, with more than half of the route completed on wet roads during the morning. The only pity was the weather conditions, because if we don’t even mind riding in the rain – especially with an adventure bike – the worst thing was that we didn’t do the off-road route that was planned due to the bad ground conditions after the rain. That’ll have to wait until next time!
Elsewhere, the Transalp passed with flying colors, starting with the good handling of the Metzeler Karoo Street tires, which are very versatile and offer enormous confidence even in the rain. In fact, confident riding is probably the best way to define the Transalp. The riding position is perfect for almost every height, as if it were our bike of all time, and the agility and stability are just right, without one aspect detracting from the other. The presence of a 21″ front wheel is not an obstacle, but even with a relatively low exhaust tip (we wish the Transalp had kept the raised tips of yesteryear) and relatively simple suspension, it seems to us that the purpose of fitting a 21″ front wheel was above all… commercial! A 19″ wheel might have “fit” better but, in true Honda fashion, everything works just fine!
The braking is not visually impressive, with simple Nissin 2-piston calipers, but the truth is that we never felt a lack of decelerating power.
Next to the rear wheel, the exhaust system is very low, making it easier to fit any suitcases. Aesthetically, it’s not fantastic and could compromise the ground clearance.
The engine is very compact and energetic! And as this Transalp has a curb weight of just 208 kg, the power-to-weight ratio is similar to that of the Africa Twin!
The controls are similar to the latest Honda models and it only takes a few minutes to remember how they interact with the beautiful instrumentation.
Speaking of which, the instrument panel is very complete, easy to read and you can choose a more classic or sportier format for the information layout.
The seat is excellent, for all statures, and the passenger follows comfortably too. The handlebars are just the right width for a good riding position.
The rear shock absorber does the job, but as has been the case lately with various models (from various brands), you can see that costs have been cut here…
VERSATILE AND EASY, CHECK!
Even the braking, which could have been questionable, given the apparently very simple calipers, is actually high-performance, for enormous safety on the road. Contributing to the high level of comfort are the suspensions, as soft as they have always been on previous Transalpals, but here we wouldn’t mind a little more premium Showa equipment with more adjustment possibilities. So the only thing we did was slightly increase the spring preload on the rear shock absorber, which apparently gave it some more firmness in the afternoon when we faced dry mountain roads at a high pace.
We also liked the feel of the levers and controls, the aerodynamic protection and, of course, the engine, which, although it doesn’t seem as explosive as the Hornet’s, offers excellent performance and a lot of fun, not only because of its liveliness but also because of the way it sounds. And at the end of the day it had an average consumption of 4.8 l/100 km, which is very positive.
During the day, we almost always drove in Standard mode in the rain and Sport in the dry. This is because the Rain mode puts too much emphasis on safety – which cannot be overstated, of course – and this could help new drivers with A2 licenses, as could the Gravel mode on all terrain. In User mode, however, you can set everything to your liking, for a little more adrenaline-pumping driving.
Note also how well the gearbox works, even if our unit was equipped with the optional quickshifter, which is also a high-performance system, so the ideal is to order this accessory and then manage its use to your liking!
All in all, this new Honda Transalp maintains the same philosophy as always. It’s a very versatile, multi-purpose bike, but it now offers much more interesting performance and is much more advanced in terms of electronics. And as it’s very comfortable, in terms of seating and suspension, and offers a huge number of accessories, it will make for very interesting rides, solo or with a second occupant.
ACCESSORIES RULE
It’s easy to see in this photo how the décor of this latest generation has been well influenced by the beautiful bike that marked the Transalp’s debut in the range at the beginning of 1987. Many years have passed but the principles of the whole bike have remained the same, everything has simply improved, largely due to the engine and electronics. What has also clearly changed is the number of accessories that can now be purchased. In the case of this model, there are five packages to choose from: Urban, Adventure, Rally, Comfort and Touring, allowing you to get a Transalp to suit your taste and needs.