Honda Transalp

Twenty years after the first Transalp was launched, Honda is celebrating a brand new version. It's intended to re-establish the Transalp as a credible middleweight adventure sports bike and to compete with the likes of Suzuki's V-Strom 650 and Ducati's Multistrada 620.
The GPS-styled graphics adorning the tank detail the location of the Col de la Bonette. It's a twisting, cold, Alpine pass which reaches an altitude of 2,802 metres - twice the height of Ben Nevis and the highest paved road in Europe. So where else should we go to test ride the new Transalp?

All I can say is thank heavens for my heavy-duty thermals. Gliding out of Monaco along the wide, sweeping dual carriageways, I braced myself for the side winds as I passed trundling trucks. But despite carrying the 45-litre top box (available as an optional extra and packed with my winceyette pyjamas and ultra thick socks) the bike remained rock steady. I tucked behind the compact and effective windscreen and chased triple figures, aggravating the bike's balance by jarring the handlebars, yet the Transalp refused point blank to become unsettled.
Punchy new powerplant

The wheelbase is 10mm longer than before, which helps matters as does the now smaller, 19-inch front wheel. Other changes include a new V-twin lump that's had a capacity hike to 680cc. This third generation engine was developed for the 2006 Honda Deauville and whilst it doesn't propel you forwards like a rocket ship, it does pack a solid and reliable punch in the low and mid rev range. The road surface shimmered crispy white with frost, fresh snow capped the nearby mountains and icy water trickled down gullies and across my path. Exploring maximum lean angles wasn't exactly on the top of my agenda.

Nevertheless, the Transalp's agility was clearly obvious. Third gear alone offers a nippy and responsive ride with plenty of engine braking for the oncoming bends, but the 8,000rpm redline never seems far away so the bike soon splutters in the red zone. Use the final two gears in the typically smooth gearbox and you should reach the estimated top speed of around 125mph, but there's a revvy buzz about the bike from 90mph upwards, as though there should be just one more gear to slide into.
Fuel consumption

As my straight line blasts were constantly interrupted by bends and sedate villages, any high-speed vibrations weren't as obvious as they may well prove to be when mile munching along the M1. Be prepared for frequent stops if you are planning a mammoth trip though. Although the bike's new and sleeker bodywork looks stylish and modern, the fuel tank is now smaller, down from 19 to 17.5 litres. Consequently, the fuel gauge began to flash at around 125 miles. But as I rocked up to our communal petrol station I realised that not everyone had run their bikes dry in such a short period.

All the UK journalists were in the same boat and had been praying they'd reach the service station in time, whilst the Germans still had at least two bars left. Ride with the throttle on the stop and the fuel consumption is less than impressive, ride conservatively and it improves, but I doubt it'll be much of a match for the range offered by the 22-litre, V Strom 650. However, the smaller tank and absence of a centre stand (as standard), are the only minor complaints with a bike that's so typically Honda: it's typically good.
Steering and brakes

The turning lock is as impressive as the bike's balance, so U-turns, hairpins or sweepers are all easy to master. Push on and the Transalp shows the softer side of its nature, with the only adjustment available being preload on the rear shock. As for the brakes, there are two options. The standard set up has dual pistons callipers at the front and a single at the rear, whilst the advanced has three pistons at the front and one at the rear.

This advanced option also has Honda's anti-lock brake system plus its combined braking system, which activates the middle piston at the front when the rear brake is applied. Some riders don't like this system, others swear by it, but I rarely use the rear brake anyway, so it wasn't an issue for me. Several hours into my mammoth trip, I arrived at camp Honda. My bike had carried me through some stunning scenery and had coped well with the thinning air. Note to self, it's not advisable to run about, no matter how much fun you're having, when wearing full bike kit and a helmet at an altitude of 2,802 meters.
Verdict

Not sensible, but the Transalp is. It's a sensible choice rather than a loin stirring one and would make an excellent commuter or city bike. With the day's ride over and the bike's parked up, I donned the torch fashioned to fit over my head like a miner's lamp. Suitably dressed in my red chequered thermal pyjamas, I pointed my brightly-lit forehead to read the name tag marking my bright-orange one-man tent, courtesy of Honda and complete with frost - on the inside. My Alpine adventure wasn't quite over. It seems the Transalp really does do what it says on the tank.