Honda XL 600 V Transalp [1997-2000] Review: The Rugged Adventurer That Refuses to Retire

Introduction

The Honda XL 600 V Transalp (1997-2000) occupies a special place in motorcycling history as a bridge between rugged enduro machines and comfortable touring bikes. Designed to tackle both winding asphalt and dusty trails, this V-twin adventurer has earned a reputation as a "do-it-all" workhorse. But how does it hold up decades later? After spending a week with a well-maintained 1999 model, here’s my take on why this Transalp generation remains relevant for riders who value simplicity and versatility.

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Engine Performance: The Heart of a Go-Anywhere Machine

At the core of the Transalp beats a 583cc liquid-cooled 52° V-twin engine, producing 50 HP at 8,000 RPM and 53 Nm of torque at 6,000 RPM. These numbers might seem modest by modern standards, but the engine’s character is where it shines.

The V2 configuration delivers power smoothly, with a satisfying growl that escalates into a throaty roar as you climb past 5,000 RPM. Unlike modern parallel twins that prioritize top-end power, the Transalp’s torque curve feels tailor-made for adventure riding. At 3,000-4,000 RPM (roughly 80-100 km/h in fifth gear), the engine settles into a relaxed hum, making long highway stretches surprisingly bearable despite the lack of a sixth gear.

Key highlights:
- Low-RPM usability: The bike will chug up technical trails at 2,500 RPM without complaining
- Fuel efficiency: Averaged 5.6 L/100km (42 mpg) during mixed riding
- Heat management: Liquid cooling prevents the "leg roaster" effect common in older ADV bikes

The 5-speed transmission is bulletproof but shows its age. Shifts are positive yet notchy compared to modern gearboxes, and the gap between fourth and fifth gear feels disproportionately wide. That said, the chain final drive (15/47 sprockets) provides ample flexibility for gearing changes based on your riding style.

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Chassis and Handling: A Study in Compromise

Weighing 207 kg (456 lbs) with fluids, the Transalp isn’t a featherweight. Yet Honda’s chassis engineers worked magic with the steel double-cradle frame. At low speeds, the bike feels manageable thanks to its 33.5-inch seat height and narrow V-twin profile. Stand-up off-road riding is possible, though the 21-inch front wheel demands deliberate steering inputs in loose terrain.

Suspension specs tell the story:
- 200mm (7.9") front wheel travel from the 41mm telescopic forks
- 190mm (7.5") rear travel via Pro-Link shock

On paved twisties, the Transalp leans into corners with unexpected grace. The IRC tires (90/90-21 front, 130/80-17 rear) provide adequate grip for casual riding, though aggressive riders will want modern rubber. Where it truly impresses is in its ability to swallow broken tarmac and gravel roads without missing a beat.

Braking performance is a weak point. The dual 240mm front discs lack initial bite, requiring a firm squeeze at the lever. Combined with the rear drum brake (later models got a disc), it’s best to adopt a "plan ahead" riding style.

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Ergonomics and Comfort: All-Day Capable

Honda nailed the ergonomic formula here. The wide, flat seat offers BMW-like comfort, easily accommodating 500 km (310 mi) days. The riding position strikes a perfect balance:
- Upright torso with slight forward lean
- Neutral knee bend
- Wide handlebars for leverage

Wind protection from the small fairing is adequate up to 110 km/h (68 mph), though taller riders might crave an aftermarket screen. The 18L fuel tank provides a 300-350 km (186-217 mi) range – enough for most adventures.

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Competition: How It Stacks Up

The Transalp’s closest ’90s rivals were:

1. Suzuki DR650S
2. Pros: 30 kg lighter, better off-road

3. Cons: Air-cooled single-cylinder vibrates at highway speeds

4. Yamaha XT600E

5. Pros: Legendary reliability, lower seat

6. Cons: Weaker brakes, no fairing

7. BMW F650 Funduro

8. Pros: ABS (later models), fuel injection
9. Cons: Complex maintenance, heavier

Where the Transalp shines is in its V-twin refinement. While the Suzuki and Yamaha thumpers vibrate like paint mixers at 100 km/h, the Honda remains composed. It’s less capable than the DR650 off-road but far superior for touring. Against the BMW, it trades modern features for mechanical simplicity and lower maintenance costs.

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Maintenance: Keeping the Legend Alive

Here’s why the Transalp remains popular with DIY enthusiasts:

Engine Care
- Valve adjustments: Every 4,000 km (2,485 mi)
- Intake: 0.13-0.17mm (0.005-0.0067")
- Exhaust: 0.18-0.22mm (0.007-0.0087")
- Oil changes: Every 3,000 km (1,864 mi) with 2.4L of 10W-40
- Spark plugs: NGK DPR8EA-9 (standard) or DPR8EIX-9 (iridium upgrade)

Critical Upgrades
1. Chain & sprockets: The stock 118-link chain wears quickly – upgrade to an X-ring chain
2. Brake pads: Swap to sintered pads for better bite
3. Suspension: Heavier fork oil (15W) improves damping

Common Issues to Watch
- Carburetor gumming from ethanol fuel – install a inline filter
- Clutch basket wear – check for notching during oil changes
- Radiator hose degradation – replace every 10 years

At MOTOPARTS.store, we recommend carrying these essentials for Transalp owners:
- Valve adjustment shim kits
- Carb rebuild kits
- Heavy-duty tube kits (21"/17" wheel sizes)

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The Verdict: Timeless Adventure, Modern Potential

The 1997-2000 Transalp isn’t the best at anything – except being reliably good at everything. What it lacks in modern tech, it makes up for with character and adaptability. With basic upgrades (better tires, suspension fluid, brake pads), this Honda transforms into a capable round-the-world steed that’s cheap to maintain and impossible to kill.

For riders who value mechanical simplicity over digital dashboards and ride modes, this Transalp generation remains a smart choice. It’s a blank canvas waiting for your personal touch – whether that’s a set of hard panniers for transcontinental trips or knobby tires for weekend trail exploration. At MOTOPARTS.store, we’re ready to help you make it your own.

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Specifications sheet

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