The Chigee AIO-6 LTE is a piece of bling well worth the investment. We tested the AIO-5 on our outback trip last year and it was invaluable with its ability to monitor tyre pressures, phone functionalities and navigation capabilities. Coupled with an in-helmet headset it provided voice-guided directions from Google for finding your accommodation or the nearest fuel station.
The AIO-6 LTE features a SIM card slot for live streaming, remote bike monitoring and SOS alerts. It enables security alerts if the bike is touched, plus it has real-time GPS tracking. We had an issue with our OEM battery and our first hint of an issue is that I got a warning to my phone. I especially like that feature because with a number of bikes that aren’t ridden often. This unit is fitted with front and rear cameras and tyre pressure sensors.
I connected audio to my Sena 20S headset and it works just like Apple CarPlay in your car. You can ask Google for directions and it displays on Google maps with turn by turn instruction. I love it. You can easily display vision from both cameras and record video to your mini SD card.
We’ll do a full test and demonstration on the OffRoadExplorer YouTube channel.
RRP: AIO-6 Unit $949.99, Cameras $299.99
www. chigee.com.au
CHIGEE AIO-6 LTE
Overall Score
8.6
Quality
9.5
Ease of installation
8.0
Value for money
8.5
Our Impression
Pros
Excellent quality
Easily to phone sync
Clear display
Full Apple CarPlay features
Cons
Cable routing takes time
Many of the products, prices, suppliers and their details that appear on this website may no longer be accurate. Readers are urged to check product or brand web sites for latest prices and specifications.
The Yoshimura RS-12 muffler is one of the best finished aftermarket exhausts available. It’s a slip-on unit and takes about eight minutes to install and it’s worth the investment on a couple of levels. The muffler sounds sweet, adds a little performance and will save you about half a kilo in weight. Check out my install video on YouTube via my OffRoadExplorer channel.
RRP: $ 1,249.95
Available at most motorcycle retail outlets
Yoshimura RS-12 ADV Exhaust
Overall Score
9.3
Quality
10.0
Ease of installation
9.0
Value for money
9.0
Our Impression
Pros
Excellent quality
Awesome sound
Easy install
Cons
Expensive
Many of the products, prices, suppliers and their details that appear on this website may no longer be accurate. Readers are urged to check product or brand web sites for latest prices and specifications.
I’m usually one to just get on a bike and ride. I’m about 75 kilos so most bikes are set up for that weight as far as springs are concerned. This time things weren’t quite right and Clive at MotorcycleBiz suggested a revalve as many a 450MT rear shock has come through his door for a tune.
After removing the spring Clive tested the dampening on his shock dyno and you could hear the cavitation. This occurs when rapid suspension movement or low internal pressure causes the damper oil to locally vaporize, forming microscopic gas bubbles. Clive dismantled the shock, trued the surface of the shock piston then reshimed the shock. The shock goes back on the dyno and on the laptop you can immediately see the improvement in low and high speed dampening. My shock had too much hi-speed rebound so that was reduced by 20% and he increased the compression dampening rebound by 100%.
Matched with new clicker settings on the front forks it completely transformed the bike and now I feel a lot more confident on the bike. You could spend thousands on aftermarket shocks and front fork revalve and tuning down to the enth degree but for the majority of us that money is wasted on the average rider.
On our Finke ride the handling was more predictable and when my rear wheel did hit a hidden rock it didn’t throw me over the bars.
Suspension tuning is a dark art but Clive knows his stuff. If you’re buying a new bike a visit to Clive is essential. Clives recommendation is that you see him after you’ve bling your ride so he knows what weight he’s working with.
RRP Starting from $350 depending on work and parts needed.
Many of the products, prices, suppliers and their details that appear on this website may no longer be accurate. Readers are urged to check product or brand web sites for latest prices and specifications.
We design and build Yamahas small bore adventure bike
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project builds
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Kilometres Ridden
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Vintage Builds
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Builds In Progress
2025 CF Moto 450MT
Budget Adventure Bike
When the Australian Adventure Bike Magazine Editor invited me to get involved with their previous CFMOTO 450MT project bike a year ago by installing a few accessories and then riding it 3,000km through the outback, curiosity got the better of me. And besides, who am I to say no to a week of premium adventure riding? To cut a long story short, that experience was enough for me to part company with my two T7s and purchase a 450MT – but don’t think for a minute that this is a perfect love story.
The CF Moto 450MT hasn’t been without it’s issues so let’s look at what simple mods we did and we’ll talk about the bikes short comings later.
It has been quite some time since the KLE500 has had a major upgrade.
The small-size adventure market is getting a bit more attention with new offerings from CF Moto, BMW, Royal Enfield, Honda, KTM but as usual it’s the sound of crickets coming from Yamaha.
With the new KLE500 Kawasaki has borrowed bits and pieces from their road bike range. Headlights bulbous fuel tank and engine airbag design.
Nevertheless it’s a capable easy bike to ride with smooth linear power but for this bike to really shine the suspension geometry will not be everybody’s cup of tea. Kawasaki loyalist soft roaders will love it.
Overall Score
8.0
Engine
451cc parallel twin
Power
51 hp
Weight
195 kg
Seat Height
870 mm
Pros
Linear power
16 Litre fuel tank
Rally style screen
TFT colour instrumentation
Smartphone Connectivity
Cons
Average suspension
Road bike feel
Poor air filter access
Verdict
The KLE500 is not the fastest, most sophisticated or most capable adventure bike, and its age is apparent in the brakes, suspension, highway performance and equipment. If you are going to spend anything on this bike it will be on the suspension.
But if you value light weight, mechanical simplicity and genuine all-round versatility, those shortcomings are balanced by a motorcycle with plenty of character and very few barriers between you and the next ride.
What does it cost?
Australian ride-away pricing varies by dealer and location, but you could score a 2026 KLE500 SE at around $12,600 to $12,800 ride away.
That’s roughly $1,200 more than the standard KLE500, depending on each individual dealer offers. On paper you’re basically getting the same spec motorcycle with a couple of extra features a 4.3-inch TFT display, all-LED lighting, taller adjustable windscreen, metal-reinforced handguards and a larger aluminium skid plate.
In other words, the SE is less about outright performance and more about making the KLE a better-equipped motorcycle straight out of the crate.
What do you get for your money?
The core of the KLE500 SE is Kawasaki’s 451cc liquid-cooled parallel twin, producing 33.4kW at 9000rpm and 42.6Nm at 7500rpm. It’s backed by a six-speed gearbox and assist-and-slipper clutch.
The chassis is not as adventure-oriented as you would like. There is a high-tensile steel trellis frame, 43mm inverted fork, Uni-Trak rear suspension, 210mm of front travel and 196mm at the rear, plus 21-inch front and 17-inch rear spoked wheels. I don’t know how Kawasaki missed this one but those of you who noted front and rear travel in the previous sentence would now wonder why the ground clearance is only 185mm with a seat height of 870mm. That’s only 5mm less than a Ténéré 700 and a whopping 500mm over the CF Moto 450MT high seat that can be adjusted down to 800mm. Yep, when I pull up I’m looking for kerbs, logs or rocks because a lowering link will no work here with its belly so close to the ground.
With a full tank, the SE weighs 195kg, while the fuel tank holds 16 litres which sits high on the bike and with the addition of a tank bag restricts forward movement when standing on the footpegs. Selectable ABS is an essential feature allowing the rider to switch the system off for off-road use.
The SE’s equipment upgrade is significant. The taller screen is 106mm higher than the standard version, while the reinforced handguards and bigger bash plate add some useful protection when the going gets rough. I’d still recommend an aftermarket skid plate with at least 4mm aluminium plate.
Who’s buying it?
The KLE500 SE is aimed squarely at the rider who wants one motorcycle to do the lot but isn’t that what all adventure bikes are. It’s LAMS-approved in Australia, making it accessible to learner riders, but there’s enough motorcycle here for an experienced rider to enjoy if this is their first adventure bike.
More importantly, this isn’t really a hardcore enduro machine disguised as an adventure bike. Its sweet spot is the rider who spends plenty of time on sealed roads but deliberately looks for the gravel road, forestry trail or unsealed route home.
That makes the SE particularly interesting for riders who want to travel some distance before reaching the dirt. The upright ergonomics, 16-litre tank and improved wind protection give it considerably more touring ability than a stripped-back trail bike.
What’s there to like?
The 451cc twin scream I’m a road race engine. It’s smooth, tractable and sufficiently lively without becoming intimidating but lacks that low down grunt. On the road it’s great and gives the KLE enough performance for everyday riding, while the six-speed gearbox makes the bike easy to live with.
The 21-inch front wheel tracks confidently across loose surfaces, while the long-travel suspension does a good job of absorbing corrugations and rough gravel. A recent Australian long-term test found the KLE SE planted and confidence-inspiring on forestry roads and easier trails.
The ergonomics are another strong point. There’s plenty of room to move around and the standing position feels natural. The bike encourages you to ride rather than constantly fight the controls. The bike feels narrow between the legs and once I got my eye in on the flowing Flinders Ranges roads it was well behaved and predictable.
And the SE’s equipment makes a genuine difference. The TFT is a substantial upgrade over the standard bike’s LCD, while the larger screen and handguards make long road sections more comfortable.
Perhaps the most appealing thing about the KLE is its simplicity. There are no ride modes or traction control systems to distract from the basic business of riding. You get selectable ABS, a conventional engine and suspension package, and a motorcycle that feels relatively uncomplicated. That works for me.
What’s not to like?
If you’re the kind of guy who like to maintain their own bike, and most of us are, then changing the airfilter will do your head in. It involves multiple panels and fuel tank removal to access the airbox. You can see our outback filter change video here.
Away from that the KLE is comfortable on gravel and easier trails, but it isn’t designed to be thrown at big obstacles in the manner of a dedicated enduro machine. Its 185mm of ground clearance is just not enough for dirt-focused adventure bikes.
Suspension is where the KLE500 needs all it’s focus. Out of the box it’s too soft and we wound as much as possible and after this test the KLE is getting a major suspension upgrade.
The standard tyres are another compromise. They’re perfectly adequate for commuting and gravel, but not for what we had planned. We flicked the standard hoops and fitted Michelin Anarkee Wilds.
At around 110km/h on the tarmac the engine creates a weird note like a high pitch vibration coming through the bars and footpegs. I’m not sure if it was our tyre selection but other reports reflect similar comments.
The may SE lack cruise control, ride modes and traction control but at this price point I wouldn’t be expecting that. Cruise control would be nice given the KLE’s ability to cover serious road kilometres but a Throttle Rocker or Throttle Stabiliser will suffice.
Verdict?
When Australian Adventure Bike Magazine editor Andrew Clubb told me he was taking the KLE500 on our Gallys Gallop ride to the Finke Desert Race I thought he had lost a bet. With so many well-equipped adventure bikes in the AABM stable why would you?
One of the big takeaways for me is that you can feel the difference between a Japanese manufactured bike as opposed to something that’s rolled out of a Chinese or Indian factory. The KLE500 felt tight, solid, well finished and refined and climbing back onto my 450MT made that glaringly obvious.
Needless to say, the KLE isn’t a hardcore off-road weapon. The weight, modest ground clearance, tall seat height and relatively soft suspension set clear boundaries on how aggressively it wants to be ridden away from the bitumen.
For riders looking for a middleweight adventure motorcycle that can commute during the week, tour at the weekend and confidently explore gravel and forestry roads, the KLE500 SE will do the job and we conquered the outback to prove that exactly.
It’s no wonder the CF Moto 450MT has out sold all other adventure bikes in the australia
2024 CF Moto 450MT
temu tenere
Five years ago, I would not have given a Chinese bike the time of day but since the partnership between CF Moto and KTM perceptions of the Chinese brand has taken an about face. I liken it to the emergence of Japanese automobiles and motorcycle in the late sixties and early 70’s and this is just the beginning.
So, when CF Moto introduced the 450MT with a design that bucked the Indian agricultural design trend I was forced to take notice. The crunch came when Australian Adventure Bike Magazine Editor Andrew Clubb invited me to pilot the AABM long term 450MT on a 3000-kilometre odyssey from Sydney to Broken Hill up into Queensland to Thargomindah then east turning south and back to Sydney… who am I to say no?
Overall Score
8.5
Engine
449cc Twin Cylinder
Power
44 hp
Weight
175 kg
Seat Height
820 mm
Pros
Affordable
KYB Suspension
Twin Cylinder Powerplant
Cons
Yet to be proven reliability
Low geared
Verdict
The 2024 CFMOTO 450MT has a characterful parallel-twin engine, quality KYB suspension, proper adventure-bike wheel sizes and useful electronics. KTM‘s DNA is evident and it offers a package that should appeal to both newcomers and experienced adventure riders.
CFMOTO has certainly shaken things up with this bike. It offers a genuine adventure motorcycle package at a price that puts pressure on some established manufacturers. If you’re looking for an affordable, well-equipped middleweight adventure motorcycle that offers genuine off-road potential, the CFMOTO 450MT deserves a serious look.
Buying Secondhand
Not much to report just yet but if there are issues we’ll find them.
When you compare adventure riding in Australia to somewhere like Europe the riding conditions and unforeseen conditions can have a greater influence on what bike you choose. What I’m trying to say is that conditions in Australia can change dramatically and suddenly that 700cc plus bike becomes an anchor that is of no use to you.
Having experienced getting marooned alone in the Flinders Ranges when a freak rainstorm blasted through while sweeping a Ténéré Tragics ride I’ve looked for lightweight alternatives that did not exist. At the time I was on a 2016 Tenere XTZ660. I’d already built our WR250R rally inspired Ténéré but unfortunately it just doesn’t have the legs to comfortably pull long k’s on the tarmac. If only there was a midweight alternative with double the engine capacity.
Five years ago, I would not have given a Chinese bike the time of day but since the partnership between CF Moto and KTM perceptions of the Chinese brand has taken an about face. I liken it to the emergence of Japanese automobiles and motorcycle in the late sixties and early 70’s and this is just the beginning.
So, when CF Moto introduced the 450MT with a design that bucked the Indian agricultural design trend I was forced to take notice. The crunch came when Australian Adventure Bike Magazine Editor Andrew Clubb invited me to pilot the AABM long term 450MT on a 3000-kilometre odyssey from Sydney to Broken Hill up into Queensland to Thargomindah then east turning south and back to Sydney… who am I to say no?
What Is It?
Our CF Moto 450MT test bike was prepped fro an outback ride with a B&B bash plate, Barkbusters, Anarkee Wild knobby tyres and a Chigee AIO 5. Other than that the engine and suspension were dead standard. The core of the package is a 449cc parallel-twin engine, tubeless 21/18-inch spoked wheels, long-travel KYB suspension and a surprisingly comprehensive electronics package, including switchable ABS and the 450MT looks like it has been designed for proper adventure riding.
What Does It Cost?
One of the biggest attractions of the CFMOTO 450MT is its pricing. When the model was introduced to Australia, it carried a $9,990 ride-away recommended price after the initial $8,990 pre-order offer. The 2025 model represents excellent value in a category where adventure bikes can quickly become expensive.
For the money, you’re getting a reasonably well-equipped motorcycle with quality suspension, Bosch electronics and a proper adventure-bike wheel combination. That makes the 450MT particularly appealing to riders who want to spend their money exploring rather than paying for an expensive badge.
What Do You Get for Your Money?
The 450MT is powered by CFMOTO’s 449cc, liquid-cooled, DOHC parallel-twin engine featuring a 270-degree crankshaft. It’s a configuration that gives the engine a distinctive character and a pleasant exhaust note. Power output is a claimed 32.5kW at 8500rpm, with 44Nm of torque arriving at 6250rpm. It’s backed by a six-speed gearbox and slipper clutch.
The chassis package is where things get interesting for off-road riders. Suspension is handled by 41mm KYB upside-down forks and a KYB rear shock, both offering 200mm of travel. Both ends provide adjustment, allowing riders to tailor the suspension to their weight, riding style and terrain.
The braking package features a 320mm front disc with a four-piston caliper and a 240mm rear disc. Bosch dual-channel ABS is fitted, with the ability to disengage the rear ABS for off-road riding. Bosch traction control can also be switched off.
Other standard equipment includes:
– 21-inch front and 18-inch rear wire-spoked tubeless wheels.
– CST adventure tyres.
– Five-inch TFT colour instrument display.
– LED lighting.
– Adjustable windscreen.
– 17.5-litre fuel tank.
– 820mm seat height, with an optional lower 800mm position.
– 220mm ground clearance.
– Three-year factory warranty program, subject to its service conditions.
Claimed dry weight is 175kg, which puts it in a competitive position for a middleweight adventure motorcycle.
Who’s Buying It?
First up are newer adventure riders looking for something manageable that doesn’t come with the intimidation factor of a large-capacity adventure machine. I’ve always struggled with my T7’s in more technical conditions despite fitting lowering links so to have less weight and a lower seat height. Those two properties had me at hello.
For newer punters its LAMS-approved engine, approachable power delivery and relatively compact dimensions make it an attractive option for riders stepping into the adventure category. Despite its smaller capacity I had no problems keeping up with the other lads on T7s.
So as an experienced adventure rider of a smaller stature I’ve always thought bigger isn’t necessarily better. Well for me anyway.
Not everyone wants to wrestle a 250kg-plus motorcycle through a tight bush track, particularly when travelling solo. A lighter, more manageable machine with enough performance for highway work makes a lot of sense.
I’d also suggest the 450MT will appeal to riders looking for a weekend escape machine. Something that can commute during the week, tackle a few hundred kilometres of back roads on Saturday and explore a forgotten forestry trail on Sunday.
Where Did We Ride It?
As I mentioned this was a proper test. 3000 plus kilometres from the Sydney suburbs to remote outback towns. Dry and dusty to wet and rainy and when the moisture hits that red clay even the most aggressive knobbies won’t save you.
We rode across the centre of NSW to Broken Hill via Lake Cargelligo. From there to Tiboobura where we met up with Dakar legend Rodney Faggotter. Cameron Corner was a no go due to incoming weather so we headed up to Bulloo Downs to Thargominda running on vapours. East to Inglewood, St George, Murrurundie back to Sydney.
What’s There to Like?
The 449cc parallel twin engine is a real highlight. It delivers a useful spread of linear power without being intimidating, making it an easy engine to live with on a variety of terrain. The 270-degree crankshaft gives it plenty of character, while the 44Nm of torque provides enough grunt for general adventure riding and highway cruising. Bosch ABS and traction control are welcome additions, particularly for less experienced riders. Being able to disengage the rear ABS and traction control when heading off-road is equally important.
Having KYB suspension at both ends is a big plus. With 200mm of travel and adjustment available, the 450MT offers a level of suspension equipment that would have been impressive on a considerably more expensive motorcycle. I’d suggest that little bit of tuning for individual riders’ weight and luggage configuration would help.
The 21-inch front and 18-inch rear combination is exactly what adventure riders want to see. It gives the bike the geometry and wheel sizes required for proper off-road exploration rather than simply being a road bike wearing adventure clothing.
Perhaps the biggest attraction is the overall package. CFMOTO has managed to deliver a motorcycle with a respectable specification without asking riders to spend a fortune. It’s difficult to ignore that proposition.
What’s Not to Like?
The first consideration is weight. At a claimed 175kg dry, it’s not a lightweight enduro motorcycle. Add fuel, accessories and luggage, and you’ll soon appreciate that it’s still an adventure bike when the going gets difficult.
The stock rubber doesn’t cut it for this level of riding though for regular conditions they’re adequate. They’re a reasonable all-round compromise, but riders spending most of their time in mud, loose gravel or technical terrain may eventually want something more aggressive like the Michelin Anakee Wild tyres we fitted.
The 449cc engine also has its limitations. While it’s perfectly suited to the motorcycle’s intended purpose, riders regularly travelling long distances at highway speeds, particularly with luggage and a passenger, may find themselves wanting more capacity. For highway use the 450MT is geared a little low so it’s no surprise we fitted a 14-tooth countershaft sprocket for those long outback stretches.
Taller riders may find both the seat and adjustable screen a little low. This would explain why the OEM rally seat is popular. While the screen is adjustable it may not be high enough for a taller rider.
Finally, CFMOTO is still building its long-term reputation in the Australian adventure market. The specification is impressive, but long-term ownership experience, parts availability and dealer support are important considerations when choosing any motorcycle.
Verdict?
The 2025 CFMOTO 450MT has a characterful parallel-twin engine, quality KYB suspension, proper adventure-bike wheel sizes and useful electronics. KTM‘s DNA is evident and it offers a package that should appeal to both newcomers and experienced adventure riders.
CFMOTO has certainly shaken things up with this bike. It offers a genuine adventure motorcycle package at a price that puts pressure on some established manufacturers. If you’re looking for an affordable, well-equipped middleweight adventure motorcycle that offers genuine off-road potential, the CFMOTO 450MT deserves a serious look.So how much of an impression did the 450MT make? Well, some punters are calling it the Temu Ténéré and to be honest I sold my Ténéré T7 and bought a CF Moto 450MT. Let’s see if I made the right decision and what sort of a project bike we can create.
We test the CF Moto 450MT for 3000+ kilometres across the Australian outback. With just a few protective accessories we attack the ride without an issue.
Hidden in Sydneys Warragamba catchment area is about as remote as you can get while still in the Sydney region.
Needless to say it’s a ride that requires planning especially if fuel range is an issue with your bike. Best to fuel in Mittagong and for those with range anxiety you can top up in Taralga. However on weekends the Taralga servo is only open in the morning. Call first to confirm.
It is 178km to Yerranderie direct from Mittagong. Yerranderie to Oberon via Shooter Hill is 104km. Allow extra fuel for any unexpected road closures. A fuel range of 350km is recommended.
Highlights
Wombeyan Caves Road
Goodman Ford Bridge
Yerranderie
Taralga Pub
Fuel Stops
Mittagong
Taralga (Saturday Morning Only)
Oberon
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Number of days
0
Kilometres
Yerranderie
During the summer break Tenere Ray and I headed for Yerranderie west of Sydney for a short 2 day tour. The first day of riding was great and ended up being a bit more of a reccy for a future ride. There are a few trails closed and areas off limits being a catchment area. We’ll be mapping it out in the Travel section of ORE. Keep an eye out for updates.
Getting There
The ride starts from Mittagong and heads out along the old Hume Highway to Wobeyan Caves Road.
Supplies
Fuel – Mittagong, Taralga and Oberon. No fuel available on route
We design and build Yamahas small bore adventure bike
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project builds
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2013 Yamaha WR250R Tenere
Rally inspired Adventure Bike
What has been one of our most ambitious projects we took the Yamaha WR250R and created a rally inspired adventure bike. At the time sub-500cc small bore adventure bikes almost didn’t exist and when Yamaha released the WR250R with it’s long service intervals this project was a no brainer.
After designing the original concept and publishing it in Trail Zone Magazine we got a call from Safari Tanks and the rest is history.
Our WR250 has since featured in Yamaha promotions, bike shows and is one bike that is destined to forever be a part of the Off Road Explorer fleet.
What adventure riding looks like from a comfy couch
It may not be hard core but it will cross a desert and get you there in good shape.
2009 Honda Transalp XL700V
Comfy Couch
It’s a time where some bike engineers think that adventure bikes are just road bikes that can go off-road occasionally. Where as a dirt bike design caters for the fact that sooner or later it’ll get thrown down the road and be expected to get back up again.
The new Honda Translp has more plastic than a full fairing suburban scooter but regardless of its styling, Honda’s precise Japanese engineering lies underneath, the core of which is a very smooth, new, 680cc liquid-cooled 4-stroke 8-valve SOHC 52° V twin engine and combined with improved ergonomics is a comfortable bike to ride over the long haul.
Overall Score
7.5
Engine
680cc V-Twin
Power
59 hp
Weight
218kg
Seat Height
841mm
Pros
Low seat height
17 Litre fuel tank
Good wind protection
Smooth engine
Cons
More road than off
Too much plastic
Rubber footpegs
Small sidestand foot
Verdict
The 2009 Honda Transalp is designed to just eat up the miles and on long blacktop and groomed gravel roads it does it easy. However when things get technical expect to damage some plastic. We first did a cannonball run from Melbourne to Sydney to run it in for its first service. Down the track we rode to the Flinders Ranges after fitting some aftermarket bits. Comfortable to ride but too much plastic for my liking.
Buying Secondhand
17 years on the Transalp is rare on the secondhand market. You might find one hidden away in someone’s garage but you’re more than likely find them as parts at motorcycle wreckers. If you do find a well serviced example you’ll expect to pay between $3500 and $4500 AUD.
Some where along the line Clubby got this idea in his head that I like riding lots of km’s at a time so when Honda offered Trail Zone the first test ride of the 2008 Transalp Clubby put up my hand straight away. Why my hand? Well to get the scoop I would have to fly to Melbourne to Hondas headquarters and ride the Transalp back to Sydney.
Before I had a chance to think about it, I was standing in the queue at Qantas check in at 6.30am dressed ready to throw my leg over a bike from my motocross boots my new Rivet Monaro jacket I’d test on the trip. With people staring at me like I was the Stig I soon found out that you can’t take your helmet on the plane and you’ve got buckley’s getting through security’s metal detector without attracting attention. I’m sure Clubby was curled up in bed chuckling to himself while hitting the snooze button.
What Do You Get For The Money?
It seems that American tastes have a lot to do with what the rest of us get in other markets around the world and at first glance you’d think that the Honda designer worked at Harley Davidson at some time and still yearns for the sound of water pumps with two wheels. This can’t be true as a clue to it’s European focus is on the graphics. On the tank are GPS co-ordinates for the Merchantour National Park in the French Alps. At 2,802M it must be quite a climb and is the sort of mountain roads you see in the Tour de France mountain stages. Regardless of its styling, Honda’s precise Japanese engineering lies underneath, the core of which is a very smooth, new, 680cc liquid-cooled 4-stroke 8-valve SOHC 52° V twin engine and combined with improved ergonomics is a comfortable bike to ride over the long haul.
Before I get bogged down in specifications Honda Australia had taken the liberty to configure our test bike as a tourer using many of the standard Honda accessories made specifically for the Transalp. These included, taller windscreen, centre stand, 45L top box and panniers and an accessory plug for GPS power or charging other devices such as mobile phones. Plus my favourites heated grips and a low seat. At first glance I through I’d look like a Ulysses Club member on a wanna be Goldwing but being from Cronulla I need to be more accepting.
So if you want to by a soft adventure bike off the showroom floor Honda has pretty much got you covered. As mentioned the motor is smooth and lacks the hand numbing vibration of its single cylinder counterparts. It pulls nicely from low revs and has a nice note from an updated exhaust system even through it sometimes had a whistle like a diesel locomotive when you opened it up from low revs. It lacks any punch anywhere through the rev range but it cruises effortlessly on the open road and will do it all day. The engine is complimented with a five speed gear box however it could do with a sixth gear. I found myself repeatly looking for another cog.
In a move that will upset off-road riders Honda has gone to a 19 inch front wheel from a 21 inch steering it more to roadier set up. Both the 19″ front and 17″ rear rims are fitted with Metzler Tourance rubber which does an OK job on the gravel and kills it on the road. I was pleased to see that Honda have stayed with spoke rims and not solid units like BMW are pushing with there R1200 GS. Up front are your garden variety 41 mm leading-axle telescopic forks with 177 mm of travel. As for the rear it’s a Pro-Link setup with 173 mm travel and adjustable compression damping which is accessible through a small hole in the left side cover below the seat. The dry weight of the bike is 218kg and as a result the Transalp is fitted with dual 256 x 4 mm hydraulic disc with dual-piston, with three-piston calipers and 240 x 6 mm hydraulic disc with single-piston calipers and resin mould pads. Finally the fuel capacity has been reduced from 19 to 17.5 litres. I mean, even though the rationale is that with improved fuel economy it still has the same range but a little extra range makes sense to me. The tank has a 3 litre reserve and when you reach it the digital fuel gauge flashes up and down like the skies about to fall. Very distracting but it gets your attention and within the cluster is the digital speedo which I liked along with the clock (don’t forget school zones) and trip metres. Fuel economy on my ride averaged around 5L/100kms giving the Transalp approximately a 350km range including 60 kms of reserve. The seat height is 841mm but the low seat option takes another 20mm off that. The seat is also designed to share the love and is much wider for the pillion passenger. The Top Box also has a backrest and arm rests are optional.
What’s It Cost?
The new Transalp comes in at $12,990 plus on road costs. That compare that with the BMW F 650 GS at $13,650, Suzuki DL650 V-Strom at $9,990 and the Kawasaki KLR650 ($7,990)
Who’s Buying It?
Like the V Strom it’s perfect for road riders dipping their toe into the adventure bike pond. The good thing about the Transalp is that in general ride impression it falls between the KLR650 and the V-Strom. In other words the ergos smack bang between a dirt bike feel of a KLR and the road bike riding position of a V Strom.
Where Did We Ride It?
We rode the Transalp straight out of the crate from Melbourne to Sydney starting with only 15 kms on the clock over a variety of roads (mostly road unfortunately). I did the trip in one hit so it was a good chance to see how comfortable the Transalp is on the long haul and it passed with flying colours. Gotta love the heated grips.
What’s To Like?
Did I mention the heated grips? Honda fitted our Transalp with some touring essentials. Taller windscreen, accessory plug (hidden under the seat), top box and panniers plus the low seat for those like me with shorter legs and Hondas own brand of heated grips, (did I mention them?). Without those the Transalp is still an adequate package. Starting at the front a small fairing still deflects a bit of wind but what I particularly liked on my 11 hour highway adventure riding into the dark was the impressive front headlight. Unfortunately the Cyclops styling is a big target for a rock when riding off-road with others.
The engine is smooth as Popguns latex one piece and the gearbox shifts nicely. The exhaust has a nice note but looks like it’s fat that can be lost and replaced with an alloy unit. Handling presented no surprises but I like to do a bit more off-road riding before I pass final judgement. The bike comes with a substantial carryrack which you could bolt an expresso machine to. (Had to get that one in before Popgun did). Overall, a great tourer.
What’s Not To Like?
The Transalp is definitely at the softer end of the adventure bike market and there are many Africa Twin devotees sobbing quietly into their beers with each new model. There’s way too much plastic moulding for a start plus all the mud and dirt hoarding, bolt on, polished metal styling covers like the ones on the exhaust system. Buckets of dirt could reside under there for years. The most useless piece of plastic is what you would think is supposed to be the engine bash plate. Putting style before common sense the bottom of the engine is completely exposed to rocks thrown up from the front wheel. The cockpit is not as cramped as the 2007 model but in the standing position, even for me, the bars felt a tad low. The side stand foot is way too small and the rubber pegs have to go.
The Final Word?
Perhaps I’ve been little harsh but the Transalp is basically a great bike with solid engineering that will go the distance. Despite the fact that it looks like it’s been designed by the work experience kid who’s got a fetish for plastic moulding, I believe there’s some great potential. That’s why we are taking on the Transalp as our next Off Road Explorer/Trail Zone Project Bike and if there’s an Africa Twin under there, we’ll find it.
Now as far as the Cheng Shin C-755, they’re a bit of a Jeckyl and Hyde. On my first venture out on the new rubber, Tenere Ray and I headed for a two day excursion out to Yerranderie west of Sydney. It’s a bit of a hike as you have to head south to Mittagong to make your way around the Warragamba catchment area. Heading south you have no choice but to follow the road down to Mittagong then onto Wombeyan Caves. On the dry the C-755’s were fine as there wasn’t really any cranking over to be done. Once we hit the dirt road the KLR started to shine and the C-755’s combined with the IMS pegs completely transformed the green meanie.
The first day was dry but as we were leaving Oberon the next morning the weather started to close in. Hoping the wet would ease we headed out to Kangara Falls. The new Cheng Sin knobbies loved the conditions while Tenere Ray fought for grip with his rear road/trail rubber. With no visibility, photo opportunities were zero so we decided to make a b-line to home in the pouring rain via Jenolan Caves. Tarmac all the way and through the twisting roads to Hampton the KLR rear started to step out on occasions. For such good off road performance you have to make some sacrifices.
Cheng Shin C-755 Knobby Tyres
Overall Score
7.3
Quality
7.0
Ease of installation
7.0
Value for money
8.0
Our Impression
Pros
Affordable
Agressive tread
Cons
Poor on-road performance
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