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Does any body know where there are any Aprilia TUAREG 600 spares preferably second hand / breakers HELP to


Hi does anybody have a wiring diagram for the XT600E 1992/93 model.I have put this engine in an SRX600 frame but am having trouble with my spark(wife said i lost it years ago).Any help would be appreciated.Thank you all.Please contact me on 01484641411 or email Regards Alan


Does anyone know where to get Hebco & Becker engine bars for the new model Varadero? They can be seen on a webpage, but I can't find details of any supplier. rashbars.html Any help much appreciated. Graham Appleton Lurgan, Northern Ireland 07885517710


Hi all, ive' got a xtz 660 as a box of bits, alls going well so far except for the clutch! i'd like some idea on the order of the plates, or even if ive got the correct amount!! any help much appreciated.


Hi could anyone give me any information on an after market Fuel tank and exhaust silencer "Preferably road legal" for my 1997 DR350SE,.Please e-mail me at if you can help. Many thanks Dale.


Hello! I am looking for service/repair/owners manual for motorcycle Yamaha XTZ 660 Tenere. Can you help me? I buoght XTZ a 1 month ago and I am highly satisfied with a bike. Over wintertime i would like to prepair bike for next sezone and for this reason i need a manual. I am searching on internet but i did not find manual for XTZ. I do not have luck:) Can you help me? I thank you in anticipation for reply. regards Denis from Slovenia


From: "Nick Devonshire" . I have just got a 1981 R80G/S, i'm a bit of a born again biker and fancy doing some serious touring etc, cost was not an issue when i bought the bike it was more that i wanted something simple (this is my first bike with indicaters) would i have better spent my money on a later machine or is mine up to the job? any advice would be appreciated. nick.


From: "George Pasparakis" . Hi, I have a 1981 R80G/S, can anyone advise a screen that might fit with a bit of modification. thanks nick.


I've just bought a 2nd bike an SLR650 2001,Does anyone know where I can get a owners manual for it,any help appreciated


HI FOLKS, Having a mid-life crisis and thinking of swapping my 1200 Bandit for a big trailie. Going fast on Her Majesty's highway just doesn't do it for me anymore. I fancy doing a bit of off-roading and getting muddy! Have advertised on several places on the internet and I've had an offer from a bloke with an XTZ660. He says it's got a W plate but was manufactured in 1998? Immac condition (aren't they always?), new tyres, chain and sprox etc. He wants £2500, or swap for a big 4-cylinder road bike. My Bandit is worth about £2100 from a dealer for a partex or approx £2500 private, so it looks like a swap is on the cards. Advice and help needed please; is he asking too much for his bike? 1998 but with a W plate? How so? If I do the deal, I'm looking for info re clubs, events etc. A friend of mine does a couple of events each year - the 'Lands End' and 'Edinburgh' trials. Take a road-legal trailie, use an Ordnance survey map to ride to a certain point then go get muddy doing some 'trials' riding. Re join road, ride to another point and do it all again.. Sounds like FUN! Would an XT660 be too big for this? Would I be required to ride the wrong way up a 100ft waterfall without putting a foot down? Any help/advice/hints/encouragement would be MUCH appreciated. CHEERS PETE WOOD SHEFFORD, BEDS


Does anybody out there know of a aftermarket exhaust system for a dr 750 big which looks and sounds good.I am in the process of buying a dr 750 big in good condition, but the pipe must go. Any help would be appriciated.


I have a DR600 that starts well from cold, but once warm is incredibly hard to start. I have changed the plugs and air filter but that has not helped. Any ideas? E-Mail:


From: "Mike Ratcliffe" Subject: Africa Twin Lowering Kit Does anyone have experience of lowering an Africa Twin to suit a rider of circa 5ft 9ins? Bike has Touratec seat. Need to lower by about one inch to give better foot contact when stationary.


From: "David Shemeld" Subject: Suzuki DR750 S? Wiring Diagram Does anyone have a Suzuki DR750 S? Wiring Diagram or know where one could be purchased from? please contact Many Thanks Dave


From: "CHRIS HARRISON" Subject: tuareg 600. I have recently bought a tuareg 600 but i,m having trouble getting parts Aprilia dealer spares are extortionate also looking for a owners handbook or maintanence handbook willing to pay also any other info on the bike i think i should have kept my KLR


From: Subject: dr 750 bits wanted. Has any one got any spares/parts for a Dr 750? I am particularly after the rear rack and the rear footrest hangers, i may be interested in any spares you may have. Or, Does any one know where i can get some stuff from, good suppliers/Breakers? Also, has anyone a manual for sale or can i get a photo copy of it? Cheers, John thanks John


From: "pete jeffries" To: Does anyone know of a good UK source for AT RD04 parts/tuning/accessories? Seems to be more for RD07 than my model. THanks PS Alan GarrettÖÖhad any luck with your question?..Iím also interested if you had any response


Does anyone out there own or know anything about TT600's? I have just bought a '94 Italian Import. To start with I'm looking for a Manual of some description. I'll pay for a photo copy version or if anyone can point me in the direction of somewhere to get one from, I'd be very grateful. I have tried all the usual suspects....Clymer/Haynes...I even called Fowlers of Bristol, but they told me that the book I was after had been 'discontinued'....ho-hum. Any info or stories...good or nightmares would be much appreciated. Thanks David Jones


Send reply to: From: "Bruce Marshall"

Hi guys; so once more it's time for me to grapple with the fundamental question of life, the universe, & which bike to buy? For years Ive been wallowing about in the most important of those questions - the bike one of course!

Having the good fortune of presently living here in mosickle paradise (NZ), the question is made harder rather than easier because there is just SO much good riding of ALL kinds to be had. Add to this the complication of being able to afford a number of bikes (I'm a 50 yr old bachelor with no kids, wife OR mortgage!) then the question gets a lot of thought. Without diverging into the associated questions of which roadbike, classic, & proper trailbike to have - I'ld like to share some thoughts on the 'which DP / Big Trailey' question; maybe it'll even help progress my own thinking as well as someone elses.

Background; Over the last decade Ive owned 2 eachxBMW-GS1000/F650, Africa Twin, & presently a Tiger for town & offroad/touring use, plus DR350's, TT600, & presently XR600 for trail & 'adventure ride' use - so you can believe Ive been doing my homework! I'm also an experienced organiser of offroad touring activities (see weblink below)

Observation number 1 - the marketing guys put a lot of savvy into getting us to believe we really should buy what is most cost-effective for the factories to produce to suit the widest market. So, OEM is always going to be a compromise & guys who rant about 'originality' need professional counselling!

Observation number 2 - we are all so VERY different in physique, attitude & useage. This adds great confusion to the problem of what's best - particularly when road testers are increasingly of the opinion that ALL bikes really should perform like at least last years World Superbike winner to avoid being labelled a dog, in their august opinions. Those maniacs who work for Fast/Perormance Bike mags are REALLY doing a great dis-sevice to the evolution of motorcycling - at least their attitudes are unlikely to become hereditory!

Observatioin number 3 - one of lifes greatest challenges is sussing out how to identify 'real' needs, despite often changing & conflicting influences/parameters.

The outcome of 1, 2 & 3 is that we riders are self-inflicted victims of a 'divide & conquer' process, & no single machine we can ever be riding in the real world is ever gonna be able to suit our 'ideals' thruout ANY entire journey! Like, golfers cant find any one 'ideal' stick to play a full round with - so why do we think we should be able to find any one 'ideal' bike? Consequently we are largely in danger of being endless 'gun fodder' on the battlefield of the showroom floor!

Conclusions? Well, the old BMW boxers IN THEIR DAY were 'wunderkind'! They were robustly reliable & simply serviceable, handled great on loose metal with their low CofG & narrow tyres, had heaps of character & 21" front wheels - & were fine till it came to something fancy, like turning or stopping - at least by todays standards! However, by todays standards we are still lacking their direct eqivalent!

All other/later examples of roadbike engines dressed in Big Trailey clothing are (ihmo) really just no more than what a good allround realworld motorcycle ought to be, & I love em for it - but the B/T label is no more than just that, a convenient LABEL for a class of bikes which may be BIG but they sure aint Trailbikes! They are 'allroad capable tourers', but anything with a 19" front wheel IS NOT, NO WAY any kind of a trailbike!

BMW may have sold shiploads of F650's to guys wanting a good 'allrounder', but on a metal road mine was probably even less enjoyable than my present Tiger, whose excess of weight at least gives it some grip & stability. I eventually laced a 21" front hoop onto my second F650 & the transformation was as wonderful as the relief which comes from a large overdue crap! However, the chunky nature of the motor couldnt as easily be fixed - tho I have had some experience with retro-fitting larger flywheel masses onto a number of engines, including XR600's & even the Africa Twin (so you think standard ones are SMOOTH!) Probably all the other big single DP's are just similar variations of a very similar theme - at least most have 21" front wheels, but most also have clunky revvy shortstroke noflywheelmass unsatisfying motors, & limited fuel-range!

Some 'IFs';-
IF KTM put a balance shaft in their (new?) motor they'll be getting close to a 9 out of 10 score, particularly IF they can keep the weight down as they have done so efffectively to date.

IF the new F650 'Dakar' model has overcome the previous lack of smoothness & flexibility it'll be another contender for 9 out of 10, tho it looks like it'll be too tall for many, it's 10kg fatter than the bigger KTM, & no mainstand is bullshit for the 'real world'.

IF I dont cop out of the race by putting a 21" on the Tiger & saying 'enough is enough' then I'll put my money where my mouth is by buying into what I reckon COULD be the ULTIMATE allrounder/BT when it is released later in 2000 - the new Honda Transalp TA650! It WILL be silky smooth & flexible (more so after Ive doctored the flywheel!), very comfy (so I wont need to spend extra on a Corbins seat), should have the reliability of a longstanding base-model), it has a reasonable tanksize at 19ltrs, comes with a mainstand, accessories include a purpose-made tankbag & a protective antiscuff plastic coating for the panelling, it just happens to have a 21" wheel, & even tho it is far from light it is claimed to be slightly lighter than the older model - at least its weight is getting to be lowdown - just like those great old beemer boxers eh! Ya just have to wonder what unbelievably dumb terminal-problem it will come with? Oh, I see, the 'sound-system' doesnt include a CD Stacker! Nah, not a problem really, coz the Yanks wont be getting the model anyway!

( Oh yes, while I think of it, the Afirkn Twin had by far the very worst SEAT FROM HELL which Ive ever been crippled by & also, for my particular height, the turbulence from its' screen was horrific - till I bought a cheap local copy & cut it down so that it only just protected the tripmeter; that solved the problem. I had a very similar problem with my ST1100 too - hopefully Honda have got it right on the new TA650! Maybe they'll subcontract their wind-tunnel testing to BMW! )

So, I hope the webmaster can find room for this posting, & I hope it'll stimulate further thought & maybe even some heated debate! Either way, I'ld be delighted to get some feedback. And if any of you can afford some truly wonderful offroading sometime, come on down to a Noo Zealand adventure ride sometime soon.


Bruce Marshalls' Awakino River Ride
ph 06)7588856 fax 06)7580772

From: Riccardo Gallo

I have purchased a gold/silver Honda XL1000V Varadero on the 21st of April 1999 for Euro 10.020 as a replacement for my old XTZ750 (by the way I have contacted Honda and my bike is not affected by the crankshaft problem). I would like to say that John and Colinís analysis of the Varadero is excellent, and I totally agree with the poor suspension fitted on this awesome bike. There is though one more settleback caused by these suspensions, and that is high speed unstability. At speeds in excess of 160 km/h the feels quite wobbly and unsecure and is strongly influenced by cross winds and turbulence from other cars/trucks. The feeling in worsened as you approach top speed. This summer Iím about to put a wife, 3 cases, tank bag, tent, kids, cats, and dogs, on a soft suspension and travel for 1300 kms down to South Italy (and back, I hope). At this point Iím quite concerned about the shocks reliability and capacity not to bottom out continuously. In 1 month I have worn out one set of pedal pegs. Must I change 12 sets per year? The bike is great, it has an incredible engine, great brakes, good handling and comfort. Do you know any company that has already built aftermarket springs? Do you know if Honda is aware of the problem? It is a real pity, since I think this could easily be the Ultimate Big Trail Bike. (I even set up a homepage dedicated to it at Thanks and keep up the excellent site. Riccardo from Italy. P.S.: forgive my English.

From: "ALAN CRYER" To: Subject: Africa Twin Steering Lock-up

I want to let fellow Africa Twin riders be aware of a potential serious problem that happened to me recently. I was travelling along a road just outside Leeds,going quite quickly, when I passed over two raised manhole covers very close together. I can only assume that the first cover caused the forks to compress almost fully and that the second manhole cover caused the forks to flex backwards in the previously compressed condition. The result of this, combined with the speed I was travelling, and the weight of the bike, (Two-up) resulted in the front mudguard becoming hooked up onto the sump guard. This locked up the steering for a hundred metres or so until the rebounding force of the forks was sufficient to smash the plastic bolt holes on the mudguard through the bolts,although it was still caught up on the sump guard. This was only released after I had stopped and had to bounce the mudguard off the sump guard. The bike is only 18 months old so I took it back to the dealer I bought it from who replaced the mudguard on warranty and said they thought the problem had occurred because the mudguard had been assembled on top of the plastic fork protectors instead of the other way round,making the mudguard protrude slightly further back than it should. Well worth checking if you have an Africa Twin! Alan Cryer Colne Lancs

Send reply to: "jj" From: "jj" To: Subject: Digital Tripmaster

If anyone wants to convert there Digital Tripmaster ( as fitted to africa twins ), so that it is also an accurate K.P.H. speedo (if you go abroad a lot), or if you have an import a/twin and want to convert the K.P.H. trip reading to showing M.P.H send me an email and ill send instructions. Also does anyone want a headlight protector with shelf for carrying a tent to fit an a/Twin. I have designed and had one made, if there is enough interest ill get some more made up, you need to already have the Motad Desert bars as the rack fits to them. no pictures as yet, but as soon as i get some i will post them here. The front rack also has fittings for spot lights. Chris NL145

Honda's solution.

A big trail bike for the shorter rider. (Thanks for the pic John)

Transalp 10 years on

Transalp 10 years (1987-1997) -

Interview with mr. Matsuhashi, engineer-in-chief of the development of the

Honda Transalp XL 600V

Question: Ten years have passed since the introduction of the first generation Transalp. As "large project leader" for the development of this machine that must be a special experience. What was the idea behind the Transalp ?

Answer: There is a Japanese saying "ten years is far away". I realise that to. I am impressed and the idea that a motorcycle that was developed by our team has been a success for ten years makes me proud. It proves that the original idea was good and that it appealed to the market. As the name Transalp indicates, it was originally designed for travelling through European cities, mountains and valleys. To ensure that the machine was accepted by a broad audience, it had to be comfortable and had to have exciting riding capabilities, without quickly tiring the rider. The biggest challenge then was to determine what "riding comfort" really meant. We assumed that the following list contributed to the rider's comfort and the machine's performance. eliminate uncomfortable air streams during riding (wind protection) , a comfortable and relaxed seat position (knee space) , a powerfull, flexible engine (V-twin) , easy and reliable ignition (electrical start) , riding comfort (long suspension travel) , good steering managebility and stability (Pro-link rear suspension) , maintenance free or at least very little maintence needs ,(very stiff double wishbone frame and swing-arm).

Question: The fairing of the Transalp is one with the tank and side panels of the bike. That was never seen before on an on/off-road bike, ten years ago, I think. When did that idea came up ? Was that already at the start of development ? And how was the design influenced by the Paris-Dakar-machine ?

Answer: Originally the bike had separate panels next to the radiator. The most difficult decision to take was to change the design. In the final stages of the development we tested the usability of the design, by using the parts from the specially designed molds. The Transalp prototype then had conventional wind protection. The dashboard and head light where close to the handle bars and enwrapped by the front fairing. The radiator side panels where mounted to the side of the tank. I remember very well that, when we were in Europe for m!rketing discussions, children saw the bike and said "that bike looks like an elefant". The fairing design was highly influenced by the Honda prototypes for the Paris-Dakar rally. Paris-Dakar was very popular in France and Italy. It was in January of the first production year of the Transalp, when a HRC-build 750 cm3 V-twin Honda won the Paris-Dakar rally. This bike had a progressive design: fairing, side panels and tank were one. I remember that the design team at Honda R & D Asaka Centre started designing the Transalp based on that prototype. Marketing departments and representatives of the R & D staff met in May and June in Europe. The development of the Transalp was one of the most important items on their agenda. After many discussions and much talk they decided to change the Transalp design. That happend in June after the molds for the original design were already finished. That involved about 40 million Yen. Still the decision was in favor of the new design because of better managebility and stability. It is my opinion that the new design was more attractive than the old one, that was compared to an elefant.

Question: Were there any changes during development other than in the design ?

Answer: The first prototype was powered by a 500 cm3 engine, based on the VT500. After testing in Europe was completed, the conclusion was that, despite the high torque of the V-twin, the engine lacked power. The test riders from both Germany and France shared that opinion with the marketing people and said "the bike needs more power, the best solution is a larger engine". New meetings followed and finally was decided to go for a 600 cm3 engine. This was a good decision because the performance and riding comfort where in harmony immediately. The power curve is almost straight and the engine delivers enough power and torque at all revs. We also decided to make the cilinders look like they are air cooled, despite the fact that it is a liquid cooled engine. I think that these details give the Transalp its special attraction.

The Transalp later saw Africa Twin models with 650 and 750 cm3 engines. We considered a bigger engine for the Transalp but thought that would ruin its unique character. Once again prove that designing a motor cycle is not an easy task.

Question: Are there any special things worth mentioning about the European tests ?

Answer: One important subject of the test rides was whether the managebility and riding properties were in balance. These two have a habit of disagreeing. It's possible that better managebility results in less stability. Before we came to Europe, we tested the bike in Japan especially for manageability, because the Transalp is a mix of standard and off-road models. On the German Autobahn we realised how imortant comfort is at high speeds. The most imortant things that contribute to excellent manageability and comfort, are the double [wiegframe] and the construction of the rear [vork[ inbetween frame and engine. The rear [vork] axle thus doubles as engine support. And of course Honda's unique Pro-Link rear suspension was incorporated in the design from the beginning. During the European tests we also evaluated ease of maintenance. For example, you see a strange tube run through filter and filter housing. That's for easy acces to the carburettor, for maintenance. That's one of the changes that came from the tests.

Question: Is it safe to say that the Transalp is the result of the combined efforts of the European Honda team and members of the Japanese R & D team ?

Answer: Absolutely, yes. We had a lot of deliberations with just one goal in mind: improve the design. The enthusiasm for motor cycles was identical despite the geographical and cultural differences between Europe and Japan. We experienced a very satisfying moment when the test team, shortly before returning to Japan, congratulated us saying: "thank you very much for designing such a fantastic product". Right then I realised the truth in one of Honda's filosofies: "the joy of manufacturing".

Question: So the Transalp was almost perfect from the beginning ?

Answer: I admit that the rear brake could have been more powerfull, especially because the bike finally had a little more weight due to the design changes. The front brake was powerfull enough though. Considering the experiences of journalists that have tested the Transalp, the next model had a bigger rear brake, which was finally replaced with a disk brake. Another novelty on the the next generation Transalp was a larger front screen. A modification based on the result of research for the physical differences and differences in seat position between European and Japanese riders. Among the optional parts was a much taller windscreen. We decided to keep the standard screenlength and leave the rest to European accessory manufacturers. The favorite dashboard design was also a subject of differences in opinion. Over all you can say that the Transalp is a motor cycle designed for the European continent.

Question: Is the Transalp based on the wishes of the European offices or was the project initiated by the Japanese R & D team ?

Answer: At first the European people and the Japanese designers discussed the possibilities of a new motor cycle based on a totally new concept, intended to be appreciated by the French and Italian riders. As a result of this e decided to build a new bike based on a V-twin engine. The Asaka R & D team headed off with detailed talks with the racers, European marketing people and engineers. I think that the Transalp is a bike, that was created by the enthusiasm of a lot of people and the approval of European customers. At the first press presentation the Transalp was presented as "a Japanese bike, developed in close cooperation between Europe and Japan, intended for the European rider". Today it is a true European machine whose production is done in Italy and whose continued development is done in Europe and Japan. The bike itself has matured in the last 10 years.

Honda Netherlands, Ridderkerk, 4 june 1997

Thanks Greg.