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| | | 2006 Honda XL1000V Varadero |  Written: 06/12/2006 : 10:13. Read 15631 times (9/day). | The big XL Varadero is still going strong. In 2006 it is still very comfortable, big and with more Adventure looks than go. It was never in the exact same playing field as the mighty BMW GS or KTM Adventure, but more in-line with Aprilia ETV1000 Caponord and Triumph Tiger 955.
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The low seat height and the big comfortable seat made me relax straight away. It’s still a heavy bike, but the weight feels more manageable at stand still than I can recall from the Caponord for instance. Since the Varadero have that low seat (838mm) compared to its competitors it’s a smaller step from a sportbike to the XL than from a sportbike to the GS. The Varadero handles well through the bends despite all it’s got against it. The lightweight cast aluminium wheels and narrow 150 section rear tyre plays a big part and with the big wide handlebar it is easy to wrestle it from side to side. Even though the XL1000V is big doesn’t mean we have to be weight lifters to manage one. The standard tyres are Bridgestone Trail Wings on a 17inch rear and 19 inch front wheel. They were quite good on the road allowing you to flick about a bit. On the gravel they are obviously not as good as on the road, but for light work they grip and allows for some play, but plan where you are going to turn the big bike around first! -Because you can’t go seriously offroad on the Varadero. There is no problem standing up riding on the gravel and the Varadero feels stable enough. The Triumph Tiger 955 is for instance not made for standing up riding as the fuel tank comes in the way for your knees. So the Varadero can do some light riding on gravelled roads or emergency offroading to get you out of trouble. The wheel travel is limited to 155mm up front and 145mm at the rear. With a pillion and luggage you would need to increase the preload a bit on the rear pro-link shock and that’s all the adjustability there is on the suspension.
The gigantic 25 litre fuel tank is a big feature on the big Honda. It’s needed too as the 996cc V-twin is a thirsty engine. Honda has not done too much developing on the good old 996 since the Firestorm was launched in 1996. No one knows whether Honda ever will, but there is certainly some reluctance somewhere in the big organisation regarding the small V-twin programme. A horrible thought just crossed my mind, how would a CBF1000 engine fair in a Varadero chassis! The 996cc V-twin engine has a lot of character and it both sounds and feels good. It’s at a stalemate 93bhp and 98Nm after many years, but why change it if it works. The 90 degree twin is fuel injected and links up with a six speed transmission and chain. The side mounted radiators are Honda’s solution to the problem with space on a big V-twin. You need enough space for a long enough swingarm and the rear shock to put those V-pulses on the tarmac in an efficient way. With the radiator out of the way the engine can be tilted a bit further forward in the chassis to make space.
The brakes are Honda’s combined 3 piston brakes. -Double discs at the front and a single at the rear. On our tricolour there is no ABS option, but on all other 2006 colour options you get ABS.
On the motorway the front fairing comes in handy. I had to lean slightly forwards to escape the wind completely, but that is too tiring on a long journey so it’s good that Honda have introduced a taller screen for the 2007 model. This taller screen can be purchased as an accessory if you own an older model too. The Varadero is a great cruiser as the suspension and seat is so comfortable in standard set-up. Second hand prices are really reasonable too and at around £4000 you get a good bike with low mileage that will last for a long while. 
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Comfortable as very few bikes can match
It’s big and has got that macho adventure kudos
Reliability and a great second hand buy
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Fuel consumption still high
At 241,5kg it is no lightweight
Every biker knows it’s no GS!
Words: Tor Sagen/Photography: Claire McHugh & Tor Sagen
Honda XL1000V Varadero Spécifications techniques :
Engine :
Engine Type : Liquid-cooled 4-stroke 8-valve DOHC 90° V-twin
Engine Displacement : 996cc
Bore & Stroke : 98 x 66mm
Compression Ratio : 9.8 : 1
Carburation : PGM-FI electronic fuel injection
Max. Power Output : 93 bhp at 8,000 rpm
Max. Torque : 98Nm at 6,000 rpm
Ignition : Computer-controlled digital transistorised with electronic advance and HISS Starter : Electric
Transmission :
Gearbox : 6-speed
Final Drive : 'O'-Ring sealed chain
Dimensions and Weight :
Length x Width x Height : 2,295 x 925 x 1,500mm
Wheelbase : 1,560mm
Seat Height : 838mm
Ground Clearance : 181mm
Fuel Capacity : 25 litres (including 4 litre warning light reserve)
Dry Weight : 241.5kg
Wheels, Suspension and Brakes :
Wheels Front : 19 x MT2.50 Hollow-section triple-spoke cast aluminium
Wheels Rear : 17 x MT4.00 Hollow-section triple-spoke cast aluminium
Tyres Front : 110/80-R19 59H
Tyres Rear : 150/70-R17 69H
Suspension Front : 43mm telescopic fork, 155mm axle travel
Suspension Rear : Pro-link with spring preload adjustable damper, 145mm axle travel Brakes Front : ABS. 296 x 4.5mm dual hydraulic disc with Combined 3-piston callipers and sintered metal pads
Brakes Rear : ABS. 256 x 5mm hydraulic disc with Combined 3-piston calliper and sintered metal pads
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| Comments | |
Bonnot (06-12-2006): salut eI84
Sans hésitation aucune, prend une Triumph Tiger. Cette année j'ai parcouru 40.000 bornes et je ne désire plus rien d'autre. Bien sur je n'ais plus 20 piges et ce depuis belle lurette. Cette machine est fabuleuse, du couple et une vivacité de moteur inouïe. 2.000 tr en 6 à deux en côte, ouvre et tu repart sans à-coup et ce jusqu'a dix mille.... Et je ne parle pas de la nouvelle "1050" qui dois m'être livrée en février 2007... comment tenir 
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