In my eternal quest for calm and tranquillity on two wheels I've just attached a Touratech Universal Wind Spoiler to the screen of the Triumph Tiger. At £90.29 (including postage) this strip of plastic and a metal clamp contraption is not what you'd call cheap, in fact when measured by the inch I'd say it's the most expensive screen I've bought. So, do you get a performance to match the dent in the wallet?

What they say?
As requested by many customers there is finally a windscreen spoiler that fits almost all common windscreens. Simple and easy to fit. Increases windscreen hight by about 13cm and is adjustable to different angles. Forget about nasty airflow and noise. (without German TUV Certificate)

What I say
First off I'd better explain what I know about 'without German TUV Certificate', which is best lifted from the mighty 1026 page Touratech catalogue. It says here; 'Since the spoiler can be affixed and removed without tools, it is not supplied with a German TUV certificate'. Which I presume means – it's not passed a safety test and if you don't fit it right it can fly off and decapitate you, or something along those lines.

I ordered the part on-line from www.touratech.co.uk and having completed the payment process was informed by email that the item was out of stock and would be with me within 10 working days. The company lived up to its word and the screen duly arrived within the time stated. That said, a system showing 'out of stock' or 'in stock' before placing the order would be more customer friendly.

I don't know what I was expecting for £90.29 (including postage) but when I opened the package let's just say I was underwhelmed. When measured by the inch this is a pricey piece of kit that on first view looked like something an underfunded scout group would knock up using a couple of sticks. You basically get; a small screen fixed to a metal clamp with four rubber feet to grip the screen. Basic is the word.

The supplied fixing instructions are about as much use as a quantum physics formula would be to a 5 year old, unless, that is, you speak German. Not good when you're paying that amount of money. Fortunately, as it's such a basic product you don't need the brains of Einstein to work it out either.

The four rubber feet slipped onto the Tiger screen with no problems but when the clamp was tightened it also slipped back off just as easily. As the company brochure says it can be fitted without tools I set about 'fitting it without tools' only to find that by screwing the rubber feet as tight as I could the odds were that the Universal Screen would be coming off fairly soon with a good chance of smacking me in the gob when it did so.

The answer was to reach for an 8mm spanner and tighten the nuts behind the rubber feet until secure. Perhaps the German TUV could now issue me with a certificate.

But now to the all important question. Did I find a tranquil state of Nirvana behind the Touratech Universal Wind Spoiler? Well, let's just say this; on the 5 minute drive to the office the heavens opened with such a furry traffic speeds were reduced to such a crawl a Tesco bag on two sticks would have done the job so the big test would have to wait until later.

And so to later...I'm impressed. In use there is no doubt that the screen works. I was able to ride at 70mph with the visor up and not a tear came from my eyes. The wind blast was diverted away from the helmet area and far more onto my shoulders than with the normal screen – and that makes me a far happier camper.
This might not be the case when fitted on different screens (I'll give it a whirl on the Sprint sometime soon) so be aware.

Aesthetically the screen is pants. There is no other way to describe this other than to quote Prince Charles famous line about the modern extension to the grand old British Library 'it's like an ugly carbuncle attached to an old friend'. So you'll not be buying this for the looks.

Verdict
It's bloody expensive, makes your bike look naff but it works and for that reason alone I can recommend the Touratech Universal Wind Spoiler with the following proviso – it might not work on yours. At this price, and as it's so easy to fit, maybe the company should have a sample they can send out for trial where you just pay the postage. Or maybe not.

Star rating; 8 out of 10 for performance; 0 out of 10 for looks.
Website www.touratech.co.uk
Part Number 0401390
Price (including postage) £90.29

In one of Ted Simon's books, I think it was Dreaming of Jupiter, the later of his around the world novels, he extolled the virtues of motorcycle touring at 50mph. Ted reckoned that by travelling at half a ton the ride was stress free, he had time to take in his surroundings and, at the end of the day, he would always end up at the same destination were he to have blitzed along at 80 or 90mph. Ted makes a very valid point here. Travelling and touring is about enjoying the journey and not so much about arriving, and I reckon he'd have been in his element aboard a Honda XL700V Transalp.

The latest version of Honda's big trail legend is far more than capable of travelling at speeds in excess of 100mph but after 6 months of living with this bike I can categorically say, that's definitely not what this Honda is about. Up to the legal UK speed limit the Alp is as stress free as motorcycling is ever going to get. The riding position, smooth motor and all round slickness of this machine combined with a higher screen makes for a peaceful riding experience.

This bike is the motorcycle touring equivalent of lying by the pool with your favourite book, drink and factor 30 sun cream as opposed to launching from the high board, frying your skin and hitting the fleshpots for a binge drinking meltdown. Exciting may not be the best word to describe the Honda though steady (Eddy) would do fine, it's also one of the easiest bikes to ride you'll ever come across

Okay let's run through a few things about this motorcycle which could be better before moving on to the things which won me over. First off, and this is a big one, this bike comes with 5 gears and even after months of riding the machine I was still instinctively looking for a 6th. Of all the bikes I've ridden I don't think I've come across such an obvious omission as the 6th gear on the Transalp – come on Honda, sort this one and you make a great bike fantastic. That said, once I'd mentally adjust to 'I'm in top' and got on with riding, all was well.

Next up, I'd advise fitting the optional taller screen for protection from the elements. With the higher screen in place it was like sitting in a bubble which the wind and most of the rain could not penetrate, and visor up riding at 80mph is tear free. Great stuff.

As the Transalp does not come with a centre stand as standard it's a good idea to have one fitted. However, the position of the centre stand is dictated by the catalytic converter which looks as if it's been bolted on to the underside of this bike as an afterthought. Even without the centre stand the Cat, reduces the ground clearance but with it fitted I was bottoming out the Transalp on the mildest of off road ruts and bumps. This is definitely something to take into account if you're planning a tour involving anything off the tarmac. In fact, I've come across a few Transalp owners who've dispensed with the Cat after purchasing the bike. Sticking with off road touring, the plastic bash plate really needs to be replaced with a beefed up aftermarket model and fortunately Touratech have that covered.

Other Honda supplied options fitted to the Alp included;
Heated grips – three stage adjustment and absolutely bloody brilliant for those cold, wet days.
Top Box – big enough for two lids but not of the sort of robust quality I'd want if taking a spill on a desert piste
Panniers – big enough for touring but don't have the sturdy feel I'd look for if buying in the aftermarket.
GPS – Honda brand the Garmin Zumo and I've no complaints.

All my riding on the Transalp has been with the top box and panniers in place – as you would when touring – and overall I've just got to say, this bike is so easy to ride I was thinking of fitting a picnic table to the tank for snacking on the move.

Performance
The 680cc V twin is perky enough to have some fun but it's not what you'd call quick and two up fully loaded is best described as underpowered. But then that's all relative. If you ride like Ted and have the same needs, you'll love this bike. If you want a bike capable of think and pass blasts on twisty A and B roads you'll be looking for more power. The claimed top speed is 130mph though I can't see how you'd get near that unless you launched off a very big cliff. As an example; 7000rpm had the speedo showing 98mph and the GPS 90mph, so where the other 32mph (or 40 if you believe the GPS) was going to come from, I've no idea.

In use the engine was smooth, smooth, smooth and comes with an indestructible Honda reputation. Nice and nippy around town, acceptable mid range grunt and, as stated previous, I always felt that it needed a 6th gear at around 70 to 80mph.

Handling
Stick to legal speeds on motorways and even fully loaded the Transalp will provide you with stress free bliss that'll have you taking in the delights of the surrounding countryside and singing your favourite tunes with a contented smile on your face. On A and B roads the suspension was perfect for having a little fun and soaking up the worst of the underfunded UK road conditions. It was so good, at times, I even went looking for potholes. However, push this bike above 80mph and the front end feels light and takes too much concentration for my liking. And when you want to stop; you'll stop. The ABS linked breaking system is superb.

Comfort
The riding position was perfect, but then I'm 6ft 2in. The seat produced a few hot spots after a couple of hours, so I'd have probably been looking for a more comfortable aftermarket product for two week tour. The pillion was so impressed she'd have it as a fixture in our TV lounge. Overall, and I keep coming back to this, ride like Ted and you'll love the performance, handling and comfort of this bike.

Off Road
Apart from the reservations mentioned above I'd have no issues taking the Alp out of the showroom and onto hard packed desert pistes or forest roads. I've also muddied it up on more technical forest trails (with panniers and top box attached) and can confirm that it's top heavy and needs a change of tyres for mud plugging. However, it's more capable than you'd imagine for a bike that's obviously been designed with civilisation in mind rather than the uncharted wilderness. If you plan to cross Africa on one of these there are enough aftermarket products to battle proof this bike and the only thing stopping you would be the thing between your ears.

The Verdict
After six months of living with the Transalp there was little doubt that I'd changed my riding style. I was content to be patient when looking to pass cars on A and B roads, I was now driving happily at legal motorway speeds and I was enjoying all weather motorcycle touring in a way I never thought possible – with a stress free smile on my face. The Honda XL700V Transalp is not the perfect round the world bike, nor is it a great road tourer (a bigger tank would be nice) but if you're into touring like Ted, and looking for a bike that'll outlive you, then you may not find anything better.

NB - this is not a review of the current 1050cc Sprint but of the older 900cc.

Okay, I bought my Triumph Sprint Executive in April 2008, 10 years after it's 1st date of registration (it's on an 'R' plate) and with 18,000 miles on the clock and it was a classic off the cuff purchase.

At the time I was suffering from Harley Davison blues having spent 18 months or so knocking around on a chopped up Night Train. Man, did that bike look bad ass; apes, all black and chrome, Fat Boy back end, no front mud guard and pipes you could hear in the Southern Hemisphere. Problem was, it was an absolute pig to ride and required serious, I mean serious, devotion to masochism to cover anything over 100 miles in a single outing. And Lord forbid if it rained, with no front guard it was more Coney Island log flume than Route 66.

Anyway, I'd walked into the local dealers for a browse when I spotted what looked to be a brand new tourer with retro styling. It sat there with a top box, a couple of huge panniers, a half fairing, leather tank cover and a Triumph badge, what the hell could it be? It was, and is, the old 900 (actually 885cc) Triumph Sprint Executive and the condition of the bike was such a credit to the previous owner, even on close up nose touching inspection I could find not a scratch or a scape. And then I caught sight of the price tag £2,100.

Ten minutes later I was the proud owner with a bank balance £1,800 lighter – and it came with full service history, all past MOT's and even hand written notes from the original owner detailing what he'd done and when he'd done it. A great deal, if I say so myself.

Well, it's one year on and what's the verdict? First off, I have to say, this bike has brought the smile back to my face which the pig of a Harley had turned into a snarl. I've thoroughly enjoyed the past year.

The naff 'Executive' tag was given to Sprints made during the years 97 and 98. What set them apart from normal Sprints was that they came fully kitted out with colour coded top box and two huge, hard side panniers all nicely set off with a half Rickman style fairing.

Throw a leg over and the ride position is that midway point between a sports bike and a tourer – not fully upright but not belly flopping over the tank either. In use I've been impressed with the overall comfort levels but after about 200 miles on the standard seat it's time for a little arse rearranging and leg stretching – I'm 6ft 2in and 16st 6lb, so there's a fair weight on the backside and longish legs to contend with. I'm currently looking into fitting an after market seat for a bit more long distance comfort.

Sticking with comfort, I found the standard screen pretty useless and changed to a 4in higher model purchased from Sprint Engineering at a cost of £49. It's made a big difference but still not great, though a shorter rider would be fine. All the pillions I've had along have been hugely impressed with the comfort out back.

The engine, oh the engine; the triple cylinder 885 starts off a choke, and it's fired up first time every time, mind you it also sounds more like a clanking diesel when at idle, so much so it can be a little disconcerting at first. But then give it some air and the word smooth is an understatement, it's super silk, and the sound is mighty. The spec is as follows; DOHC, 12v motor with three 36mm, flat-slide Keihin carbs.

The smoothness of this engine is what's impressed me the most with the Sprint. It'll pull like a train from just below 2k on the rev counter without a hiccup. And this bike is no slouch either, kicking out 92BHP with a top speed of 140MPH should you need it. But it's the grunt and smooth power delivery from the black chunk of metal known as the Triumph Triple that'll have that smile growing wider and wider. Fully loaded and with a pillion on board, you'll hardly notice any difference either, think about overtaking the car in front and it's done, without hesitation.

Motorway cruising at 100mph is stress free apart from some wind blast, though as already pointed out a shorter rider would be far better protected behind the taller after market screen. Despite it's top heavy styling I've not been able to fault the handling and have had more man and machine in harmony moments on twisty A roads than I've had on some bikes that have been hailed for their handling performance. All in all it's a fine combination of comfort and performance.

Despite this being a fast, heavy bike I reckon I'm averaging around 45MPG, and getting 240 miles out of a full tank, and I'm happy with that. The size of the twin panniers and top box mean that there's plenty of room for all your touring gear. And I have to say, the quality of the Triumph box and panniers is excellent, far better than most I've come across.

I still see the occasional Triumph Sprint Executive 900 up for sale and the prices are very competitive. If you can find a well maintained machine, then you'll have found yourself a reliable, rock solid, sports tourer that'll keep up the pack no problems. And have I mentioned the engine....

Back in the 1970's the bike I'd have happily died for but could not afford was the Yamaha XT500. For me this was the first of the big trailies that had style, performance and heaps of desirability. However, by the time I had the cash (1989) the Yamaha Tenere was setting the pace and with a big wad in hand (it was the 80's after all) I made my way to Brierly Hill in the West Midlands and picked up a brand spanking new big thumper.

And if truth be told I knew on the ride back home I'd made a mistake, but let's put that judgement in context. At the time I was into on-road speed and performance and off road trials riding. The big single cylinder Tenere was not great nor suited for either. The lack of punch and top end speed was brutally frustrating for motorway riding and the poor comfort levels didn't help either.

As for it's off road capability I found the Yam too big, top heavy and the gearing was far too high for just about anything that resembled a technical challenge. That said, I was more into technical off road stuff than long distance desert piste bashing at the time – so my views of the Tenere would have been influenced by that. In short I bought the wrong bike, I would have been far happier with a machine that would eat road miles or a smaller more nibbler bike for enduro riding. If I valued anything about the bike then it was it's ability for nipping smartly around town and the fact that it did let me live when we flew over a hidden 10ft drop on a far too fast blast around some local fields.

That said, I reckon that these days with my focus more on the less technical off road stuff and warp speed road work a thing of the past the Tenere would be better suited for my needs. And in fairness there are many who rate this bike as one of the best dual purpose big trailies ever made and I can understand why. For example, if I were riding from the UK to Timbuktu then the Tenere would be a fantastic choice, as long as I had it shipped to the start of the desert piste.

I guess it's time to try out the new Tenere and see if I could now live with the on-road restrictions of riding a big single, though I doubt it, I still like a bit of speed and comfort.