The Honda XL750 Transalp Road Test

Since the first Honda Transalp was introduced in 1986, it has accompanied generations of motorcyclists, especially those with a penchant for touring, crafting countless adventures and stories. Production of this beloved adventure bike ceased in 2012, but enthusiastic cheers echoed across the motorcycle community when it re-emerged in 2023 as the XL750 in its fourth generation. Now, just two years later, we are already looking at a model update. It's visibly marked by a redesigned front with new dual headlights reminiscent of its "big sister," the Africa Twin, and features notably retuned suspension elements within.

Despite the excitement surrounding the comeback of this legendary bike, feedback from customers and testers included criticism that the XL750's suspension was too soft, causing the bike to have a cushiony float when ridden aggressively. While this provides comfort, it somewhat limits the bike's versatility. Honda responded to customer feedback by thoroughly refining the tuning of the 43-millimeter upside-down fork and Showa shock absorber. The travel, with 200 millimeters at the front and 190 millimeters at the rear, remained unchanged. In simple terms, the rear suspension is now tuned to be firmer in compression and rebound, while the front is slightly softer, which has an astonishingly significant impact in practice. This results in improved responsiveness on rough, uneven roads and more stability during swift, extended bends. Although the Transalp's suspension can still only be adjusted for preload, all our testers, regardless of their weight classes from Gregor to Poky, have noted the positive impacts.

Coupled with the nimble 755cc parallel-twin engine, this translates to even more riding enjoyment, especially when pushing the limits. This powerplant, which also drives the CB750 Hornet, delivers ample power across the entire rev range, making it suitable for both relaxed cruising and spirited riding. The gearbox shifts with the typical Honda precision, and although the optional quickshifter wasn't fitted to our test bike, it’s a recommended extra to further exploit the Transalp's agility.

In terms of electronics, there are six riding modes available (Rain, Standard, Sport, Gravel, and two customizable User Modes), allowing riders to tailor throttle response, engine braking, traction control, and ABS to suit different needs, making the distinctions notably perceptible. Honda approaches this conservatively, offering a supportive touch in Gravel mode to ensure riders navigate gravel paths safely, though the four-stage traction control might kick in a bit too early for some. Those looking to kick up some dust on gravel will need to customize one of the User Modes to their preference. While this is a brief detour off the tarmac (a dedicated off-road test is forthcoming), our testing remained on asphalt. Here, Sport mode was our go-to choice, aligning perfectly with the newly tuned suspension. Unfortunately, Honda continues to omit cruise control in 2025, not even offering it as an optional extra, seemingly to maintain a distinction from the Africa Twin. Additionally, the Dual Clutch Transmission (DCT) remains exclusive to the larger adventure model.

Settings are displayed on a new 5-inch TFT color display, navigated via a new, rather small yet intuitively operated, backlit four-way toggle switch on the left handlebar. The display integrates Honda RoadSync connectivity, allowing the use of Android or iOS smartphones for functions such as turn-by-turn navigation, emails, calls, music, and weather information. The indicators now self-cancel, and the ESS emergency stop signal function alerts following traffic during unexpected hard braking. Speaking of braking: there is nothing to criticize about the brakes. While they aren't the most powerful by nature, they decelerate the bike adequately for its intended purpose.

New to the Transalp is the windscreen made from biomass-based Durabio™ plastic, designed to optimize aerodynamics and improve air circulation around the rider's helmet. While it’s not a wind protection marvel, it is certainly adequate for riders under 1.80 meters tall. The seat height is a moderate 850 millimeters for an adventure tourer, providing comfortable ergonomics and seating position, even for two-up riding. The seat quality is good, though after really long stretches, your backside might start to demand a break. The range of over 350 kilometers with a tested fuel consumption of 4.6 liters and a 17-liter tank makes perfect sense and twice the joy. Honda lists the curb weight at 210 kilos, but fully fueled and equipped with the sturdy engine guard, our test bike tipped the infallible 1000PS scales at 222.5 kilos, with a maximum payload of 195 kilos.