Honda XL750 Transalp 2026 Review with E-Clutch Update

In the Algarve, Portugal, Honda celebrated the first presentation of the 2026 models of the CB750 Hornet and XL750 Transalp. The focus was clearly on small but targeted updates with a significant impact. Leading the way is the introduction of the E-Clutch combined with the 755cc parallel-twin engine and accompanying Ride-by-Wire system. A first for Honda's E-Clutch technology, this opens up new possibilities for tuning electronic clutch control and power delivery.

While the E-Clutch garners much attention, the Transalp has also received an update that can truly be called a gamechanger. The suspension has not just been improved; it has been fundamentally redeveloped. Despite adverse weather conditions on-site, we delved into the new Transalp to discover how profound this evolution really is.

Honda's E-Clutch has been on the market since 2024. Here's a brief explanation of this unique technology for those who haven't encountered it yet. With the Honda E-Clutch, the manufacturer aims to make motorcycling more intuitive and safer. The system allows for starting, stopping, and shifting gears without engaging the clutch lever, with control limited to the throttle and gear lever. An actuator unit with two electric motors takes over clutch duties, while the classic clutch lever remains cable-operated and can be used at any time. Manual input immediately overrides the electronics.

Shifting still occurs via the foot lever but is enhanced by the electronic clutch control. A half-clutch position ensures especially smooth transitions, while ignition and injection are interrupted during gear changes, just like with a conventional quickshifter. Three adjustable shift characteristics and separate settings for the force at the gear lever during upshifting and downshifting allow for individual customization. The system can also be completely deactivated, indicated by an M-symbol on the display. In this initial test, I've delved deeper into the fundamental pros and cons of the E-Clutch.

Previously, the E-Clutch was optionally available for five models in Europe, namely Honda's 500cc and 650cc bikes. However, these all still used the traditional cable-operated throttle control. The critical advancement of the 2026 generation is the integration of the E-Clutch into the Ride-by-Wire system. This means the clutch no longer operates in isolation but as part of a connected system involving engine management, traction control, and throttle response. Particularly important is the automatic throttle blip during downshifting, now managed by the electronic throttle. This adjustment of engine speed to the next gear, akin to a quickshifter with a blipper function, not only enhances comfort but also increases stability when braking.

Additionally, the E-Clutch actively engages in the shifting process through a half-clutch control, setting it apart from traditional quickshifters. While the latter only operate via ignition and injection, the E-Clutch actively manages power transmission. This enables smoother yet faster gear changes across the entire rev range. Features like rear-wheel slip detection during upshifts and the suppression of rear-wheel chatter during downshifts extend its capabilities beyond what was previously possible. Furthermore, the E-Clutch unit has been moved 5 cm forward on the clutch cover to avoid contact with the shins of taller riders.

In practice, the strength of the E-Clutch becomes evident in two distinct areas. In everyday riding, it primarily offers comfort and control. Especially in stop-and-go traffic or during slow maneuvering, the automatic clutch modulation works so precisely that fine adjustments via the rear brake are rarely needed. The interaction between throttle and clutch feels highly predictable, making threading through traffic or tight situations significantly more relaxing. When launching sportily, the clutch engagement is noticeably more controlled and less abrupt than previous systems, without losing any dynamism. On the contrary, in sport mode, the front wheel even lifts slightly during aggressive starts, and the bike rockets off the line like a spirited racing start before the electronics stabilize the front wheel on the ground. Overall, the E-Clutch 2026 feels very intuitive and natural.

While riding, the E-Clutch behaves like a perfect quickshifter, but without its drawbacks. Even the best quickshifters can feel unsettled in certain situations, rev ranges, or throttle positions, leading to stronger load change reactions or requiring more pressure on the gear lever. With the E-Clutch, gear changes remain consistently perfect, fast, and almost free of load change reactions, regardless of revs or throttle position. Particularly pleasing is the now integrated blipping during downshifts, which completely resolves a previous criticism. During the ride, an E-Clutch feels like a superior, always 100% effective shift assistant. Even with a spinning rear wheel or aggressive downshifting before a corner, the gear changes should proceed unhindered, allowing for more slip or preventing it as desired. However, I did not test these two specific scenarios in the rainy conditions of Portugal.

The second key pillar of the Transalp 2026 updates is the suspension. Even those not opting for the E-Clutch variant of the Transalp will benefit from the 2026 adjustments. The first generation in 2023 struggled with a too-soft setup, and even the 2025 revision was limited by restricted adjustment options. The 2026 version, however, is presented as a completely new package. For the first time, the Showa suspension is fully adjustable both front and rear, and it offers a revised, more progressive damping characteristic.

But it's not just the new suspension that enhances the riding dynamics of the Transalp. A quickly overlooked detail is the newly developed aluminum engine guard plate, which comes standard on the E-Clutch version. Besides its obvious protective function, it also offers structural and performance advantages. The Transalp is built on a steel bridge frame with the engine as a load-bearing element. There are no load-bearing chassis parts running under the engine, which causes the bike to flex slightly over bumps or during braking, leading to micro-movements in the fork. The integration of the plate and the necessary iron rods running under the engine increases the frame's rigidity, directly influencing the handling. Additionally, the engine guard plate has been aerodynamically optimized. The smooth underside is intended to enhance stability at high speeds, and the side holes improve the Transalp's steering response. Honda wouldn't be Honda if even seemingly simple components on paper weren't "over-engineered."

In practice, this results in a better feel for the front and increased confidence in the front tire's grip. Although the difference compared to larger, off-road-oriented engine guard plates from aftermarket options wasn't clearly discernible, the improvement over the previous model is definitely noticeable.

The combination of the new suspension and increased frame rigidity elevates the Transalp to a completely new level. Previously considered a comfort-oriented but dynamically limited adventure tourer, it now presents itself as a true all-rounder. The feedback from the front wheel is significantly improved, braking and cornering stability are noticeably higher, and comfort on long rides is maintained.

Particularly impressive is the range the suspension covers. It sensitively absorbs bumps without making the bike feel spongy. At the same time, it remains precise and controllable even during spirited riding. In direct comparison, even the suspension of a current Tenere 700 feels less premium. This transformation has seen the Transalp evolve from having one of the weakest suspensions in its class to one of the strongest.

The accessible character of the motorcycle remains unchanged. The engine delivers linear, well-metered power with sufficient thrust across the entire rev range. However, two weaknesses persist. The standing position is still suboptimal for off-road riders, as the footpegs are positioned too far forward. This results in a cramped and bowlegged stance, especially when riding uphill. Additionally, a cruise control is still absent, even though it would be technically feasible.

In Austria, the Honda XL750 Transalp 2026 starts at 11,890 Euros for the base version and goes up to 12,690 Euros with the E-Clutch. This keeps the base version at the level of the previous model while offering significantly more technology.

The standard equipment includes a five-inch TFT display with Honda RoadSync, six riding modes including Gravel mode, multi-stage traction control, wheelie control, LED lighting, and a USB port. Additionally, Honda offers extensive accessory packages, including Urban, Touring, Adventure, Rally, and Comfort Packs. These range from luggage solutions and heated grips to off-road components like additional lights and enhanced protection parts.