Essay – Honda XL750 Transalp – the return of a myth

Honda has that gift of producing models that, over 20 years later, still remain vivid in everyone’s memory. The Transalp is one of them, but do the ease of handling, comfort, and versatility of the original model launched in 1986 still hold up? This was one of the points we tried to uncover, in an international presentation held in our country, in the Algarve.

A few months ago, during the international presentation of the new Honda Hornet, we immediately knew that in terms of engine this Transalp would be well served; as it is equipped with the new parallel twin engine that also powers the famous Japanese naked bike. But it remained to be seen how it would perform in practice, as well as all the electronics and chassis of a model that positions itself in the range just below the Africa Twin.

Recapping, the three major generations of the Transalp included the launch of the original model in 1986 with a 583cc V-Twin engine; the introduction of the 650V version in 2000 and its redesign in 2008, now with a new V engine with fuel injection, 680cc, and for the first time a 19” front wheel instead of 21 inches. The model was later discontinued and only returned at the end of 2022. It lost the V, as it is now equipped with a parallel twin engine, and once again has a 21-inch front wheel, but there is much more to tell.

THE SAME PRINCIPLES

Honda aimed to replicate the same principles of the past in a current model, that is, to place the DNA of yesteryear (comfort, ease, and versatility) in a package that aims to position itself between the CB 500X / NC 750X and the Africa Twin, in the brand’s adventure range. As such, the engineers adopted a steel frame developed in conjunction with the Hornet (but adapted to the model’s concept), which above all is very light, 18.3 kg – 18% lighter than the NC 750X for example – to maximize agility. It has an integrated subframe, not bolted, according to the brand’s engineers to keep the weight lower, and as for the suspension, we are talking about Showa units on both axles, at the front through a 43 mm inverted fork (200 mm travel) and at the rear with a Pro-Link monoshock (190 mm travel), both elements with preload adjustment and helping to achieve a minimum ground clearance of 210 mm. In terms of braking, we find two 310 mm discs at the front, with 2-piston calipers, for a single disc on the 18-inch rear wheel.

In terms of equipment, we find a very complete and easy-to-read TFT instrument panel (after a few minutes we are already comfortable with the control buttons), with total connectivity, but also worth mentioning the presence of 4 driving modes plus a fully customizable User mode that can give us another joy in driving, as the standard modes are configured to prioritize safety above all. We have various levels of traction control that also serves as anti-wheelie, the possibility to turn off the ABS on the rear wheel, manage power delivery and engine braking; and if in terms of electronics this motorcycle is very well equipped, it must be said that, in terms of what comes as standard, the hand guards, the engine guard, the center stand, the quickshifter, etc., all of these are accessories that can be individually mounted or through the various packages available. AND THE ENGINE?

As you may have already noticed – and as is always a hallmark in a model like this in the Honda motorcycle range – the goal was to maintain ease of use on the road and even in the city, without compromising the model’s use on longer trips. The engine plays an essential role, as the new twin-cylinder, very compact and light, is capable of delivering 65.7 Kw of power (about 92 hp) and a maximum torque of 75 Nm, fitting perfectly into the intended use in terms of performance and sensations. It was designed through the brand’s experience in high-performance engines, such as the CRF450R motocross and the Fireblade, and its electronic throttle allows the inclusion of the mentioned driving modes. Compared to the naked model, it only has small changes in the air intake, favoring response at low and medium revs, and also in the fuel injection for a smoother response. As for the exhaust system, it was designed to favor the adventurous and emotional character of the model. The clutch is assisted and slipper, and fuel consumption is quite low, as we witnessed in this presentation.

IN THE ALGARVE MOUNTAINS

We covered about 220 kilometers in total on this presentation that had Cabanas de Tavira as its focal point, with more than half of the route being done on wet roads in the morning. It was a pity about the weather conditions, because even though we don’t mind riding in the rain – especially with an adventure bike – the worst part was not being able to do the off-road section that was planned due to the bad conditions of the terrain after the rain. It will have to wait for another time! In the other locations, the Transalp performed very well, starting with the great performance of the Metzeler Karoo Street tires, very versatile and providing great confidence even in the rain. In fact, confidence in riding should be the best term to define the Transalp. The riding position is perfect for almost all heights, as if it has always been our bike, and the agility and stability are at an ideal point, without one aspect compromising the other. There are no hindrances with the presence of a 21” front wheel, but perhaps due to the relatively low exhaust pipe (we would have liked the Transalp to have kept the raised exhaust pipes from before), and relatively simple suspensions, it seems to us that the purpose of mounting a 21” front wheel was above all… commercial! A 19” one might have fit better but, in true Honda fashion, everything works very well! The braking system may not impress visually, with simple Nissin 2-piston calipers, but the truth is that we never felt lacking in braking power.

Next to the rear wheel we highlight the fact that the exhaust system is very low, making it easier to place any luggage. Aesthetically it’s not fantastic and may compromise ground clearance.

The engine is very compact and energetic! And since this Transalp has a curb weight of only 208 kg, the power-to-weight ratio is similar to that of the Africa Twin!

The controls are similar to the latest Honda models and we only need a few minutes to remember how they interact with the beautiful instrumentation.

Speaking of which, the instrument panel is very complete, easy to read, and we can choose a more classic or sporty format for the layout of the information.

The seat is excellent for all heights, and the passenger also rides comfortably. The handlebar is the right width for a good riding position.

The rear shock absorber delivers, but as has been happening lately in several models (from various brands), it is noticeable that there has been a cost containment here…

VERSATILE AND EASY, “CHECK”!

Up to the braking, which could be questionable, in the face of seemingly very simple calipers, is actually of high performance, for enormous safety on the road. Contributing to the high comfort are the suspensions, soft as they have always been in the previous Transalp, but here we wouldn’t mind having a slightly more premium Showa equipment with more adjustment possibilities. So, the only thing we did was to slightly increase the preload of the spring in the rear shock absorber, which apparently gave some more firmness in the afternoon driving, when we faced dry mountain roads at a high pace.

We also liked the good feel of the levers and controls, the aerodynamic protection, and of course the engine, which even though it doesn’t seem as explosive as the Hornet’s, offers excellent performance and high fun, not only for its liveliness but also for the demonstrated sound. And at the end of the day, it showed an average consumption of 4.8 l/100 km, which is very positive.

During this day we almost always rode in Standard mode in the rain and in Sport mode in dry conditions. This is because the Rain mode prioritizes safety too much – which is never too much, of course – and this could help new A2 license holders, as well as the Gravel mode off-road. In User mode, however, you can set everything to your liking, for a bit more adrenaline in driving.

Also note the good operation of the gearbox, even though our unit was equipped with the optional quickshifter, also a high-performance system, so it is ideal to ask for this accessory and then manage its use according to our taste!

So, making a final balance, this new Honda Transalp maintains the same philosophy. It is a very versatile, multipurpose motorcycle, but now offers much more interesting performance and in terms of electronics it is much more advanced. And as it is very comfortable, in terms of seat and suspensions, and offers a huge amount of accessories, it will allow very interesting rides, whether alone or with a second occupant.

ACCESSORIES RULE

It is easy to see in this photo how the decoration of this latest generation was greatly influenced by the beautiful motorcycle that marked the debut of the Transalp in the range in early 1987. Many years have passed but the principles of the whole motorcycle have remained, simply everything has improved, much thanks to the engine and electronics. What has also clearly changed is the amount of accessories that can be acquired nowadays. In the case of this model, there are 5 packages to choose from: Urban, Adventure, Rally, Comfort, and Touring, allowing to obtain a Transalp tailored to the taste and needs of each individual.

HONDA XL750 TRANSALP

ENGINE 2 parallel cylinders, liquid cooling, 8 valves

DISPLACEMENT 755 cc

POWER 67.5 kW (92 hp) @ 9,500 rpm

TORQUE 75 Nm @7,250 rpm

6-speed gearbox

Tubular steel frame, diamond type

Fuel tank 16.9 liters

Front suspension inverted telescopic fork Showa SFF-CA 43 mm, 200 mm travel

Rear suspension Showa monoshock, 190 mm travel

Front brake 2 discs of 310 mm, 2-piston calipers

Rear brake 256 mm disc, 1-piston caliper

Front tire 90/90 R21

Rear tire 150/70 R18

Wheelbase 1,560 mm

Seat height 850 mm

Weight 208 kg

Retail price (FROM) €10,600