Honda Transalp 2025 test: Introduction, positioning and rivals of the Honda Transalp 2025
In the last decade we have witnessed the rise of trail motorcycles, especially medium/high displacement models, which is precisely where the Honda Transalp is located. The first model dates back to 1987, when Honda launched the Honda XL600V Transalp, a trail-cut road model with a 21” front wheel that was located just below the Dakarian-cut Honda XL650V Africa Twin.
It must be remembered that, if the birth of trail motorcycles dates back to the end of the 70s, the 80s marked the explosion of the segment. Both the Africa Twin and the Transalp have been iconic models since their birth. They remained in the Honda catalog for many years with successive updates that increased their respective displacements. They shared a V-twin configuration, and differed more in appearance and orientation than in specific power.
The same happens with the 2025 Honda XL750 Transalp (90.5 HP, ND): it shares a configuration with the Honda CRF1100 Africa Twin, both with a parallel twin. Now the difference in displacement is greater (400 cc), but it is not greater in terms of power, since there is not even a 15 HP difference between the two.
But there is one aspect of the Transalp that no trail from the golden wing brand surpasses: the weight/power ratio (0.32 kg/CV); This gives an idea of the effectiveness that the Transalp provides, both on asphalt and on the road.
It maintains some of the rivals it already had two years ago, to which some models have been added: Suzuki V-Strom 800DE (83 HP, €11,799), Husqvarna Norden 901: (73.4 HP, €10,999), KTM 890 Adventure: (105 HP, €14,259), Aprilia Tuareg 660: (80 HP, €12,020), Yamaha Ténéré 700: (73.4 HP, €10,099), BMW F 900 GS: (105 HP, €13,980), CFMoto 800MT Touring: (95 HP, €11,995), Triumph Tiger 900 Rally Pro: ( 108 HP, €17,195), Kove 800X Pro: (95 HP, €9,899) and Voge 900 DSX: (94.8 HP, €8,888).
Some of them are divided into more or less asphalt versions, but it is clear that it is a very buoyant segment and that the Honda XL750 Transalp, with its updating, intends to lead.
Honda Transalp 2025 test: Features and equipment of the Honda XL750 Transalp
Nothing has changed in the engine of the 2023 Honda XL750 Transalp. It is still the engine shared with the Hornet, but with refined adjustments to the electronic throttle (TBW), aimed at its more touring function and with comfort as its flagship, to be able to tackling long-distance routes, but also in sports driving.
In Sport mode, the touch mid-corner is delicious in the cut-open, which is appreciated on unknown roads. A second User mode (User 2) is also added, while the Gravel mode receives new settings, perhaps less conservative than before, but which are not completely convincing on off-road, where it is much more practical to configure one of the User modes without ABS rear and with little or no traction control. It will not be left to possibilities.
It delivers 90.5 HP at 9,500 rpm and 75 Nm of torque at 7,500 rpm. It has “chicha” at low and medium speeds, but what stands out is that you don’t expect it, and that is that the linear response continues as we increase the engine speed, that is, it continues to push where twin-cylinder engines usually don’t, with a powerful pull. really remarkable
It has a balancing shaft that, moved by the primary transmission gear, saves parts, weight and volume in addition to eliminating vibrations. The cylinders use the Ni-SiC (Nickel-Silicon Carbide) treatment used in the CRF450R and CBR1000RR-R Fireblade to minimize friction, and the truth is that the engine revs up easily, not as fast as the Hornet, but yes with joy.
The 270º firing order causes the pulse of the parallel twin to be identical to that of a V2, but with one less cylinder head. Less size, less weight (it weighs 210 kg in running order) and less consumption, quite low and below 5 l/100 per 100 km (Honda advertises 4.3 l/100 km). Drinking chicha during the presentation in Tavira (Portugal), I achieved a consumption of 5.8 liters. With almost 17 liters of tank (16.9 l), the effective range is around 350 km.
It has a slipper clutch, which reduces drag torque by 30% and enjoys a friendly touch. In any case, it is highly recommended to equip the XL750 Transalp with the optional quickshifter. Although the clutch feels soft, life is easier with a quickshifter, especially if it works well, as is the case.
What is not explained is the absence of cruise control, essential on a commuter style motorcycle and whose cost is marginal on a motorcycle with an electronic throttle.
The chassis is the same as that of the Hornet, with changes to the subframe (welded, not bolted) and engine mounting elements. The dimensions, of course, change in all measurements (more ground clearance, more saddle height, wheelbase, etc.). It is perceived as larger than the Hornet, to the point that externally nothing suggests that they share an engine and chassis.
Suspensions continue to be carried out by Showa. At the front it has an inverted fork with a 43 mm diameter and 200 mm travel with preload regulation. Behind there is a monoshock with links with 190 mm of travel and the same adjustment possibility.
What has changed are the morons. Now the monoshock has a harder setting, while the fork is a little softer to work more harmoniously with the rear shock.
The result is that the motorcycle treads much better than before, especially with a load and/or passenger, a circumstance in which it previously suffered, even reaching the rear end with maximum load.
The Quickshifter has also been revised according to the new electronic requirements in engine modes and suspensions. The result is a motorcycle that is even easier and more efficient than the previous Transalp, alone, with a load and off road.
The 310 mm diameter Nissin brakes, clamped by 2-piston axial calipers, guarantee good braking. Behind it, a 256 mm disc clamped by a single caliper brakes. Although the brakes and suspensions are not bad, they fulfill their mission without blemish, always valuing (especially in the case of the suspensions) that comfort takes precedence in the setting.
On the outside, the changes are defined by the new optics, more in line with the Dakar aesthetic of the Africa Twin and which provides a wider beam of light. The color offering has also changed. The “tricolor” white remains, while the black becomes shiny and the gray loses its metallic finish. Personally, I think both changes have suited him very well.
The pineapples and TFT change to adapt to the new Honda interface, which is much easier to read and allows you to configure the motorcycle without having to resort to the user manual. Read this way it doesn’t seem like much, but it changes the bike-user relationship very well.
What has increased is the list of original accessories. Within the already known packs (Adventure, Rally, Comfort, Urban and Travel), configurable in all possible ways, practical soft saddlebags are added that can be combined with rigid suitcases, a Comfort seat that increases the padding by 15 mm (not the height of the seat, as it compresses with your weight) and an alarm capable of showing you your motorcycle among a sea of motorcycles (imagine that you have forgotten where you have parked in the parking lot of a GP) or scare away cats that get on your motorcycle.
Honda Transalp 2025 test: How the Honda Transalp 2025 is doing
My memory of the previous Transalp is very fresh, since last September I participated in the Transalp Adventure 2024. I had already done a thorough test of the model on asphalt before, so the Transalp Adventure 2024 was fantastic for me to appreciate the qualities of the Honda Transalp on the slopes of the Catalan Pyrenees.
In those few days I was able to improve my off-road skills, although I also recognize that there was a lot of room for improvement. That does not detract from the capabilities of the Transalp, quite the opposite. The truth is that the Transalp Adventure 2024 took place without suitcases or luggage, as there were canned vehicles that transported our luggage during the different stages.
At the time I didn’t realize the limitations of the rear suspension. Yes, it is true that on asphalt roads you could feel some movement in changes in asphalt and expansion joints, but I did not know how to extrapolate (or even imagine) those movements to load conditions during trips.
As soon as I started the route of the presentation of the Honda XL750 Transalp 2025, I did realize that the new model treads much better. Furthermore, I was lucky enough to have a unit with soft saddlebags, which I soon loaded with my audiovisual equipment and warm layers.
They were not maximum load conditions, but as soon as I entered the first curves I was able to see a motorcycle that was even easier to get into a curve and that transmitted sensations from the front wheel to the handlebars as if the front wheel were 19 inches.
The combination of the new suspension settings, together with the fine tuning of the electronics (“fine tuning” for cosmopolitans), enhances the extraordinary weight/power ratio of the Honda Transalp to the point of seeming, at least in my opinion, a more enjoyable option than its older sister, the Africa Twin.
It is true that the brake calipers are axial and do not stand out among the components, but they more than fulfill their mission. Nor can it be ignored that the suspensions have 200 and 190 mm of travel and that this implies a certain oscillation in the most forceful braking, but it is a trail bike.
Even so, its versatility allows you to drive with quick braking, because the engine is elastic enough to get out of the sticks with solvency; It is also a pleasure to take advantage of the cornering speed that its stability in fast corners allows and the Metzeler Karoo Street of the test unit.
A determining aspect is that it is now easier to configure the motorcycle. I am not referring to the accessories, which now also allow a tailored suit, but to the new interface. It shows that you do not need a spectacular arrangement in terms of pineapple size and screen, but rather that with order and common sense you reach the customer’s heart sooner and more easily.
We were able to ride a little on off-road tracks, but enough to take me back to the month of September and feel the freedom of getting to wherever I want to go without the worry of carrying a ¼ ton piece of equipment.
When I arrived at the hotel I was convinced that it is one of the most complete motorcycles on the market and that, with the new adjustments (and it seems that the 2024 price will practically remain the same), it will not take long to rise positions in a of the most fought sales lists. Maybe to the top.
