Since the launch of the Honda XL600V in 1986, no less than 38 years ago, the Honda Transalp has been a very important model for the golden wing firm. Based on its model, the model evolved over the years into the XL650V (2000) and XL700V (2008), which grew in displacement and adopted systems such as electronic injection.
The XL750 Transalp, revealed in 2022 at the EICMA and thoroughly tested in these lines, has nothing to do with its predecessors; it is a motorcycle conceived in and for the 21st century. The Honda XL750 Transalp has lost the “V” in its name, as its engine is now an inline twin-cylinder, derived from the one fitted to the CB750 Hornet.
It also has electronics, like its sister, allowing you to choose between several driving modes (Sport, Standard, Rain and Gravel) in which the proportions of power delivery (P), engine braking (EB), traction control (T) and ABS vary.
In addition, there is a User mode, in which you can choose the P, EB, T and ABS settings (with on and off road modes), being able to disconnect the rear wheel ABS and traction control completely (for off road use).
Among the 10 best-selling motorcycles considered to be mixed or trail, there are 5 Hondas. The list is led by the Honda X-ADV, but the Transalp stands out in 4th position, increasing its sales in 2024 compared to 2023 and closing the gap with its predecessors. The reason must be found in Honda’s success in the approach of the model, which is based on three pillars that seem very logical, but are not so easy to combine in a motorcycle. The first is ease of driving, based on a neutral position on the road and in the field, together with its compactness and lightness.
The Transalp 750 weighs 208 kilos in running order, a really good figure. The second is its practicality, which in turn means comfort (position and aerodynamic protection) and versatility. The 21-inch front wheel, together with the fork and shock absorber travel (200 and 190 mm respectively) allow you to venture into more complicated terrain than its elegant and discreet design suggests.
Finally, there is the fun, undoubtedly the result of its great power/weight ratio. Consider that the 1986 Honda XL600V produced 50 hp, compared to the current 92 hp, almost double the power, while weighing only 11 kilos less. These good times are helped by the aforementioned ease of driving, the result of the improvement in brakes and suspensions, but above all, by the emergence of electronics, which by making things easier, provide safety and fun.
The Transalp Experience route consisted of a large loop of almost 300 kilometres, approximately 70% asphalt and 30% off-road, with passes through such beautiful and spectacular ports as Coll de Capsacosta or Coll de Jou.
The weather forecast for the first day was predicting cold weather. It was spot on. With 4ºC at the start, it didn’t feel like we were in the last days of summer. The temperature rose rapidly as the first few hours passed, which were entirely on asphalt.
We were able to confirm the fantastic dynamic qualities of the Transalp on the road”out of the box”, that is, strictly series. The twin-cylinder hornetian It revs quickly and is gratifying to stretch. The suspension setup is optimal, allowing you to ride at high speeds on the road and with agility off-road, much more than I am capable of offering.
In that sense, it seemed to me to be a very balanced bike, which taught me something that I was not so sure of: I am not an off-road expert, but I am enough to ride nearly 100 kilometers off-road on a Transalp Adventure, arrive at the hotel with a smile and with the feeling that I am riding a better bike than I was that morning.
It may seem like a silly thing, but having such a good time (and without suffering) is the result of a bike that makes things easy for you. The secret is undoubtedly in the weight; in its absence, to be exact. When you ride off-road with a bike with more power than any enduro bike can have, the most important thing is to have the ship under your control.
In the case of the Transalp, it is the latter that helps you. Even with the traction control deactivated (and without ABS), the progressiveness of the accelerator is magnificent, not putting you in any kind of compromise at any time. Crossing the bike is possible, but there are also the grey areas that exist between going “full speed” and going “stepping on eggs”, all within reach of your right fist, in turn connected via electronic accelerator to the rear wheel.
At midday we enjoyed a full picnic, now with the temperature warmed up, which served as a prelude to the second part of the day, almost all off-road. On the broken paths, going up or down, the suspensions are up to par. It is not a competition model, but it does not pretend to be one either.
The Transalp’s sweet spot is that it can take you farther and farther than you might think, comfortably and easily, without having to make any modifications, beyond the accessories you might want to customize it. At this point, there were some XL750 units that mounted a 15-tooth output sprocket (the standard one is 16), shortening the ratio a little. Such a minor, simple and cheap change gives the bike a more lively and responsive character to the gas, very useful off-road.
I liked the short ratio off road and would use it on a trip to Morocco (for example). For 100% road use I prefer the 16-tooth sprocket, but I would still have a 15-tooth output sprocket in my toolbox.
To top it off, we took the XL750 Transalp to the final round of the Trial GP World Championship calendar this weekend. Watching the riders go through areas that you thought were impossible to overcome a few minutes before is hard to explain.
The title was already decided in favour of Toni Bou before arriving at the Ripoll event, but we were able to enjoy the celebration of Gabriel Marcelli finishing second in the championship. Both showed us that their status as champions and good drivers is on par with their good vibes.
During the experience, we also had a unit of the XL750 Transalp SP version, available from October and which has a different decoration; it includes a crankcase guard and a complete set of fenders.
The promotion of €1,150 to be subtracted from the purchase of an XL750 Transalp (€11,000) or an XL750 Transalp A2 (€10,600) is still valid, for the moment until September 30.
