Honda XL750 Transalp review: A peak performer

I was ecstatic when Honda released the XL750 Transalp because, as you can see, it resembles a baby Africa Twin. However, a closer look at the specification sheet showed that it wouldn’t be as capable as the CRF 1100L on its own. This raised a lot of doubts about the bike’s true potential. That is, until now, when Honda finally decided to give us the motorcycle for a short period of time so I could assess it and tell you everything.

In my opinion, the Honda XL750 Transalp looks really stunning in the white paint scheme with red and blue streaks and those gold rims. Well, not so much in this dark color. It appears appropriate for a mid-size, multi-cylinder ADV bike; it is neither too large nor unduly intimidating. Despite its seemingly straightforward appearance, this bike’s features list suggests otherwise.

The Honda Transalp has the same 5-inch TFT screen as the NX500, but it offers a lot more information that you can view and even customize while on the way. There are four ride modes and four themes. Engine power, engine braking, traction control, ABS, and even a ride mode are all customizable to your preferences and riding style.

The Transalp’s screen is beautiful because it is clear and displays the crucial information you want to see. The fact that you have a single “user” riding mode to customize everything is even better. However, there is a catch with the switchgear.

This motorcycle has a lot of buttons to play with, as you can see, but it will take some getting used to how they are arranged. Some of the switchgear is arranged strangely, such as the locations of the switches for the turn indicators and hazard lights. These switches are not seen on any other bikes in the nation.

That may take some getting used to, but the bike itself won’t because it’s so simple, cozy, and well-balanced.

The Transalp has a tall seat, but once you’re on board, it feels more like one of those motorcycles where you’re seated within rather than on it. The padding makes things nice and comfortable, and the rider triangle is extremely upright. This motorcycle’s excellent balance, whether you’re riding quickly, slowly, or braking hard, is one of its best features. You can truly perceive challenges ahead, respond to them promptly, and overcome them with planned accuracy when you stand up instead of sitting.

With this one, Honda has truly conquered the center of gravity. You may always feel a strong connection with this bike because it doesn’t feel top heavy when you turn it over. Even walking this 208 kilogram (stock) bike around is not too difficult when you’re not riding it. What is this bike’s best feature, tho? Ho ho! That 755cc twin-cylinder engine must be the cause. You can tell it has some sting because it’s one of Honda’s new parallel-twin engines and the same one that powers the Hornet 750 elsewhere in the world.

The Transalp’s 755cc parallel twin engine is a real treat because it produces a good amount of power—91.7 PS and 75 Nm of maximum torque—and because it has a 270 degree crank, the majority of that power is produced in the mid and top end of the spectrum, with a respectable amount of grunt low down the powerband as well. Although it isn’t completely vibe-free, this bike has a great character thanks to its pleasant amount of grunt. When you wring it out on the road—in the proper conditions, of course—it’s quite delightful.

The clutch is nice and light and the acceleration is smooth off the line, which is perfect for the city. However, once the roads open up a little and you get into the mid-range, that’s when you have a ton of fun. This motor just wants to extend its wings and take off after power builds up to the mid-range rather well. Fantastic fun if you want a fast ride. Every time you operate the gearbox, you may hear a pleasant click that gives you a generally pleasant, crisp impression. When you put the hammer down at any moment, this parallel-twin engine just delivers power in a linear fashion with no unexpected power spikes.

Every time you slam the throttle open, it feels like you’re hitting the nail on the head because it’s so engaging out on the road. I adore that this bike has engine braking settings, which just let you be a little more comfortable depending on the weather or type of terrain you’re traveling thru. Yes, and even that loud exhaust note at the conclusion can add to the already incredibly enjoyable ride.

There is more than enough power available when riding off-road to make your eyes glow with excitement. The suspension can bottom out very easily if you’re creating new trails and make a mistake, even tho you have a good amount of travel at both ends—200 mm at the front and 190 at the back. Additionally, keep in mind that the protective bashplate you see there is not a conventional fit. Let’s just say, tho, that I was thrilled that it was on this time.

There is a considerable amount of wheel travel at both ends thanks to the preload-adjustable Showa suspension. The 21-inch up front will protect you from a lot of pothole abuse, and it does a great job of staying on the road. It gives you a fair bit of tilt and makes it quite easy to enter thru corners. Regretfully, regardless of the settings you choose, the rear suspension is too soft and will wallow in turns.

The Showa units’ compression and rebound settings aren’t really designed to encourage extreme off-the-beaten-path driving, and the tires—well, that’s also a bit of a surprise.

Given the capabilities of the Transalp in its current configuration, the Nissin brakes are a perfect fit. However, the bike’s tubed tire arrangement seems like a drawback. Both ends now have spoke wheels: an 18-inch wheel at the back and a 21-inch wheel up front. However, the two of them have Dunlop tubed tires. Even the center stand appears to be an add-on device rather than a standard fitment, which could be problematic once you get into off-road parts, even tho they performed rather well on the road.God help you if you manage to acquire a puncture when traveling long distances or even while hiking. However, there is a workaround for this, as you can replace these wheels with the Africa Twin’s tubeless set, however it won’t be inexpensive.

After my brief time riding the bike, I concluded that the XL750 Transalp was a simply amazing machine on the road, but perhaps not so much off it—at least not in stock condition. As long as the terrain isn’t too difficult, it feels like a comprehensive long-distance tourer that will take you almost anyplace you want to go. After all, it is supported by the CBU Japanese reliability. Nevertheless, there are several parts of this vehicle that you would want to replace over time if you anticipate doing a lot more off-road riding on it.

In summary, the Honda XL750 Transalp is more of an adventure tourer than a full-fledged adventure motorbike, so let me stress that it is not a baby Africa Twin. It won’t be inexpensive because it doesn’t arrive in India like the NX500. Ex-showroom pricing is Rs 11 lakh, and that’s only for the basic bike. All of the options you see here, including as the tall windshield, knuckleguards, crash protectors, bash plate, and even the center stand, are extra. An additional Rs 1.8 lakh. That’s not inexpensive either. Therefore, this motorcycle falls short in terms of pure value.However, a lot of people will still be drawn to this bike because of its attractiveness, comfort, powerful engine, amenities, and overall dynamism. Therefore, it’s a great good motorcycle if you can afford it. The V-Strom 800 DE, a rival bike from the Suzuki stable that was just introduced in the nation, is more equipped than the Honda, so it will be fascinating to see how it compares.