Road test of HondaXL 750 Transalp 2025 The point of convergence

Our tester's opinion on the XL 750 Transalp from 2025

Some truths are obvious at the most unexpected moments. Foot on a pebble, thumb still on the contact-breaker, a light breeze caressing the cheeks through the half-open helmet, all the bliss of the moment is revealed by a layer of dust on the speedometer. Then it's all simple and dazzling: " Sometimes it's the best thing in the world to take the wrong route!

Because that's how you venture out (big or small) onto unknown roads, where surprises lurk and can test the comrade you're holding at the handlebars. But before the residue of dirt slipped between the spokes of the new 750 Transalp, a few bends allowed us to put to the test the discreet changes made by Honda to its valiant mid-size trail bike. Discreet but rewarding.

Winding roads bathed in winter warmth will be our hosts for a stage of fine emotions on the edge of Portugal.

Re-discovering the XL 750

Such is its code name. The Transalp was greeted with enthusiasm when it returned to the market; transformed, much more strongly motorized, playful...and acclaimed, as more than 2,000 of them are sold every year in France. Honda didn't really need to tinker with it so soon, but even if it had to make a few adaptations to add Euro5+ validation, it might as well fine-tune a few details. The results are there for all to see.

Let's turn quickly to the Transalp to discover its cosmetic renewal. This will be extremely brief, as it is limited to the headlamp and some new colors. The smirk on its face is more mischievous than its silhouette. The Transalp remains a serious-looking motorcycle, with a pleasant, polished but not extravagant design. Its size puts it in the category of accessible, urban companion, without overshadowing the great outdoors. In short, just the right balance, as Honda so well masters. For fun, rock and wide-eyed excitement, more typical machines exist in other parts of the world - but you're not looking for exactly the same use.

Technical simplicity on board

Few changes once on board. You're reacquainted with the cockpit in this uncluttered, well-finished, no-frills space. All in all, the Honda is true to the brand's image of quality. Everything is well thought-out and well-built, ready to stand the test of time. Just a few connections that couldn't be cleverly concealed can make your nose twitch a little (if you quibble).

The forkhead's main inhabitant is still a 5-inch TFT screen, but updated as on most models. With its new graphics, simplified navigation and backlit control pad, navigating the menus is more intuitive and easier to grasp. But the richness of the interface is such that we feel it's essential to have a hands-on session to familiarize oneself with its many functions.

It would have been nice to have a USB socket on board as standard; some have deplored the absence of cruise control, both on yesterday's Transalp and today's - I'm not much of a fan of this kind of assistance, but I've never felt the need for it. On the other hand, it's a shame that handguards are optional. For looks as well as function, they deserve their place on board. Finally, the 850 mm seat height may seem a little tricky, but in use, the good shape of the seat makes it easy to get on board and put your foot down when stationary, with no questions asked.

Firmer footwork

The main fault reported by the public concerning this bike was a certain sluggishness of the suspension. A negligence that we would have conceded on other, smoother generations of Transalp, but not on a 92-hp road bike. Above all, one that doesn't shy away from having fun when teasing its equines. So, Honda has revisited the Showa elements, with brio.

The impeccable roads of southern Portugal roll by at good speed, without exaggeration, in a regular ballet of twists and turns. The front drivetrain engages neutrally in every curve, contributing to an obvious sense of security and guidance. With a Transalp, you can take it wherever you want, with a light touch on the footrest to confirm the trajectory. When braking, the upside-down forks dive less and are much better held back by the hydraulics. The rear shock absorber also delivers a more controlled response. Overall, the damping is firmer without sacrificing the comfort we've come to expect from the Transalp. As a result, the bike is all the more precise and enjoyable. Of course, it doesn't reach roadster levels, but it's up to the task of committed riding.

An evergreen engine, a cross between a Boy Scout and Vin Diesel

In 2023, Honda made a double impact with its 755 cm3, powering both the seven-and-a-half Hornet and the Transalp. As the young twin-cylinder has not changed, its action remains of the same caliber. Like most Hondas, it's linear, not overly tricky, and allows you to exploit it without a second thought. A zest of contact to wake it up allows you to quickly appreciate its deep, moderately gravelly pulsations. It breathes, grumbles, drawing the ear to the satisfaction of a breath that is both contained and present. Without being melodic, his voice smacks of strength rather than effort.

Let's wake him up and appreciate his continuous soaring and constant availability. Although it's not as full at mid-range as some of the other blocks, such as the 800 of a certain V-Strom, it's happy to seek out its grunts in the towers. He's no stranger to violence. Its emotions are predictable; and if it lacks character, it makes up for it with a behavior as homogeneous as the machine. Extremely supple, it can be both quiet in town and downright hard-hitting when called upon to kick things up a notch. You can go fast with the Transalp, and its engine loves it. What a pleasure it is to take it to flirt with high revs, where it garages itself with ardor and drive, while allowing little vibration to disturb the path of joy.

Technology in every turn of the wheel.... no more needed

Since the Transalp's boiler is so versatile, wouldn't it be a good idea for Honda to graft the E-Clutch system onto it to give it a facsimile of an automatic gearbox? For Touring enthusiasts, that would be a plus. The shifter (optional) already does a good job, with transparent gear shifting, even more appreciable when going downhill or uphill, as it handles transitions so well. But given the very democratic extra cost of this technology on the CB 650, offering it would be a more than relevant option; and technically easy to set up. It's up to the public to tip the balance.

Driven at speed, the Transalp doesn't transcend, but distils a new balance, more rigorous, almost more joyful, encouraging you to wind up more than reserve whenever the urge arises. The"Sport" driving mode is then naturally reconciled with the dynamics imparted to the chassis.
Unsurprisingly, the"Standard" mode is the most coherent, with electronic assistants calibrated for maximum versatility. Enough to leave it on all the time.
Switching to"Rain" is of little interest, unless the weather is really bad. The engine doesn't become sluggish, but power takes its time to arrive, maintaining a flowing rhythm.
Honda leaves you two customizable Modes to create your own electronic choreography. Only the"User" Modes allow you to deactivate ABS (on the rear) and HSTC traction control. They also allow you to set power delivery, engine braking levels and the degree of HSTC intervention.

Switching from one mode to another is as simple as tapping a trigger on the control panel. Very simple, very practical. However, selection is one-way only - if you miss your Mode on the scroll, you'll have to scroll all the way through again.

When the rock is good, when the crampons are ringing

But where does the dust on board come from? I'm getting there. After 10 minutes of twisting and turning, and just as the coffee is settling into the veins, a few flashing lights indicate the ideal solution to crisp up the day: a nice little track, as rolling as you like, but with the right profile to appreciate Metzeler Karoo Street cobbled tires (maybe Dunlop Mixtour instead). This is where silencing the electronic kickstands comes into its own, allowing you to play with the rear axle, and thus engage in more efficient riding on this terrain. The Transalp sped off over the dust tongues, confident and perfectly maitirisable. Without even thinking about it, the rider stands upright. The bike's configuration invites you into this posture and keeps you there without any discomfort - as if there were an Avatar-like connection between rider and mount.

For the less seasoned, the curious and the cautious, Transalp offers a"Gravel" mode. This delays the intervention of the ABS, while its traction control lets you play a little with traction without ever putting yourself in danger. You can have fun, insist, provoke the throttle, and be rewarded with a rear end that gently wanders around, complacently martyring the gravel and making the rider think he's getting close to going over the edge, all the while maintaining control. In reality, the electronics control more than that, the obsession with safety being written into the Honda's genes. It's all reassuring and playful for neophytes, while amateurs will quickly feel restricted and go into the menus to negotiate the electronics' sleep.

Why negotiate? Because you can't just press a button like on the Yam' 700 Ténéré to free up the playground. A walk through the functions and a little patience on the controls is required for that. With a Honda, you really have to want it to take the machine's safety level down a notch or two. In fact, while it's possible to venture onto off-road terrain, with parsimony, optimism and balance, the Transalp quickly makes it clear that this is not its favorite terrain. If fortune leads you over cobbled gangs or rocky carpets, she hesitates on her feet, drifts sideways and disapproves of your progress. Not surprising, since this is neither her trip nor what she's designed for, but.... if you can't get past yesterday, you're allowed (not advised) to try the challenge.

Everyday life can be lived well

Let's get back out on the road to appreciate the qualities of our alpine trail bike. Its driving position is a straightforward invitation to go for a ride, whether short or long. With legs at right angles, wide handlebars that fall naturally to your hands, an upright chest and a helmet to leeward, the Transalp also makes you feel welcome. The saddle makes you forget you're on it, and even though the day's riding only covered around 100 km, there was no sign of any need for extra comfort. It's too few kilometers to be categorical, but some machines (excluding sports bikes, of course) take less than 50 kilometers to harden your buttocks. The new bubble provides adequate protection, but taller riders will find the top of their helmet tickled. In the register of lack of equipment, an adjustable bubble will be cited.

A ray of sunlight catches the reflection of the rear-view mirror. Positioned at the right height, the mirrors are effective without obstructing your field of vision. Except that one time when I insisted on evaluating them. But it wasn't the right time. The bend is coming, fast, and why didn't I take into account the blinkers waving ahead, indicating that it's braking hard?!?

Quick, grab the handle! A perfect moment to appreciate the consistency of the braking. The attack of the calipers is supple, then the bite quickly appears to get stronger and stronger. The power is there, without brutality or the urge to plant the front end. You wouldn't expect this kind of feel and power modulation from 2-piston calipers. The Transalp doesn't wobble under braking, nor is it thrown off course when provoked into corners.

Before handing over the keys, let's judge its fuel consumption without conviction. There wasn't enough driving to be really conclusive about this trail bike's thirst for fuel. Let's take a look at its internal calculator, on several examples. Measurements range from 6 to 6.7 liters per 100 km, depending on the machine. But as you know, the pace of testing is always faster and more gluttonous than normal use. In conventional use, I wouldn't be surprised if it came down to 5 liters.

So, establishing an overview of its fuel consumption is tricky on this session. Another regret is that we didn't get to try out the new lighting, which is supposed to offer a longer range and, above all, greater density and homogeneity.

We'll keep it because we want to keep it

So, can the Transalp happily traverse the mountains its name suggests? Through roads with joy; via rolling tracks without a care; through committed forest roads? Not recommended.
With this upgrade, the 750 Transalp phase 2 retains all its qualities and gains in precision. Its ride is more pleasant, its comfort still well calibrated, and its versatility will satisfy a large number of users. Apart from the USB port and non-adjustable bubble, there's little to complain about.

The competition will be able to do better in certain areas, but will not be able to match its homogeneity. And almost all of them will be more expensive! The new Transalp doesn't raise its price, which is already well placed in the category. Even the Chinese will find it hard to compete on its terrain.

M.B - Manufacturer's photos

Honda offers a wide range of accessories to enhance the Transalp. These include a semi-flexible, street-wear-style, transportable urban-effects bag; an impeccably functioning shifter that's a bit revealing at low revs (where it's not normally used); a high bubble; heated grips; plastic and aluminum cases; a comfort saddle; fork-head deflectors; crash-bars.... Around thirty items, which can be grouped into Rally, Adventure, Comfort, Urban and Travel packs.