Motorcycle specifications HondaXL 750 Transalp 2025 Between the road and the cliffs

After 2 years in the business, La transalp is back on track. Did she need to? Not really, no. But if it's going to undergo a few modifications to comply with Euro5+, we might as well take the opportunity to tweak a few things. A slimmer sight glass, for example, or a vent in the new bubble to improve air circulation, and also a new display with the addition of the Honda RoadSync App for more functions. Mechanically, the twin obliterates standards without loss of power, while a small dose of firmness is added to the suspension (which it will appreciate). A new backlit instrument cluster controls the multiple functions, and an emergency braking signal function (the warning light is activated during heavy braking).

In short , the Transalp secured its future without any upheaval... Its appetites, combined with the process of common platforms, led it to a certain ideology of its motorization. After 25 years of V-twin engines, the Transalp is now powered by a parallel twin. Less expensive to build, less cumbersome and lighter, this powerplant takes the trail bike to a very promising summit.
92 horsepower! This is something we're not used to from Honda's mid-size trailers, and it all makes sense once you discover that this block is shared with the 750 Hornet. A good dose of wattage, making it a good-looking machine in this segment. The days of 50/60 drunks on the go are now a thing of the past. The free zone now rakes in 80 to 100 horsepower.

The 755 cm3 produces 91.8 hp at 9,500 rpm. The maximum torque value is a little lower, at 7,250 rpm, where it reaches 7.7 mkg. Even if the internal ribs are super-square, Honda has worked hard to ensure responsiveness at low and mid-range revs, i.e. the most demanding ranges for this type of machine.
As on the Hornet, the engine benefits from Unicam technology to achieve a compact cylinder head, optimized "Vortex Flow Ducts" intake feeding 46 mm throttle bodies, liquid cooling, 4 valves per cylinder, a limited-slip clutch and 270° timing to give it character. The throttle, however, benefits from a less "sporty" setting on the trail than on the roadster.

Let's put our finger gently where it hurts. A trail bike has to be light. A sine qua non if you want to go anywhere. This isn't really the case here, with the bike claiming a full 210 kilos (E5+ put 2 kilos on it). That's a long way from a CRF 300 L... but still 6 units less than the 700 of another era.
But that's hardly surprising, given that the Transalp's weight is in the (low) average range for the sector: 204 kilos for the Yam Ténéré or theAprilia 660 Tuareg, then.... Wow! 230 kilos for the 800 V-Strom, 227 for the 750 GS..

Whatever the protagonist, an enduro-style game is out of the question. But the exploration theme is still on display with the Honda's chassis. The front wheel measures 21 inches, the universal size for climbing wherever it's hard to find. Its 9 cm-wide tire will allow you to carve your furrow and engage as you should. The rear also boasts the right dimensions for a true trail bike, with a 150 over 18 inches. All mounted on spoked rims, of course.

While the frame's tubular-steel structure may seem very classic, the engineering behind it makes it robust enough to take on its pleasurable outings, while remaining light at 18.3 kilos; that of the CB 500 X 's little cousin weighs 10% more. But that's nothing to brag about either - a KTM Super Adventure trellis frame weighs in at around 10 kilos. And it has to take 160 grunts...
As the thin tires will take care of handling, Honda has opted for stability and homogeneity, with a long wheelbase of 1,560 mm and a 27° caster. The relatively open steering angle of 42° makes it easy to make U-turns while barely moving out of the way.
The suspension also plays its part. The equipment appears to be more than adequate, with a Showa inverted fork with separate SFF-CA functions and a Pro-Link shock absorber. Both are adjustable, but only in preload. Generous travel completes the suspension package, with 200 mm at the front and 190 mm at the rear. Reassured by its 21 cm ground clearance, the 7 1/2 Transalp can smile. Sidewalks, roots and dinosaur bones can be crossed without hesitation.

The Transalp has evolved in all areas, including braking. Who remembers its small 256 mm discs? Who cares now that the rider can count on 310 mm discs, with 2 pistons in each caliper. ABS is present, with the option of deactivating it at the rear for off-road fun. To prevent the action of the 256 mm rear disc, go to User Mode.

The last point where the Transalp enters a new world is electronics. All the Transalp's creators had to do was help themselves to the R&D department, and came back with a Ride by Wire throttle, torque control (5 settings), engine brake management (3 settings), adjustable ABS, several engine power levels (4), a 5-inch color TFT screen to monitor all this and more (4 display themes), as well as 5 Riding Modes. Here are their prerogatives:

sport: engine power is set to 4, ABS to 2, while engine braking and torque control are set to 1, for maximum performance with minimum intervention from the electronics.

standard: with this intermediate mode, engine power and torque control are set to 3, while engine braking and ABS are set to 2.

rain: a mode adapted to difficult conditions, with engine power set to 1, engine brake and ABS set to 2, and torque control set to 5, for a smoother, safer ride.

gravel: for off-road use, with power set to 2, engine brake to 3, torque control to 4 and ABS to 1.

user: this mode allows the rider to define his own settings for each function and store them in memory: from 1 to 4 for power, from 1 to 5 for torque control, from 1 to 3 for engine braking. ABS intervention on the rear caliper can also be disconnected.

Another good point. Thanks to the ergonomic design of the controls, the horn no longer takes up half the available space. Efforts to improve everyday life on board are well underway, with a USB socket and luggage rack as standard, smartphone-bike interaction via Bluetooth, automatic turn signals, an upright, natural riding position that also allows you to stand up off-road, and almost 17 liters of fuel on board - enough to ride for a good while without having too much weight in the tank.
not glop: the seat is a little high, at 850 mm; the bubble is not adjustable; the handguards and engine cover are optional; and the USB is located under the seat; it would have been more practical to fit it in the cockpit. However, the space is available... as an option.

Then there's the tricky question of pricing. In the past, a Transalp cost around 10% more than a Hornet, with which it shared neither engine nor chassis. Honda has not been able to maintain this small price differential, but the 750 is priced to take on the 700 Ténéré, 660 Tuareg and 850 GS. To name but a few.

With the return of the Hornet and Transalp, Honda has hit the mid-size segment hard. The trail combines all its strengths, with a clear appetite for off-roading - much more so than the previous generation. The competition can tremble. Even theAfrica Twin is not immune to having a few customers stolen from it.

M.B - Manufacturer's photos