Until recently, the Honda Transalp had always been something of a unicorn in the US. You might see one pop up in the classifieds once in a blue moon, and if you’re really lucky you may even see a survivor out in the wild, but Big Red’s V-twin adventure bike never really caught on in the States as it did overseas.
Of course that all changed last October when Honda reintroduced the legendary badge with their latest middleweight, the Transalp XL750 adventure bike. An exciting time for Honda fans to say the least, and considering how well the Africa Twin has served us in recent years, we couldn't resist the urge to add a few Transalps to our South American rental fleet last year.
"Views from the 2022 EICMA motorcycle convention, where the production Transalp was first teased in earnest."
So far, so good, as they say. We've been putting the new Transalp through its paces all over Argentina and Chile, and the bike's been a problem-free performer for months now.
It's a great bike, but many prospective owners have been wondering just how the Honda Transalp fits in among such a competitive segment of bikes like the dirt-loving Yamaha Tenere 700 and fire-breathing KTM 890 Adventure R. Below we'll give you our take after a few months in the saddle, but before we get into the details, let's take a moment to appreciate how we got here.
The Transalp traces its lineage back to 1983 and the introduction of a short-lived dual-sport called the Honda XLV-750R. The XLV was a bit of a singularity: From the outside it looked like an XR650L with an identity crisis, sporting big dirtbike styling, a V-twin engine, and a shaft final drive.
The model never made it into the States, but even in the European and Japanese markets it was built for, people didn’t know what to make of it.
Whether the XLV was ahead of its time or just a certified flop is tough to say (we would own one in a heartbeat), but for whatever reason the bike only saw three years of production and fewer than 10,000 total units built worldwide.
After seeing the lukewarm reception of the XLV play out, the decision was made to take the Transalp prototype back to the drawing board, and in 1986, a finished product was introduced to the public.
The new design leaned more clearly into the motorcycle’s intended touring bias, with a protective fairing, tall windshield, and more pillion-friendly seat. The machine was a hit in Europe, and in 1989 the decision was made to bring the Transalp to the US.
The American honeymoon was short-lived, as the Transalp was only sold here for two years (1989-1990). Honda continued to build and develop the Transalp overseas until 2012, but for the last decade, the badge hasn’t graced a gas tank anywhere in the world.
During that 26-year run, the Honda Transalp was known for two things: An extremely user-friendly and low-maintenance 52-degree V-twin engine, and serious touring prowess that wasn’t scared to tackle dirt roads when called upon.
Clearly the redesigned 2024 Honda Transalp 750 marks a clean break from the traditional mold, but as you’ll read below, a surprising amount of the Transalp’s lovable character remains intact.
If you’ve been following the middleweight adventure segment, chances are you’ve noticed a common theme in recent years: Develop a new 270-degree parallel twin engine, shoehorn it into a street bike, then tweak the formula for adventure use.
You’ve got Yamaha with Tenere/MT-07, Aprilia with the Tuareg/Tuono 660, and Suzuki even joined the party recently with the new V-Strom 800 and GSX-8S roadster models.
Honda is notoriously conservative and slow-moving when it comes to new designs, but in our experience, the all-new 755cc engine has been well worth the wait.
That’s because with 90 claimed peak horsepower, the new Transalp’s engine is an absolute riot in a middleweight adventure bike. Torque figures are similarly impressive as the Transalp's 55.3 claimed lb-ft outclasses everything in the segment save for the Suzuki V-stom 800's claimed 57.5 lb-ft.
The Honda Transalp 750’s new engine also benefits from a modern electronics suite. That includes the option of five available riding modes including standard, sport, rain, and gravel, as well as a fully customizable option similar to KTM’s “rally mode” on their ADV offerings.
The custom map, on the other hand, allows for a "dealer’s choice" between four available power maps, five levels of traction control, and three different engine braking levels.
Honda also includes ABS as standard on the new Transalp, with the option to disengage the rear wheel sensor on the fly for off-road use. We've also been loving the large full-color TFT display, which is bright enough to read easily in full daylight and benefits from one of the more user-friendly navigation layouts we've experienced to date.
MSRP: $9,999
Honda's new Transalp finally hit US shoes last October after a lengthy teaser as a European-only model, and we're sure glad it did. Don't be fooled by this bike's shared underpinnings with the new CB750 Hornet: This is more than a parts bin special, and a damn fine ride for true 50/50 adventure riders.
Honda has invested some serious money in their new middleweight platform, and considering the size and popularity of the middleweight adventure segment here in the States, bringing this one to market feels like a no-brainer.
With a few seasons of touring on the Transalp under our belt, we've got a few notes from the field we're ready to share. If you're considering buying or renting a Transalp yourself, here's what you've got to look forward to.
For the most part, we're in agreement with the first Transalp reviews we read coming out of Europe. Yes, it's a bit more road-biased than the Tenere and no, it doesn't do any one thing particularly well, but it's definitely not the typically "conservative" Honda many were expecting.
The 755cc parallel twin engine in this thing is an absolute rocket, putting down serious giddyup from way down low all the way up to about 9,500rpm or so. Torque is substantial from as low as 3,000rpm, which means the XL750 is a good time whether you're chugging around a gear high or giving it absolute hell on a twisty backroad.
"While the Transalp certainly has a pavement bias, it's no slouch off-road either."
And while the Transalp doesn't exactly deliver the same "big dirtbike" feeling as its big blue competitor, Honda didn't phone it in for the offroad stuff either. With proper 21"/18" spoked wheels, around 8" of suspension travel, and a well-balanced off-road mode that allows plenty of slip for those who want it, the Transalp is a willing companion on just about any dirt road.
Speaking of off-road mode, the Transalp also benefits from a fully modern electronics suite, complete with four preset modes (sport, standard, rain, and gravel) as well as a fully customizable "user" mode that lets you choose your own adventure between power delivery, traction control, engine braking, and ABS.
We've typically reserved this mode for a "spicier" off-road option in ideal conditions, as having the full power of the motor with minimal intervention transforms the Transalp into a proper hooligan machine.
Last but not least, we can't overstress the value we've found in this well-rounded middleweight. With the exception of simplicity and dirt-worthiness, we would argue that the Transalp outclasses the Tenere on every front for less money, especially if you're keen on a big TFT dash, a full electronics suite, and outstanding touring manners.
While we understand the appeal and utility of a parallel twin, we can’t help being a little disappointed that Honda is discontinuing the V-twin Transalp. Since its inception in 1986, every Honda Transalp from the little XL400V up to the final XL700V has used a V-twin engine.
No, it wouldn’t make sense from a cost standpoint, and yes, there are some clear advantages to a parallel twin, but it still feels like a missed opportunity for Honda. Big Red has been struggling for some time to deliver something new and exciting, and a middle-weight V-twin with a 21” front and some retro-rally style seems like a chance worth taking.
As for practical complaints, our main gripes with the Transalp pretty much all stem from its off-road chops, which are sufficient but come up short compared to our favorite alternatives like the T7 or KTM 890 Adventure.
Suspension travel and ground clearance are both adequate for adventure duty, but the Transalp's Showa suspension isn't particularly plush over bumpier or rockier terrain, especially at a more spirited pace. Unfortuantely there's also no adjustment on offer front or rear (save for preload), which means the Transalp's excellent character on pavement comes at the cost of off-road performance.
Combine that with a healthy dose of generic black plastic bodywork and a parts-bin headlight pulled straight off the existing CB500 models, and you've got a bike that doesn't hide its built-to-a-budget bonafides. It's not an unattractive bike, but in our opinion it can't match the curb appeal of the T7, Tuareg, or 890.
The Honda Transalp has always been a reliable, low-maintenance, do-anything kind of bike since its inception. It’s also always had a pronounced pavement bias, and the new 2024 Transalp 750 carries on that tradition in both regards.
While we’re a little underwhelmed with the suspension components specced on the new Transalp, something had to give to bring it to market at a price like this. All things considered, the Honda is a ton of bike for the money, and an ideal adventure touring machine for those more interested in exploration than conquering technical terrain.
Honda has been missing a proper middleweight adventure bike from their lineup for far too long, and the Transalp is an ideal stepping stone between the CRF300L Rally and the full-sized Africa Twin we all know and love.
Suspension can be upgraded or replaced fairly easily, but performance always comes at a premium, and aftermarket electronic aids are virtually non-existent, especially for adventure bikes.
→READ MORE: 2024 Yamaha Tenere 700 Review: The Good and the Bad and The Best Adventure Bikes on the Market in 2024