Motorcycle Test Honda XL 750 Transalp: New Heights
Many small measures achieve a big step: The adventure touring bike can now convince across the board, with a still attractive price-performance ratio.
Despite the Transalp's success, Honda has made improvements in crucial areas. It has paid off.
(Image: Ingo Gach / heise Medien)
- Ingo Gach
Just two years after its market launch, Honda is thoroughly revising its popular adventure touring bike XLÂ 750Â Transalp. It immediately stormed the sales charts in Germany after its introduction and remained in the top ten. Of course, it benefited from the bonus of its legendary predecessor, the XLÂ 600Â V Transalp from the late 80s, which had earned a reputation for absolute reliability. In fact, many units are still on the road today, some of them having covered over 300,000Â km without a breakdown.
- In the tradition of the Honda XL 600 V Transalp from 1987
- Power: 67.5 kW at 9500 rpm, torque 75 Nm at 7250 rpm
- Available with reduced power of 35 kW for A2 license holders
- Noticeable suspension improvements, except for brake feel
- Price: 11,445 Euros
Whether the new XLÂ 750Â Transalp will achieve that remains to be seen, but the first test two years ago gave cause for hope. It performed flawlessly, apart from a few minor points of criticism. These are precisely the points Honda has addressed for the current model year. We borrowed a unit from Honda for a thorough test. First, the new front catches the eye; it features dual LED projector headlights that look a bit more aggressive than those of its predecessor. The fairing has been modified and uses a central ventilation duct.
New Five-Inch TFT Display
Much has also changed in the cockpit: a five-inch TFT display provides the rider with comprehensive information. It can be connected to a smartphone via Bluetooth and can display arrow navigation, among other things. The XLÂ 750Â Transalp has four fixed (Rain, Standard, Sport, Gravel) and two configurable riding modes. In these, power delivery can be adjusted in four stages, engine braking in three stages, ABS in two stages, and traction control in five stages.
Honda XL 750 Transalp (7 Bilder)
Ingo Gach / heise Medien
)ABS and traction control can also be completely switched off for off-road use. For starters, I choose "Standard," and the parallel twin responds smoothly to the throttle. The 755Â cc engine produces 92Â PS (67.5 kW) at 9500 rpm and 75Â Nm at 7250 rpm.
Free-Revving Engine
Some colleagues criticized the engine for lacking low-end grunt. I don't know what the people in question were riding before, but the Transalp's fairly linear power delivery provides enough propulsion from idle speed to accelerate the 210Â kg bike briskly. It's true that the twin is very free-revving at the top end, but I don't see that as a disadvantage even for an adventure touring bike. The 750 can be ridden rapidly with an ambitious rider. But first, we head through the city, where the Transalp is pleasant to maneuver. With a wheelbase of 1560Â mm, a trail of 111Â mm, and a 21-inch front wheel, it's not the epitome of agility, but it's anything but sluggish. The Transalp is remarkably quiet; its vehicle registration document only lists a stationary noise level of 88Â dB(A). Nevertheless, it sounds wonderfully sonorous and, with a 270-degree crankshaft, a bit like the V2 of its predecessor.
High Comfort
With a seat height of 850Â mm, the XLÂ 750Â Transalp is not particularly low, but people around 1.75Â m can easily reach the ground with both feet. Comfort is good; the seat proves to be comfortable even on long stretches, the knee angle is relaxed, and the handlebars are at the right height. New is the windshield made of Duarbio (a bio-based polycarbonate plastic) with a modified shape to reduce air turbulence around the helmet. It succeeds almost perfectly; it's rarely been so quiet behind a screen as on the Transalp. Airflow below and to the sides of the tank has also been optimized.
Suspension Retuned
On country roads, the Honda performs at its best in Sport mode; the suspension tuning is good. The non-adjustable Showa upside-down fork with 200Â mm of travel is now slightly softer in compression and rebound, while the Showa rear shock with 190Â mm of travel works more firmly. These measures improve handling, making the XLÂ 750Â Transalp quieter, especially when leaning into corners on bumpy asphalt. It's hard to believe how quickly a high-riding enduro can be ridden on winding terrain. Its tires, sized 90/90-21 and 150/70-18, contribute to this.
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Brakes Not Entirely Convincing
The two dual-piston brakes with 310-mm brake discs on the front wheel are not entirely convincing. While they decelerate effectively, they produce a mushy feeling at the brake lever, and the fork dives deeply. Once you get used to it, however, corners can be braked precisely and safely even at high speeds. During hard braking maneuvers, the rear LED turn signals flash in emergency stop signal mode. The Transalp's gearbox deserves high praise; the gears can be shifted smoothly and precisely, and I don't miss the optional quickshifter.
Honda XL 750 Transalp Details (8 Bilder)
Ingo Gach / heise Medien
)The Transalp Can Handle Gravel Too
On a gravel road, the XL 750 Transalp has to prove what it can do off-road. In Gravel mode, it's gentler on the throttle, and the ABS on the rear wheel is deactivated. The Honda follows its line cleanly through the gravel, but the Dunlop Trailmax Mixtour tires – thankfully in 18 inches at the rear, not 17 – set its limits; with a more aggressive tread pattern, higher speeds would certainly be possible.
After completely deactivating ABS and traction control in the menu, I venture onto sandy terrain. Here too, the Honda performs surprisingly well; I barely notice the 210Â kg weight, and it corners willingly, even if the rear wheel occasionally searches for grip. However, I don't want to overdo it; despite a ground clearance of 212Â mm, the exhaust manifold and engine block are susceptible to collisions. Crash bars and engine guards are extra from Honda and were not fitted to the test model.
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Long Sixth Gear
Back on asphalt, the highway test awaits. The XLÂ 750Â Transalp reaches 195Â km/h and yet remains economical, as Honda has designed the sixth gear to be long to reduce engine speeds on fast stretches. Of course, acceleration in top gear isn't breathtaking, but in fifth, the XLÂ 750Â Transalp pulls forward vehemently as needed. Nevertheless, the Honda tolerates the highest gear at 50Â km/h in the city without juddering. On average, the engine consumes 4.3Â liters per 100Â km. With its 16.9-liter tank, the XL 750 Transalp can therefore travel just over 390Â km. The luggage rack is standard, as is the USB-C port in the cockpit.
Pleasant Travel Companion
The Honda is a very pleasant travel companion; even after a few hours in the saddle, I still feel remarkably fit. The revised suspension benefits it, and the new features enhance it further. The Honda XLÂ 750Â Transalp is available for 11,449Â Euros including delivery costs in black or gray. The traditional white-red-blue paint scheme costs 11,749Â Euros. All three color variants include gold anodized rims. For novice riders with an A2 license, the Transalp is also available as a 48-PS version.