Honda XL750 Transalp 2024 Review

If variety truly is the spice of life, then the humble adventure bike might be considered the veritable key to happiness in 2024. At least using a bit of ‘boy math’.

In recent years, these Swiss army knives of the motorcycle world have given adventure-hungry riders a solitary, do-it-all machine on which they can commute, cover long road distances in comfort or even venture off the beaten track.

That brings to play the new Honda Transalp.

Reincarnated as the XL750 Transalp in 2023 the Transalp joins the larger Honda Africa Twin in Honda’s adventure arsenal; and a rival to machines including the Yamaha Tenere, Suzuki V-Strom 800 DE and Aprilia Tuareg – and even more exotic machines like the BMW F 900 GS or KTM 890 Adventure R.

We came away from last year’s national launch quite impressed at the Transalp’s well-roundedness. But truth be told, the overriding verdict is, in stock trim at least, the Transalp is best suited to the bitumen – a factor reinforced by its road-going tyres, lack of suspension adjustment (and suspension travel), and general sparseness when it comes to windscreen adjustment and cruise control (or lack thereof).

However, Honda Australia insists there is more to the Transalp than meets the eye, and is determined to prove that to us.

So, this month, we joined none other than MotoGP legend and 500cc Grand Prix winner, Daryl Beattie, on the ultimate torture test across outback Australia.

How much does the Honda Transalp cost?

The new Honda XL750 Transalp is priced from $14,499 plus on-road costs in Australia.

It marks the fourth-generation of the Transalp nameplate and treads a new path with a 755cc parallel-twin that outputs 91hp (67.5kW) and 75Nm, produced at 9500rpm and 7250rpm respectively, and shares 46mm throttle bodies and a compact Unicam valve train design with the CRF450R motocrosser.

The engine, via its five ride modes (Standard, Sport, Rain, Gravel and the programmable User), provides four levels of engine power (or throttle response to use a more apt term, as all modes produce 91hp), as well as three levels of engine braking, five of traction control and two of ABS. Traction control and ABS (rear wheel only) can also be switched off in User mode, while it’s easy to toggle between all the ride modes on the fly.

Those attributes combine with a steel diamond frame and Showa suspension comprising an upside-down 43mm SFF-CATM fork (Separate Function Fork-Cartridge) and monoshock, both with preload adjustment but nothing on the damping side.

There’s 200mm suspension travel at the front and 190mm at the rear, while ground clearance is rated at a healthy 211mm.

The Transalp tips the scales at 208kg in stock trim, and comes complete with a five-inch TFT touch-screen, which can also be controlled via a switchblock on the left-side of the handlebars.

What is the Honda Transalp like to ride?

Our trip aboard the Transalp (and the larger Africa Twin which has been updated for 2024) takes us from Carnarvon in Western Australia to Alice Springs in the Red Centre.

All told, it’s a 3500km journey that heads across to Gascoyne Junction and Mt Augustus before heading south through Meekathara and Sandstone and shooting east towards the Northern Territory border.

Using a bike supplied by Honda Australia, and modified by Daryl and some talented third-party suppliers, the Transalp tested features resprung and revalved suspension, a slip-on SC Project exhaust, Michelin Anakee rubber and other minor mods.

“When we initially got the Transalps on our fleet last year, we realised the standard suspension on the road was fine, but off-road it was way too soft,” says Daryl of the Transalp.

“It needs an upgrade and there’s no secret to that. So I called on Paul Free, who has been a part of the Australian Superbike Series for many years. Paul has got Motologic and is the distributor of Bitubo Suspension in Australia.

“Paul came up with a budget package that uses the standard fork and shock but resprings them and revolves them.”

Paul’s work on the Transalp will set buyers back $1700, and Daryl has reported positive feedback so far, having already amassed 5000km with the set-up before we jumped on board in WA.

Additionally, the Transalp we tested has been fitted with an SC Project exhaust system, which has been shown to add another 10 horsepower to its total output on the dyno. Very impressive indeed.

Otherwise, the bikes are bone-stock – the thinking here being that if you were to do purchase the Transalp new and add the SC Project exhaust and suspension upgrades, you’d still be walking away with change from $20,000. And importantly, you’ll have saved money against most of the Transalp’s competitive set.

But enough of the preamble, how does this upgraded Transalp actually ride?

In truth, the small changes have broadened the Transalp’s ability and helped unlock a bike that will comfortably tackle Australia’s most remote country.

The resprung and revalved suspension holds up much better in the stroke, striking a happy medium between ironing out corrugations while also being able to withstand fast washouts or potholes alike.

Granted, you will still endure some pitch under heavy braking and even in aggressive gear changes, such is the softness, and there’s nothing particularly sophisticated about the way the suspension works in practice. But here’s the thing, it does work and so surprisingly so.

Elsewhere, the SC Project exhaust is money well spent too. The torque fill provided across the board is simply incredible: it lends the Transalp more immediacy in its throttle response and enables smooth transitions in building speed.

The exhaust isn’t able to completely overcome the Transalp’s tall gearing, but it does mean you’re less reliant on shifting down to find decent power and torque. Moreover, the relatively clunky gear shift remains and tends to take some of the polish of the motorcycle away.

The other take-away is the value of a set of aftermarket pegs, or even removing the rubber top inserts fitted to the standard units. Doing so instantly cultivates more feeling and feedback from the motorcycle.

With that said, we wouldn’t go as far to say the changes that Daryl has applied are totally transformational. Some of the Transalp’s underlying traits put paid to that: limited suspension adjustment, no windscreen adjustment, no cruise control and a relatively sparse layout.

Moreover, the Transalp won’t be mistaken for a bonafide adventure bike with its limited wind protection and riding position, while the circa 340km fuel range isn’t as strong as many of the Honda’s mid-size rivals.

But herein lies one of the big advantage of the mid-size adventurer: it feels really approachable and easy to gain confidence on.

Whereas larger adventure bikes tend to require a bit of forward planning through softer terrain – and particularly loose corners – the Transalp is relatively easy to muscle through apexes, all while providing ample feedback via the key controls.

At higher speeds, its lighter 208kg kerb means it’s a little more susceptible to feeling nervous in thick sand. But nothing disconcerting or unmanageable from the rider’s end.

For Daryl, the ease in which the Transalp can be ridden on different terrain is its most redeeming quality.

“Watching people ride in the outback, during some seasons we see certain situations where bulldust has tripled or sand has blown in from the desert. In general the experience level of people on a bigger bike, they sometimes look nervous,” he says.

“I thought to myself ‘a 750 has got to make people feel better and make people feel confident’. The whole reason I do this is for people to enjoy themselves  on a motorbike.

“This bike does that for sure.”

Should I buy a Honda Transalp?

If the suspension or power of the Honda Transalp has held you back on purchasing one until now, then this exercise demonstrates how easy it is to broaden its off-road ability.

The bikes ridden on Daryl Beattie’s tour easily complete the 3500km journey without a rattle, squeak or vibration, reaffirming Honda’s build quality and the capability of the Transalp out of the box.

For the dedicated adventurer, the continued lack of suspension adjustment, wind protection, fuel range and mod-cons including cruise control mean there are better adventure options on the market.

But for those who intend to commute and enjoy their Transalp regularly and throw in the odd adventure, this trip is proof that it can be done. We are pleasantly surprised if we’re honest.

And better yet, even with the changes, there’s every chance you’ll still save a few bob over the Transalp’s rivals too.

ENGINE
Type: Liquid-cooled, four-stroke, SOHC parallel-twin
Capacity: 755cc
Bore x stroke: 87mm x 63.5mm
Compression ratio: 11:1
Engine management: PGM-FI electronic fuel injection

PERFORMANCE
Claimed maximum power: 91hp (67.5kW) at 9500rpm
Claimed maximum torque: 75Nm at 7250rpm

ELECTRONICS
Type: Honda
Rider aids: ABS, traction control
Rider modes: Sport, Standard, Rain, Gravel and User

TRANSMISSION
Type: Six-speed
Final drive: Chain
Clutch: Slipper/assist

CHASSIS AND RUNNING GEAR
Frame: Steel diamond
Front suspension: Showa 43mm upside-down fork, preload adjustable, 200mm travel
Rear suspension: Showa monoshock, preload adjustable, 190mm travel
Front brakes: 310mm wave discs with Nissin twin-piston radial calipers, ABS
Rear brake: 256mm wave disc with Nissin single-piston caliper, ABS
Tyres: Metzeler Karoo Street – front 90/90-21, rear 150/70-18 (both tubed – Michelin Anakee rubber fitted to test bike)

DIMENSIONS AND CAPACITIES
Claimed wet weight: 208kg
Seat height: 850mm (820mm option)
Ground clearance: 212mm
Fuel capacity: 16.9L

OTHER STUFF
Price: $14,499 plus on-road costs
Colours: Iridium Gray Metallic, Ballistic Black Metallic or Ross White
Test bike supplied by: Honda Australia
Warranty: Two years, unlimited kilometres