Should I buy the Honda XL750 Transalp or Suzuki V-Strom 800DE?

The box office appeal of adventure bikes is still red hot, so it was no surprise when Honda and Suzuki launched all-new middleweight parallel-twin models in 2023 in the form of the Honda XL750 Transalp and Suzuki V-Strom 800DE.

That’s not a typo, either: the Japanese marques adopted a 270-degree parallel-twin configuration, which is a new frontier for both the Transalp and the legendary V-Strom range, where V-twins have previously been (and in Suzuki’s case, still are) the staple.

In such a pressure-cooker segment, the parallel-twin path is entirely justified in terms of squeezing maximum bang for the production buck, and the compact nature of the configuration can’t be ignored either.

And for those who aren’t the biggest parallel-twin cheerleaders, don’t be blinded by the past. You’ll be pleasantly surprised by just how good the modern-day units actually are. The Honda and Suzuki prove the point with smooth powerplants and next to no vibration through the major touch points.

But let’s also take a more holistic look at what the machines bring to the adventure equation.

Honda’s stolen the dollar headline with the $14,499 (plus on-road costs) price tag. Give or take where you’re domiciled in Australia, that equates to a ride-away price of around $15,800.

The V-Strom 800DE is more of an initial hit at $18,590 ride away, but Suzuki has wider terms of reference: it also has to factor in family pricing for the V-Strom 650XT ($15,090 ride away) and the V-Strom 1050DE ($24,690 ride away).

Pricing’s one thing, but does that equate with value for money? Let’s move on to find out…

The Suzuki has its nose in front in terms of technology. Both machines have TFT screens (Honda’s with smartphone compatibility), ride-by-wire throttles, switchable ride modes, switchable traction control (with a Gravel mode), switchable ABS, slip-and-assist clutches and LED lighting.

The V-Strom also has a quickshifter and 12V socket as standard, which are accessory items on the Transalp. There’s also a built-in USB port on the Suzuki, while the Honda’s equivalent is under the seat.

The Honda has auto indicator cancelling, based on wheel speeds rather than timing. The rear indicators also feature an emergency stop signal where the hazard lights flash when the system detects a pre-determined level of deceleration.

The V-Strom has more equipment than the Transalp, with some immediately obvious such as the handguards, plastic bashplate, height-adjustable windscreen, heavy-duty footpegs and radiator guard.

A more forensic examination reveals the Showa suspension on the Transalp is only adjustable for preload, while the Suzuki has the full suite of adjustment (preload, compression and rebound) on the front and rebound and compression on the rear. Preload adjustment on the rear of the Honda requires manual adjustment, and the Suzuki has a much more user-friendly remote adjuster.

The centrally laced wheels are tubed on both bikes – the exception rather than the rule these days – so a dead heat on that metric.

Splitting hairs here, as both are pure dualsport machines. They produce comfortable and practical rides, with impressive composure even under cornering and heavy braking.

Once the spectre of a 21-inch front wheel on tarmac brought on a nervous twitch, but now it’s so commonplace that it feels normal – and so it is on the Transalp and V-Strom. Sweepers and tight hairpins are devoured with ease.

Mechanical grip is also excellent on both, thanks to excellent fuelling and tractable power curves. That’s without even factoring in traction control – which they both have, of course, as a vital back-up on wet and gravel roads.

The V-Strom range has never been venerated for its off-road prowess, but there’s no doubt the V-Strom 800DE is the most dirt-capable yet.

It’s got the edge over the Transalp off-road. Sitting or standing, it has a more natural and solid feel, while the short windshield prevents any unnecessary head-butts when the terrain gets rough. The rear suspension is also less choppy than the Honda’s where the latter’s high-compression hits can pack a punch – but the Suzuki does carry appreciably more weight than the Transalp (230kg versus 208kg) which can be telling at the tail end of an arduous day.

The Suzuki has a little more ground clearance and suspension travel than the Honda, which opens up a few more off-road possibilities.

The Honda and Suzuki are no-fuss motorcycles: very much straight down to business in easy-to-ride and forgiving packages. They don’t push the boundaries, but nor do you feel short-changed when you get off them. They simply make sense in so many ways.

That said, the Suzuki has more runs on the board thanks to its better off-road prowess, a higher level of standard specification and a class-leading 20-litre fuel capacity.

The Suzuki’s a few extra bucks than the Honda, but the extra spec you get makes it more than worthwhile – and that’s enough to win the day.

PERFORMANCE
Claimed maximum power: 83hp (62kW) at 8500rpm
Claimed maximum torque: 78Nm at 6800rpm

ELECTRONICS
Type: Bosch
Rider aids: ABS, traction control, quickshifter, USB port, 5-inch TFT display
Rider modes: A, B and C

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

CHASSIS AND RUNNING GEAR
Frame: Steel
Front suspension: Showa USD, fully adjustable, 220mm travel
Rear suspension: Showa monoshock, fully adjustable, 220mm travel
Front brakes: Twin 310mm discs with four-piston radial calipers, ABS
Rear brake: 260mm disc with single-piston caliper, ABS
Tyres: Dunlop Trailmax Mixtour tubeless – front 90/90-21 (tubed), rear 150/70-17 (tubed)

DIMENSIONS AND CAPACITIES
Claimed wet weight: 230kg
Seat height: 855mm
Ground clearance: 220mm
Fuel capacity: 20L

OTHER STUFF
Price: $18,590 ride away
Warranty: Two years, unlimited kilometres

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)

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