The contemporary XL750 Transalp builds on its legendary name in its second year in the U.S. market, with important updates aimed at improving rider comfort and convenience. The adventure-touring model's 755cc parallel-twin engine offers a balanced mix of power and torque, ideal for both on-road cruising and dirt-road exploration. A lightweight chassis and long-travel suspension allow for confident navigation over rough terrain or winding highways. With comfortable ergonomics and a large fuel tank for impressive range, the Transalp is a versatile companion for adventure enthusiasts seeking both performance and practicality.
HISTORY
Although only offered in the U.S. in 1989 and '90, the original Transalp—powered by a 583cc V-Twin engine—is something of a legend in Europe, where it was introduced in 1986. In fact, as a testament to the sheer quality of its build and timelessness of its design, many can still be seen on Continental roads today. Back then, it was a comfortable, do-it-all crossover that could cope with rougher ground thanks to long-travel suspension and a light off-road dynamic. It came with 18-inch rear and 21-inch front spoke wheels for good performance in the dirt, but it was the first Honda adventure bike to be equipped with a fairing for improved comfort on the road. By 2000, the engine had grown to 647cc in Europe, and the last version in 2008 had a 680cc displacement, fuel injection and a 472-pound curb weight.
The adventure segment has expanded massively since the Transalp first appeared. Honda has the superb pocket-adventurer NX500, plus the super-athletic CRF1100L Africa Twin adventure flagship and its long-range, continent-crossing sibling, the Africa Twin Adventure Sports. And as of the 2024 model year, the XL750 Transalp slots into the mid-capacity sector of Honda's ADV range, giving customers the option of choosing a different set of adventurous aspirations. The model receives several updates for 2025.
NEW FOR 2025
- A new central aero duct delivers improved aerodynamics and agility.
- A new Durabio™ screen and internal mid-cowl result in better airflow management.
- A new, compact dual-projector headlight emits a powerful beam.
- A new 5-inch TFT display has improved visibility.
- Honda RoadSync iOS/Android smartphone connectivity.
- The front and rear suspension settings are revised to improve bump absorption over rough ground, while maintaining on-road comfort.
STYLING / DESIGN
In imagining the perfect lines for the Transalp's bodywork, the aim of the Rome, Italy-based R&D designers was to strike a balance between aerodynamic performance and wind protection at speed, matched to a sense of lightness and freedom at low speeds. The concept tagline used throughout was "Friendly Toughness."
The Transalp's design projects an unmistakable feeling of adventure touring in a package that works superbly on the road. The long-legged stance makes a strong statement of adventurous intent, while the fairing and screen work together to deliver wind protection without bulk. For model-year 2025, a redesigned front end (with some styling cues taken from the flagship Africa Twin) is built around a new headlight unit that comprises dual LED high/low-unified projector lenses.
The overall look is sleek, simple and clean. The model has a purposeful look and feel, with zero excess, and is built tough. Reprofiled for 2025, the windscreen (now constructed from sustainable, high transparency Durabio) is mounted on a revised upper fairing that utilizes a central intake duct to control back pressure, reducing buffeting around the helmet. A redesigned middle cowl section employs optimized internals to suppress flow velocity, for nimbler handling in urban situations and on twisting roads. A tall screen and upper/lower deflectors are available as accessories.
A new-for-2025 5-inch, full-color TFT screen uses optical bonding to improve visibility in bright sunlight. Glare is reduced by using resin to seal the gap between the cover glass and the TFT screen, and backlight transmittance is improved. Riders can customize the readout to their preferences, with three styles (bar, circle, and simple) and a high-contrast black background available to choose from. Displayed information includes four types of speed/rpm display (three analog tachometer styles and one bar) according to rider preference, as well as fuel gauge and consumption, riding-mode selection and engine parameters, gear selected and customizable shift-up point on the tach. Management is via the screen and switch cluster on the left side of the handlebar.
Connectivity with iOS/Android smartphones is available via Honda RoadSync, through a simplified, easy-to-use, backlit, four-way toggle-switch on the left side of the handlebar. The technology allows straightforward, on-screen, turn-by-turn navigation, as well as the option (via a Bluetooth helmet headset) for the rider to make calls or listen to music. All an owner has to do is download the Honda RoadSync app from either the App Store or the Play Store, connect to the XL750 Transalp and go.
This model is built to go the distance, so genuine comfort matters—also for riding two-up. Seat height is low for the class at 33.7 inches (a .4-inch-lower seat is also available as an option), and the riding position is upright for natural control and leverage. The riding geometry also works well when standing up. A rear carrier is standard, and there's a USB socket under the seat.
ENGINE / DRIVETRAIN
The 755cc, parallel-twin, 8-valve Unicam engine has bore and stroke set at 87.0 x 63.5mm, with a compression ratio of 11.0:1. It produces a hard hit of top-end power, which is accompanied by mountains of torque in the low to mid rpm range. The result is an engine that provides usable, enjoyable performance for rides of all types and all distances, and for riders of varying experience levels.
The engine is extremely compact and lightweight, due in part to the Unicam head (as used by the CRF450R motocrosser), which operates the 35.5mm diameter inlet valves (with 9.3mm lift) via cam, and 29mm diameter exhaust valves (with 8.2mm lift) by rocker arm.
The compact dimensions are also due to clever packaging: there's no balancer drive gear, since the primary drive gear doubles its duties by also spinning the balance shaft; the water pump is tucked away inside the left engine cover.
For razor-sharp pick-up and throttle response, patented vortex flow ducts create a more uniform distribution from the side scoops into the airbox, which then feeds downdraft intakes and 46mm throttle bodies. To increase the engine's efficiency, the cylinders have a Nickel-Silicon Carbide coating (Ni-SiC), as used on the CRF450R and CBR1000RR-R Fireblade SP.
The crank has a 270° firing order for characterful, twin-cylinder pulse feeling. The exhaust note is tuned for a pleasing low-end beat and raucous top-end howl.
An assist/slipper clutch—with FCC leaning segment discs—reduces clutch-drag torque by 30%, for a lighter lever load and easier upshifts. It also manages rear-wheel hop under hard braking and rapid downshifts.
TECHNOLOGY
To simplify and miniaturize the entire electrical system, the Transalp uses a controller area network (CAN) alongside a body control unit (BCU). The BCU is situated on the left frame rail, under the fuel tank and collectively processes control signals from the ABS modulator, TFT screen and switch cluster. All lighting is LED.
Electronic Rider Aids
Throttle By Wire engine control offers four default riding modes—SPORT, STANDARD, RAIN and GRAVEL—adjusting the engine's performance delivery and feel to suit conditions and the rider's intent; they're easily switched and managed between the TFT screen and left switch cluster. There is also a specific USER mode that allows the rider to fine-tune his or her own personal settings.
Available are four levels of engine power (EP), three levels of engine brake (EB), two levels of ABS, and five levels of Honda Selectable Torque Control (HSTC); HSTC and rear ABS can also be switched off. The riding modes offer different combinations of each parameter. Wheelie control is also standard and integrated with HSTC.
SPORT mode offers maximum performance and uses level 4 EP, level 2 ABS and level 1 EB and HSTC, to deliver strong acceleration with minimal intervention.
STANDARD mode is a midway setting for urban riding that uses level 3 setting for EP and HSTC, with level 2 EB and ABS.
RAIN mode is designed for challenging on-road conditions and employs the lowest EP setting (level 1), for the least-aggressive power delivery, with level 2 EB and ABS and level 5 HSTC.
GRAVEL mode features level 2 EP, level 3 EB and level 4 HSTC, with level 1 ABS setting for confident travel on rougher off-road terrain.
USER mode allows the rider to choose between settings 1-4 EP, 1-5 HSTC and 1-3 EB, and to switch off rear ABS; the settings can be saved for future use.
CHASSIS / SUSPENSION
The Transalp is designed to provide exceptional handling and ride comfort across a wide range of terrains, thanks to its meticulously engineered chassis and suspension system. With a focus on balance, durability and agility, the frame and suspension work in harmony to deliver both stability on highways and confidence off-road.
Frame
The steel-diamond mainframe is lightweight at just 40.3 pounds—10% lighter than the frame of the NX500, for example. A major R&D process of reducing the number of reinforcing parts, thinning of the main and down tubes, and optimizing the upper shock mount and swingarm pivot shape produced a very strong platform, with rigidity balanced to deliver feel to the rider across all conditions, and geometry set to inspire confident handling agility. The integrated subframe employs high-tension steel tubing for strength and toughness.
Rake and trail are set at 27° and 4.4 inches, respectively, with a wheelbase of 61.5 inches and curb weight of 463 pounds. Slow-speed U-turns are simplified thanks to a 42° steering angle and 8.6-foot minimum turning circle.
Suspension
The suspension specifications have been selected with the "all-around" concept in mind, with long travel and superb bump absorption to deliver smooth performance and comfort on-road, and reassuring control off-road.
The remote-reservoir Showa shock (with adjustable preload) operates through a Pro-Link system, delivering 7.5 inches of rear-wheel travel. For the 2025 model year, compression and rebound damping have both been increased, giving more control on uneven ground, or when fully loaded with a pillion or luggage. The swingarm employs the same castings from the CRF1100L Africa Twin, but uses aluminum material exclusive to the Transalp. Ground clearance is 8.3 inches.
A 43mm Showa Separate Function Fork-Cartridge inverted fork offers 7.9 inches of wheel travel and has spring-preload adjustment. Compared to the previous setup, the fork is tuned to offer slightly less compression and rebound damping. A forged-aluminum bottom triple clamp and cast-aluminum top triple clamp are used, for a perfect balance of strength and rigidity in wide-ranging riding situations.
Brakes
Compact, two-piston front calipers work dual 310mm "wave" discs. The rear 256mm "wave" disc is operated by a single-piston caliper. The stainless-steel, spoked 21-inch front and 18-inch rear wheels are fitted with tube-style 90/90-21 and 150/70R-18 tires, respectively.
ACCESSORIES
The Transalp's accessory lineup includes 23 returning accessories and 11 new additions, including a Comfort Seat, new cargo options and much more.
