Honda XL750 Transalp (2025 – ) review

Introduced in 2022 and based on the 750 Hornet, the revived Transalp immediately proved itself as one of the sportier offerings in the increasingly popular middleweight adventure bike category. Not much has changed since, and nor did it need to but the arrival of new Euro5+ emissions regulations has inspired this mild update. To those ends revisions to the fuel injection help it pass the new standards and smooth the power delivery while a new and more powerful twin projector light replaces the previous arrangement and also means a new, Africa Twin inspired nose. There are bigger, bolder graphics, two new colour options (grey and black) and also an updated TFT dash. The latter has clearer graphics and slightly revised switchgear while suspension and quickshifter settings have been revised, too. A whole bunch on new accessories is available as well, including a manually adjustable screen. Individually, these updates may not sound significant but the tweaks notably improve rideability, the bike is now a more premium package and the fresh optional extras add another dimension.

With the trend towards ever larger and more imposing litre-plus adventure bikes like the KTM Super Adventure 1390, Ducati Multistrada V4 Rally and BMW R 1300 GSA a cohort of more affordable and manageable ‘middleweight’ adventure bikes have recently emerged off the back of Yamaha’s scene-stealing Ténéré. The Transalp joined the likes of Suzuki’s similar V-Strom 800 parallel-twin, and, like those bikes, provides an appealing blend of stature, equipment and affordability. Although a virtually full-size adventure bike, the seat is not too high, weight isn’t excessive, it’s not intimidating to ride and the upright position is comfortable for folk of all sizes. The screen’s not the tallest but is effective and enough while the new adjustable option is a plus, the saddle was comfortable through my afternoon ride and there’s also a new ‘comfort’ seat option as well. No complaints.

Adventure style bikes, by their very nature, offer great versatility which is why they’ve become such big sellers. The Transalp was already better than most in its class, too. Its free-revving performance made it among the sportiest, even if its chassis couldn’t quite match the quality of the V-Strom, it was decently equipped and it could go off-road. To a degree. All of those aspects have been improved with this uprated 2025 version. Although power is unchanged, the delivery and quickshifter is. Revised suspension settings also notably improve the handling, a tweaked Gravel mode makes it (subtly) better off road and the improved accessories are a boon, too. These aren’t transformational improvements, but they didn’t need to be.

The essentials of the Transalp’s powertrain and braking set-up are unchanged, but then, they were already up there with the best. The Hornet-derived, ‘unicam’, 270-degree 755cc twin remains free-revving and fast, among the most powerful in the class and again has five easily switchable rider modes comprising Sport, Standard, Rain and Gravel with an additional, customisable User mode. New fuel injection settings get the Transalp through Euro5+ and Honda has also taken the opportunity to improve its delivery and make some of the modes more distinctive, with Gravel now having the option of turning the traction control off. Braking, meanwhile, is nothing to harp on about and its twin wavy disc set-up with conventional twin-piston calipers and cornering ABS may sound a little budget and basic, but it’s more than up to the job.

This is one of the few areas where the 2025 Transalp is conspicuously a step up over the old. Although brisk and OK, the old bike’s handling was always a little on the vague and mushy side. Not so anymore. Although the 43mm Showa ‘Dual Bending Valve’ forks and rear shock with adjustment for preload only are materially unchanged, the damping settings both front and rear have been tweaked for a far more composed, confidence-inspiring set-up. This proves comfortable for racking up the miles while the 21-inch front wheel proves no hindrance when the roads get twisty and you want to crack on. Off-road? After a light off-road diversion on our test a more experienced dirt bike rider commentated it was an OK ‘gravel bike’ but wouldn’t be that enthusiastic about anything more serious. But for the way most owners of a bike like this will use it that’s absolutely fine.

This mid-range adventure bike from the more premium of the Japanese manufacturers adds up to middling running costs. Yes, the initial price is temptingly low and hunger for consumables such as tyres, brake pads and chain are nowhere near as excessive as they would be for a heavyweight adventure bike. But they’ll still be heftier than most direct rivals, and significantly more than the similarly updated NC750X we were riding on the same event.

Although this latest version of the Transalp has, as we write, only been around two years and, like its sister bike, the CB750 Hornet, shares the same all-new, high-revving, high power 755cc short-stroke parallel twin there have so far been no major reliability issues so far reported. This 2025 update means it’s now more refined, its cycle parts and components are all largely proven and, overall, we have no cause for any reliability concerns.

Despite this update, the Transalp still shares the bulk of its mechanicals with the CB750 Hornet roadster, so its maintenance schedule remains the same with annual services due every 7,500 miles or the more involved and expensive valve adjustment service due every 15,000 miles. The warranty, meanwhile, is typical Honda fare, with a 24-month unlimited mileage cover on all parts and labour.

The final area of significant improvement for the 2025 Transalp. Although not tested at night the new dual projector beam headlight is clearly brighter than before, the revised TFT dash is better with its enhanced connectivity and the updated switchgear is fairly intuitive and now backlit. The revised quickshifter is a bonus, too. Beyond that the further improvements cost extra. There is now a much wider range of accessories available, including a manually adjustable screen and a stylish, three-piece soft luggage set in addition to things like heated grips, a comfort seat, crash bars and so on all organised into a range of packs and bundles. Just watch out – although the base Transalp remains affordable, you could well find yourself exiting you Honda dealer having spent quite a bit more than you expected.

There’s an irony the original late 80s Transalp never really caught on as much as Honda hoped, given the subsequent appearance of larger and more potent machines like its 750 Africa Twin big brother. But the tables are turning, with more and more riders downsizing to middleweight bikes given the excesses of weight and performance in their premium equivalents. The fact bikes like these now offer near-100 horsepower outputs and all the electronics you really need for around £10,000 makes them increasingly attractive, the more so in the case of this updated Transalp even if the increased price is a little hard to swallow over what it previously sold for.