The Honda XL750 Transalp returns to the market without its classic V-engine, but with all the essence of the trail that it always was and well-deserved leadership within the segment it represents.
The Honda XL750 Transalp marked a time when the motorcycle market was experimenting with new formulas. One of them was to use an engine intended for asphalt motorcycles in a model that was valid for treading on the black, but also on land; the projection of the trail was evident and Honda had enough material and resources to make the leap to a motorcycle like the first Transalp.
Today those
hallmarks marked by a V-Twin engine are already part of history, among other
reasons due to the increasingly strict anti-pollution regulations. However, and
far from being a drag on a motorcycle like the one we are dealing with today,
the new impulse that the development and commercialization of the unprecedented
parallel twin have given wings so that a new generation of Transalp not only
reaches the market as a trail more but as a true star that already reaches the
highest places of motorcycle sales in our country.
Such is the roots
of a trail like this that the loss of the V in its last name has hardly been
noticed. In addition, other claims such as the colors that saw it born during
the last quarter of the last century recalled with great success in the new
XL750 as another chromatic variety to choose from, have managed to encourage
the most nostalgic to recall old times, and the new generations, including
those with the A2 license, to enjoy a motorcycle concept that is currently
triumphant like Coca-Cola but that, without the Transalp, would be lame in the
absence of one of the legs of the bench to be considered solid and stable.
How is the Honda
XL750 Transalp
As is logical, the
generation gap between the previous Transalp and the current one can be
considered a whole abyss. Parallel development together with the Honda CB750
Hornet has resulted in a technologically advanced motorcycle but without
fanfare, which allows it to be placed on the market at a frankly competitive
price to, finally, be placed in the "top ten" of the best sellers.
Today.
Once the previous
V-Twin, companion of fatigues of the previous trail and of a wide range of
sport, naked and touring motorcycles, has been discarded, it is the turn of a
new, more ecological parallel twin and, it must be said, also more energetic
than the previous propellant; His case is not identical to that of the Honda
CB750 Hornet, which left behind an entire inline four-cylinder of CBR origin.
Here the new “seven and a half” adventurer wins.
With almost 92 CV
declared, it is clearly ahead in pure performance, rolling in the upper zone
although, as we will see, further down the smoothness and immediacy of the
previous engine are missing. The current one, simpler in terms of structure with
OHC distribution and 4 valves per cylinder, is of "generous"
dimensions; Suffice it as an example that its crankcase is capable of holding
almost 4 liters of oil. The clutch is ramped.
Thus, suitably
catalyzed and equipped with the most modern PGM-FI injection, the benefits are
now frankly interesting compared to previous versions, where other arguments
weighed more when it came to qualifying its strengths. Does this mean that we
are facing the most complete Transalp in history? As a whole, of course, yes,
although the most nostalgic will miss other qualities that have not been
particularly diminished in the new XL either...
The engine is
completed by the arrangement of a total of 5 curves thanks to the electronics
applied “by the power” of the wireless gas command. Each of them (Sport for
attack driving, Gravel for off-road, Rain for wet surfaces, and Standard as an
average term and User) is fully configurable, which opens up the range of
possibilities for a "fine adjustment" to suit the consumer. , having
different memorized options available to choose from at the push of a button by
simply cutting off the gas.
How could it be otherwise, we
found to adjust everything to a 5" TFT screen with connectivity that makes
use of a couple of pineapples where you need, or "train", or better
take a look at the user book to find out what play and with what cadence to
reach this or another parameter and adjust it. The HSTC traction control or the
ABS are some of those that you can modify by acting on the available curves, as
useful when rolling on land as if you do it on all types of asphalt.
There is also no
lack of complete LED lighting with the ESS emergency stop system, which turns
on the warning in the event of braking in the “panic braking” style, so it is
usual, if you do sport driving on the road pressing the brakes, to activate it
With some frequency.
In the cycle part, little can be reproached, having generous travel in the Showa suspensions as
expected (200 mm in the fork and 190 in the shock absorber), yes, without
possible adjustments that leave the motorcycle standard for all types of pilots, loads, and driving styles. The previous 21” rim makes it clear that you can
step on the ground with complete confidence, the rear being 18” in 90/90 and
150/70 measurements respectively with rubber equipped with tubes mounted on the
spoked rims.
How's it going
This is, broadly
speaking, the new Transalp, and if you have already read the test of the Honda
CB750 Hornet you will expect something similar, right? Well, I won't be the one
to make you think otherwise, but I do have to say that I was surprised by
details that I didn't expect and others that I missed, I suppose in part
because I also did a lot of kilometers with the previous version and, whatever
you want or not, you start with a previous cliché that is later reaffirmed or
discarded. Let's see it.
As I have commented
above, the new genius of the Trasalp is commendable, especially when you have
space in front of you to take advantage of it, but if it is not like that, the
truth is that it lacks a bit of "punch" in the lower area. That is
the impression that I got as soon as I started the march after picking up the
test unit at the official Honda Motor Sport dealer in Madrid.
The position at the
controls is tremendously relaxed. As a general rule and with few exceptions, I
hardly have any problems reaching the ground with both feet and in this case, it couldn't be less. The shape of the seat allows shorter riders to "get
by" well when getting on and maneuvering at low speed, but the truth is
that once the march has started, there will be no complaints in general terms
due to the position of the hands and legs.
The smoothness of
all the controls is another Honda classic that, based on repeating it, is not
going to be increased and perhaps even crushed, but if it is there it will be
for something, more merit to be applauded than anything else. But if you are
looking for the same in the engine running at low speed, yes, you will have it,
but with a response that would lack verve; It is as if, for us to understand
each other, you had mounted a longer final development to obtain top speeds,
but in exchange for a clearly more "late" bass response.
In any case,
reaching the mid-range of the regime improves the general situation, with a
more direct touch to the gas and a more immediate response. The Transalp moves
like a fish in the water between urban traffic and if in the Hornet that extra
hair in suspension travel was appreciated, here it is providential. All this
together with an absolutely relaxed position allows you to cross the city from
one end to another as if nothing had happened.
It turns well, the
suspension eats practically everything and the brakes, although simple, react
perfectly, with progressive and predictable feel and bite. In addition, and if
you wish, you can answer the call that enters your mobile phone (also visible
on the motorcycle's TFT) through the optional HSVC voice control system with
the Honda RoadSync application, also giving access to messages, navigation
instructions, etc.
On the road, the
situation changes and although not all are advantages, we do find them like
fists; The gas one, for example, offers a short and very direct route that
helps to provide that immediacy of response to the slightest turn, especially
in the upper part of the rev counter.
It is here where you will move
out of the city the most and, for this reason, the answer below will no longer
be "too" leisurely to give way to a more "disorderly"
character of the parallel twin, although it is no less true that the recoveries
are not his forte. Here it would be necessary to break a spear in favor of the
behavior of the change with short travel, always precise going up and down, to
which must be added the optional shifter that, without hesitation, I would
mount before taking the motorcycle out of the dealership.
Although it seems a
bit long to develop on the road, it is nevertheless ideal for lightning trips
with the engine at full throttle. It is true that autonomy in this case is
certainly reduced and the stops at each pump will be forced, but if you want
you can do it, which is actually what is interesting. On the other hand, we
find smooth and relaxed driving in which, if you let yourself go, you will
obtain consumption of around 5 liters per 100 km, but it will be difficult for
you to do 300 km without refueling unless your walking pace is truly that:
contemplative walk.
The fact of
tightening and reducing autonomy is still something logical, but let me tell
you that with the feel of the engine and how well the cycle part resolves the
actions, you cannot resist practicing joyful driving wherever the layout from
the road I put it on a tray. It's so much fun that you end up forgetting that
you have a 21” wheel in front; okay, okay, you have to change the bike quickly
and of course, it shows, but the support is so reliable and generally free of
parasitic reactions that it asks you to go further especially accompanied, as I
told you, by an engine whose honor above is just extraordinary.
With an engine that
calls for war, a completely relaxed position at the controls and certainly
generous frontal protection, trips with the XL750 Transalp are a piece of cake,
a guaranteed source of fun, and even more than before, where performance led you
to the development of a quieter driving... if only because of the power peaks
available and the huge consumption that you ended up paying.
And in relaxed mode,
the truth is, this Honda is as nice as the one in the catalog of the brand with
the golden wing. I suppose that is what was intended above all else, in
addition to the practice of safe driving on land, which you will obtain thanks,
among other details, to electronics that keep everything under control so that
you don't have to worry about giving gas.
With an engine like
this, sooner or later your "enjoyment self" will emerge to make the
most of its qualities and return home with a smile inside the helmet. It is not
for less.
The best:
- Position at the controls and protection
- Engine response up
- Perfectly suitable for A2 pilots
It would improve with:
- With more "punch" below
- The change is perfect but better with a standard shifter
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