2024 Honda Transalp First Ride

[Hugh Janus]

The Transalp’s agile chassis allows it to change lines off-road with minimal input. (Honda/)

After 34 years, Honda’s original middleweight adventure bike returns to the US. Unveiled at EICMA in 2022, the all-new Honda Transalp features a 755cc parallel twin with a 270-degree crank. The original Honda Transalp utilized a 583cc V-twin and was only imported to the US for two years (1989–1990), but saw much more success through multiple iterations in Europe from 1986 to 2008. Cycle World described the 1989 bike as “a superb do-it-all motorcycle, a perfect choice for the rider who likes diversity in his riding.” Cycle labeled it as “comfortable, versatile, utilitarian, and stylish.” So why was the Honda Transalp unsuccessful in the US? Was it too far ahead of its time?

The 2024 Honda Transalp ($9,999) with aftermarket Bridgestone Battlax Adventure Trail AT41 tires. (Honda/)

Today, adventure bikes are some of the most popular motorcycles in America. The middleweight ADV segment (700cc to 1,000cc) has quadrupled since 2018. These bikes are desirable because of their utility, performance, and all-road capabilities. Recognizing a gap in its ADV lineup between the CB500X and Africa Twin, Honda has reintroduced the Transalp as an all-new model for the US in 2024. But this time, the US market fully embraces adventure bikes. Now, the time is ripe for the Transalp to be successful.

Honda is planning for the Transalp to make a big splash in the US market. (Honda/)

Honda has positioned the Transalp as a 50/50 adventure bike. So its off-road capabilities are not designed to keep up with more extreme ADVs such as the KTM 890 Adventure R. Instead, the $9,999 2024 Honda Transalp is intended to serve as an all-arounder, a bike equally capable on and off pavement. Big Red stresses the importance of the Transalp’s touring performance, but also fitted it with essential off-road features such as spoked wheels (21-inch front, 18-inch rear), long-travel suspension, and switchable traction control. On paper, the Transalp is intended to be a jack of all trades whether it’s traveling down a gravel road, carving up a twisty backroad, or commuting to work.

2024 Honda Transalp Engine

Like nearly every other bike in the class, the Honda Transalp utilizes a parallel-twin engine. The 755cc Unicam motor features four valves per cylinder, utilizes a 270-degree crank, has 87.0 x 63.5mm bore and stroke dimensions, a 11.0:1 compression ratio, and uses Honda’s patented Vortex flow intake ducts designed to create a more uniform distribution of air through the airbox and into the 46mm throttle bodies. A slipper/assist clutch provides a good feel with minimal effort, limiting finger fatigue when modulating the lever off-road.

Honda’s 755cc parallel twin with a 270-degree crank and an up-and-down quickshifter. (Honda/)

Honda claims the US model produces 83 hp at 8,500 rpm, making it competitive in the class against Suzuki’s V-Strom 800DE (CW measured 72.2 rear-wheel horsepower), Yamaha’s Ténéré 700 (CW measured 61.7 rwhp), and Aprilia’s Tuareg 660 (CW measured 69.9 rwhp). Honda gave the Transalp a short stroke for top-end performance, but the midrange is still plenty strong. The parallel-twin engine really comes to life after 4,000 rpm, and as the engine pushes past 6,000 rpm the delivery ramps up with a surge of power all the way up to its 10,000-rpm redline.

Power curve chart for each ride mode. (Honda/)

On the trail, a soft bottom-end allows the rear tire to maintain traction in slippery conditions. Crack the throttle open more and the Transalp drives hard out of corners while still maintaining predictable traction. Its linear power delivery allows the rider to initiate a slide and confidently carry it through gravel corners before wringing the motor out and grabbing the next gear. A set of aftermarket Bridgestone Battlax Adventure Trail AT41 tires (Metzeler Karoo Street tires come stock) assisted in the Transalp’s exceptional grip in the dirt. On the pavement, the engine’s performance was just as good. The soft roll-on power is smooth and predictable midcorner and the strong midrange and top-end pulls quickly as the tach climbs through the rev range. At highway speeds, the parallel twin smoothly cruises north of 70 mph without any buzzing or vibration.

The Transalp is a gravel road weapon. (Honda/)

2024 Honda Transalp Chassis and Suspension

Honda’s aim was to make the Transalp feel light and agile while still maintaining strong chassis rigidity. A steel diamond frame with 2.6mm downtubes and plated engine hangers are designed to improve stability and feel while reducing weight. The Pro-Link rear suspension has a low-mounted and beefy preload-adjustable Showa shock with 7.5 inches of travel. The 43mm preload-adjustable Showa SFF-CA inverted fork provides 7.9 inches of travel, with compression damping housed in the left stanchion and the rebound circuit in the right.

Even on knobby ADV tires it is possible to drag footpegs on backroads. (Honda/)

Off-road, the suspension is soft and supple in the initial part of the stroke, absorbing bumps and gravel comfortably while managing to keep both wheels in contact with the ground. On twisty pavement, the components worked equally as well. Entering corners, the front end compresses just enough to apply extra pressure into the front tire without sacrificing ride height or diving too far into the stroke under braking. Under hard acceleration, the bike will squat just a little, allowing the rear tire to hook up. On the chunky ADV tires, the additional grip generated from the suspension eliminated the need for traction control on all dirt surfaces.

Our ride on the PA Wilds BDR-X offered amazing views in late October. (Honda/)

Conquering chunky rock sections is possible, but in technical terrain the Transalp is not particularly comfortable. This Honda will certainly get you through just about anything any other adventure bike will, but the suspension damping is harsh and jarring when tackling the terrain too fast. Unlike its competitors, the Transalp does not offer damping adjustments.

Dual 310mm discs with dual-piston calipers have a strong initial bite. (Honda/)

A pair of 310mm disc brakes with dual-piston calipers slows the front wheel. A 256mm disc and single-piston caliper handles the rear. Both offer a strong initial bite with progressive stopping power. Feel at the front lever is direct and the ABS system is not intrusive. Through the 5-inch color TFT display, riders can activate off-road ABS which will account for limited traction conditions and prevent the system from kicking in too easily. Rear ABS can be fully deactivated allowing the rear wheel to completely lock up. Front-wheel ABS cannot be turned off. In most off-road situations, the ABS intervention is completely unnoticeable at the front wheel. Only when dragging the front brake as you go down slippery rock ledges does the ABS activate with a small kick to the lever.

The rear brake utilizes a single 256mm disc with a single-piston caliper. (Honda/)

Falling in between the Yamaha Ténéré 700 (62.8-inch wheelbase) and the Aprilia Tuareg 660 (60.0-inch wheelbase), the Honda Transalp’s 61.5-inch wheelbase is not out of the ordinary in the class. For reference, the Suzuki V-Strom 800DE has a 61.8-inch wheelbase. These dimensions are only slightly longer than a CRF450R dual-sport (58.3-inch wheelbase), giving the Honda Transalp agile steering off-road while still maintaining high-speed stability on road. The Transalp’s 27-degree rake and 4.4-inch trail are nearly identical to its 450 motocross sibling, producing familiar off-road handling characteristics.

The tall handlebar and slim midsection put riders in an aggressive position when standing up. (Honda/)

With a claimed curb weight of 459 pounds, the Honda Transalp aligns with its most logical competitors. For reference, on the Cycle World scales, the 2022 Aprilia Tuareg 660 weighed 459 pounds, the 2023 Yamaha Ténéré 457 pounds, and the 2023 Suzuki V-Strom 800DE 507 pounds. Considering the Honda has the second largest engine of the bunch (Suzuki has the largest at 776cc) its claimed wet weight is impressive. It also has the lowest seat height in its class along with the V-Strom 800DE at 33.7 inches. Honda also offers a lower accessory seat dropping the seat height to 32.6 inches.

2024 Honda Transalp Electronics

As with any modern adventure bike, the electronics package is a huge point of emphasis. But not all middleweight ADVs come with a tunable electronics suite. Yamaha’s Ténéré 700 has been a popular mount in the class since its introduction despite offering no electronics aids besides switchable ABS. As the segment has evolved, the appetite for selectable ride modes, adjustable traction control, switchable ABS, tunable engine-braking, and the addition of a quickshifter has increased. The 2024 Honda Transalp has all of these features.

The 5-inch TFT display is refined and easy to read. Riders have the choice of four layout options. (Honda/)

Riders have the option of four preset ride modes (Standard, Sport, Gravel, Rain) and a fully customizable User mode. The preset ride modes are nonadjustable, but in User mode, the rider can dial in four levels of power delivery; five levels of HSTC (traction control) as well as completely disable traction control; three levels of engine-braking; and choose between three different ABS settings (On Road, Off Road, and Off Road with rear ABS completely disabled). A majority of my time was spent in User mode with full power, HSTC turned off, and the lowest level of engine-braking. It’s an easy engine to meter, but it’s also nice to have options when needed. With the ability to change the parameters, the Honda Transalp can be tamed down or spruced up depending on the rider’s preference.

The 2024 Honda Transalp’s electronics are easy to navigate and adjust. (Honda/)

Traction control disabled with full power allows the Transalp to break loose, slide, and lift the front wheel. Gravel mode has the HSTC level at 4 (one less than the most restrictive) and was too intrusive. Sliding through corners or driving up a loose uphill will quickly activate traction control and cut power to the rear wheel. Less experienced riders will appreciate the additional safety of Gravel mode, but anyone wanting to ride aggressively in the dirt will opt for a custom setting in User mode.

On the pavement, Sport mode provides full power for quick get-up-and-go, but with HSTC on (level 1) wheelies are not possible due to the integrated wheelie control. If lifting the front wheel from one corner to the next is in your playbook, opt back to User mode. Standard and Rain mode have noticeably mellower power delivery than Sport mode, but every mode provides the same top-end power.

In full GP mode with the quickshifter turned on. (Honda/)

An up-and-down quickshifter comes standard on the 2024 Transalp. Grabbing the next gear at full throttle happens seamlessly and adds to the bike’s ease of use. Whether you’re fully pinned exiting a corner or shedding speed for an obstacle, selecting the correct gear is as easy as kicking the shifter. The only thing missing from this middleweight adventure bike is factory-fitted cruise control. And unlike the Africa Twin, switching modes or adjusting settings in User mode is easy and intuitive. But note, if you cycle the key, HSTC and ABS will automatically come back on in User mode, meanwhile every other adjustment stays the same.

2024 Honda Transalp Ergonomics

A view from the cockpit. (Honda/)

Honda’s Transalp offers a very neutral riding position with a tall, wide handlebar and plenty of wind protection. From the cockpit, the Transalp has a “sit in the bike” feel. The seat height (33.7) is low enough for most riders to reach the ground comfortably and the tall handlebar is positioned perfectly for standing up. At 5-foot-8, I never found my legs to be cramped, the reach to the handlebar put my arms in a 90-degree bend, and I did not experience any buffeting from the windscreen.

Neutral ergonomics and well-designed wind protection make the Transalp comfortable all day. (Honda/)

The Honda Transalp’s neutral riding position and excellent wind protection make for a great touring package. Our test unit was fitted with the Honda Accessories heated grips, further increasing comfort levels on long stretches of pavement. To make the 2024 Transalp a serious long-distance tourer, cruise control is a must. Unfortunately, Honda does not offer any solutions in its accessories catalog.

The 2024 Honda Transalp fitted with factory accessories. (Honda/)

2024 Honda Transalp Accessories

The 2024 Honda Transalp is available in four variants: Adventure, Touring, Comfort, and City, as well as the base model. This allows customers and dealers to choose the Transalp with the features that fit their needs. All of Honda’s accessories are compatible with the standard Transalp including, heated grips, pannier cases, radiator grille, upper fairing guard, engine guard, skid plate, hand guards, enduro footpegs, tank bag, 12-volt accessory socket, windscreen and fairing deflectors, passenger footpegs, tall windscreen, centerstand, top case, and a low seat.

The 2024 Honda Transalp is available in four accessory packages. (Honda/)

Conclusion

Bringing back a name that became a cult classic long after its removal from sales floors, Honda designed the Transalp to be a jack of all trades. Striking a balance between off-road performance and on-road comfort, the 2024 Honda Transalp is an accessible, well-rounded middleweight ADV. A smooth, yet exciting engine, comfortable ergonomics, balanced suspension, and adjustable electronics make it capable in almost any condition. It may not be the best at one particular thing, but the all-new machine will do everything well. For $9,999, the Transalp offers premium fit and finish, the promise of Ride Red reliability, all-road performance, and adjustable electronics. But are these features enough to keep the Transalp in the US for good? Absolutely; the 2024 Honda Transalp offers nearly everything an adventure rider needs at an accessible price.

When the roads get twisty, the Transalp is a great sport-tourer. (Honda/)

2024 Honda Transalp Specs

MSRP:	$9,999
Engine:	SOHC Unicam, liquid-cooled, four-stroke parallel-twin; 4 valves/cyl.
Displacement:	755cc
Bore x Stroke:	87.0 x 63.5mm
Compression Ratio:	11.0:1
Transmission/Drive:	Manual 6-speed/chain
Claimed Horsepower:	83 hp @ 8,500 rpm
Claimed Torque:	55 lb.-ft. @ 9,500 rpm
Fuel System:	PGM-FI w/ 46mm throttle bodies
Clutch:	Wet, multiplate
Engine Management/Ignition:	Full transistorized
Frame:	Lightweight steel diamond
Front Suspension:	43mm Showa SFF-CA telescopic inverted fork, spring-preload adjustable; 7.9 in. travel
Rear Suspension:	Pro-Link system w/ single Showa remote-reservoir shock, preload adjustable; 7.5 in. travel
Front Brake:	Hydraulic 2-piston calipers, dual 310mm wave discs w/ ABS
Rear Brake:	Hydraulic 1-piston caliper, 256mm wave disc w/ ABS
Wheels, Front/Rear:	21 in./18 in.
Tires, Front/Rear:	Bridgestone Battlax Adventure Trail ATT41 (as tested); 90/90-21 / 150/70-18
Rake/Trail:	27.0°/4.4 in.
Wheelbase:	61.5 in.
Ground Clearance:	8.3 in.
Seat Height:	33.7 in.
Tank Capacity:	4.5 gal.
Claimed Curb Weight:	459 lb.
Availability:	Now
Contact:	powersports.honda.com

Gearbox

Helmet: Arai XD4

Jacket: Klim Badlands Pro

Pants: Klim Badlands Pro

Gloves: Klim Badlands GTX Long Glove

Boots: Alpinestars Corozal Adventure Drystar Oiled Leather

Backpack: Klim Arsenal 15

Source

[Buckster]

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