When I first heard the Transalp name popping off motorbike forums, people were saying, “Is this the true Africa Twin rival?” I knew I had to get a feel for it. Honda brought back the iconic Transalp name in 2023, swapping its old V-twin for a more modern 755 cc parallel twin. Now, in mid-2025, it has finally made its way to Indian shores. Priced at Rs 10.99 lakh ex-showroom, bookings have opened across BigWing dealerships, with deliveries expected from July onwards.
I live for highway miles, mountain passes, and the occasional trail breakaway. So when Honda invited me for a test ride in Bangalore, followed by a media ride in Portugal, I saw it as the perfect chance to test what this mid-sized ADV is really about. This review is built from real-world time in city traffic, highway cruising, backroad sprints, and mild off-road trails. Nothing here comes just from spec-sheet impressions.
The adventure segment in India is getting more exciting every year. Between Royal Enfield’s new Himalayan, KTM’s 390 and 890, Triumph’s Tiger Sport, and Suzuki’s V-Strom, the options are many. But the Transalp comes with that unique Honda mix of refinement, build quality, and ease of ownership. Is it enough to justify the price tag and its slightly subdued persona? Let’s dive in.
Design and Build Quality
This bike doesn’t scream for attention. But once you walk up to it, it grows on you. The front end is clearly inspired by the Africa Twin. You get twin projector LED headlamps set inside a sharp visor. In person, the Graphite Black looks stealthy, almost military. But it’s the Ross White with red and blue accents and gold spoke wheels that steals hearts. It reminds you of rally heritage without being over the top.
Build quality is unmistakably Honda. The tank is solid, the plastics are sturdy and finished well, and there are no clunky bits or odd welds. The switchgear feels basic but functional. Nothing flashy, but everything works exactly how you’d expect. You won’t find flimsy levers or inconsistent paint. Even the side stand clicks out confidently. That sounds trivial, but it matters when you’re balancing a 208 kg motorcycle in gravel.
You won’t confuse this with a luxury bike. There’s a bit of simplicity in its materials and presentation. But that’s also what makes it appealing to people who ride for the love of it, not to show off at cafes. It’s clean, purposeful, and ready to work. Whether you’re in a metro street or a mountain track, it doesn’t look out of place.
Engine, Performance and Ride Comfort
The engine is a 755 cc liquid-cooled parallel twin with a 270-degree crank. That means it delivers a nice pulse and sound. There’s more character than a regular twin, but without the rawness of a thumper. Output figures are healthy at 91 horsepower and 75 Nm of torque. But it’s not just about the numbers. It’s how they arrive that makes the difference.
In city traffic, the bike feels surprisingly easy to handle for its size. The clutch is light, the gearbox is precise, and the engine doesn’t complain in lower revs. It doesn’t heat up like some bigger engines, which is a relief in Indian summers. Out on the highway, it cruises comfortably at 100 to 120 kmph without feeling stressed. Roll-on acceleration is quick and clean, letting you overtake without downshifting unnecessarily.
What really impressed me is the refinement. It’s one of the smoothest adventure bikes I’ve ridden under Rs 15 lakh. There are no weird vibrations creeping in through the pegs or bars. Only after 8000 rpm do you feel some buzz, but by then you’re well past highway speeds. You won’t be chasing the redline anyway. This motor loves the midrange. It’s torquey, flexible, and easy to ride for hours.
Fuel efficiency varied depending on load and terrain, but I consistently got between 18 and 21 kmpl. With its 16.9-litre tank, you’re looking at a real-world range of around 320 to 350 km. That’s not bad for an adventure bike this size.
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Tech Features and Safety
Honda has taken a middle-of-the-road approach to tech. You get useful features without going overboard. Up front, you get all-LED lighting and a 5-inch TFT screen that displays ride modes, fuel consumption, trip info, and connectivity options. The interface is clean, legible in sunlight, and doesn’t overwhelm you with menus.
There are five riding modes: Sport, Standard, Rain, Gravel, and User. Each tweaks throttle response, traction control, engine braking, and ABS settings. The bike has Honda’s Selectable Torque Control, which is essentially their version of traction control. You can dial it up or down, or turn it off completely if you’re hitting loose surfaces. The rear ABS can also be disabled for off-road use. Serious riders will appreciate that.
There’s Bluetooth integration through Honda RoadSync, allowing navigation prompts, music, and call alerts through your phone. But there’s no cruise control or quickshifter. That may bother some buyers considering the price, but I honestly didn’t miss them on long rides. Sometimes, less distraction makes for a better connection with the machine.
Braking is handled by dual 310 mm front discs and a single 256 mm rear, with dual-channel ABS. Feel at the lever is progressive, and the brakes have enough bite without being too aggressive. Good for road and trail alike.
Touring Capability and Off-road Use
Touring is where the Transalp starts to really show its strengths. The riding position is natural and upright, with wide bars and relaxed footpegs. You can ride this bike for hours without fatigue. The stock seat is surprisingly comfortable. It’s firm enough to support long rides, but padded enough to not feel harsh. I spent four to five hours at a stretch without needing a break.
Wind protection is decent. The stock screen is tall, but wind does hit your helmet a bit at higher speeds. It’s nothing a touring visor or aftermarket screen can’t fix. The mirrors are stable, and visibility remains solid even at 120 plus kmph.
Suspension duties are handled by Showa 43 mm USD forks up front and a Pro-Link mono-shock at the rear. There’s no electronic adjustment, but preload is adjustable on both ends. The setup works beautifully on tarmac. It absorbs potholes, speed bumps, and expansion joints without upsetting the bike. On gravel and broken roads, it’s capable. Heavier riders or those carrying luggage may want to firm up the rear a notch.
With 210 mm of ground clearance and 200 mm front travel, the Transalp isn’t a hardcore dirt bike. But it can handle bad roads, trails, and riverbed crossings without drama. The 21-inch front and 18-inch rear spoke wheels are ADV staples. The bike feels stable, not twitchy, and surprisingly nimble in tighter corners.
I wouldn’t take it through full-on enduro terrain. But for Himalayan backroads, jungle tracks, or slushy hill routes, it’s more than enough.
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Verdict: Who Should Consider This Bike
The Transalp XL750 is not trying to be everything for everyone. It’s not as tech-loaded as the Triumph Tiger 900 or as off-road sharp as the KTM 890 Adventure. But it sits in a sweet spot. It does the job, day in and day out, with minimal fuss and maximum satisfaction.
If you’re an experienced rider looking to upgrade from a Himalayan or CB500X, this bike offers a solid step up. It’s refined, manageable, and capable of big adventures. You won’t be constantly fiddling with ride modes or settings. You just get on and go. It’s also ideal for riders who want a capable tourer that’s not a full-blown beast like the Africa Twin.
For Indian roads, it makes sense. Honda service is accessible, reliability is almost guaranteed, and performance hits the sweet spot between usable and exciting. Yes, it’s on the expensive side, and missing some convenience tech. But what it does offer is more valuable. Trust. The kind of trust you need when you’re 300 kilometers away from the nearest city.
This bike isn’t for flash. It’s for those who ride because they love the road, the view, and the machine underneath them.