Honda XL750 Transalp E-Clutch (2026 – ) review

Built on a shared platform with the similarly-powered CB750 Hornet, the Transalp already had an update for 2025 with new lights, tweaked styling and new suspension settings. Mechanically this 2026 model picks up where that left off, with the same 755cc parallel-twin at its heart with a wide range of configurability through the rider electronics. The big news is the now standard-fit E-Clutch, which automates the clutch operation to permit twist-and-go getaways and, once under way, works like a fancier twist on a regular quickshifter. Fully integrated into the throttle-by-wire systems for the first time, E-Clutch also works with the traction control to operate like a sophisticated slipper clutch. True, it’s not a true automatic like the DCT option on the Africa Twin but it’s lighter, simpler and doesn’t add a great deal to the price. And, unlike other auto shifting systems, if you don’t like it you can just turn it off and ride it as a conventional manual. Visually, the Transalp sticks to the script for mid-size adventure bikes of this type, its 21-inch/18-inch wheel combo giving it more serious off-road potential than some rivals, the mid-travel suspension now fully adjustable in another upgrade for the 2026 model year. As before you can also buy the Transalp in restricted A2 form, and then upgrade it to the full power setting as and when your licence allows.

An Africa Twin is a formidable and imposing adventure bike but can feel a bit tall and top heavy in more everyday riding. Which is where the Transalp comes into its own, given it has much of the same attitude but in a much more manageable package. The 850mm seat height is average for the class and there’s a 820mm option for those shorter in the leg. Either way, it’s slim enough around the middle to feel confidence-inspiring at lower speeds but still substantial enough to stand tall among rivals. The 21-inch front wheel and raised bars give a commanding and comfortable riding position, and riders of all shapes and sizes should find it an easy place to rack up the big miles.

The Transalp is a perfect size for all sorts of situations, whether that be the daily commute, Sunday rides or mixed-surface days out or tours. It’s powerful and roomy enough to do this solo or two-up as required, the standard rear rack the first stage for equipping it with the many and various luggage options Honda offers. These can be added individually or through self-explanatory Urban, Touring or Adventure packs to configure the bike to your particular needs. A shame these and basics like heated grips and a centre stand are cost options, especially when many of the Chinese alternatives throw them in as standard. But at heart the Transalp is a fundamentally practical and adaptable bike built to cover pretty much any riding need, the E-Clutch system of which we’ll talk more in a moment adding another string to its bow and a real boost whether riding in town or further afield.

The 755cc twin is as before, and no worse for that thanks to its muscular 92 horsepower and 75Nm. Patented Vortex Air Flow ducts direct air from intakes on the side of the fairing and into the engine for improved response, the fruity induction bark a happy bonus and suitable soundtrack for the torquey throttle response. Braking is, again, carried over with powerful Nissin calipers and distinctive wavy discs. The real news is the E-Clutch system through which you put that power to the rear wheel, this offering ‘twist-and-go’ convenience from a standstill and super slick up- and downshifts via the conventional foot selector, all without having to touch the clutch lever. Even if your mind will still have you reaching for it from muscle memory. It’s sometimes helpful to do so given the E-Clutch can still be a little abrupt when pulling away, and controlling it manually can still be smoother. But you soon learn to trust it, and in city riding the ability to pull up to the lights without having to touch the clutch in is really helpful. On faster roads the full integration with the electronic throttle system means super slick up and downshifts, E-Clutch proving much smoother than a conventional quickshifter given its ability to rev-match and even partially open if required. Or you can just switch it off, operate the clutch as normal and ride it as a conventional manual if you prefer!

Honda had already responded to feedback and tightened up the Transalp’s handling in the previous round of updates, the Showa forks and monoshock now giving you further opportunity to fettle with the addition of adjustment for rebound and compression damping as well as preload front and rear. We didn’t get opportunity to fiddle but for a chunky bike with reasonably long-travel suspension and a big 21-inch front wheel the Transalp feels impressively alert on a twisty road and doesn’t wallow around under hard braking or acceleration. A short section of relatively mellow off-road also showed off its bump-swallowing ability and the whole bike shows the benefits of Honda’s typically thorough development processes and a demonstration of where the extra money goes over some of the more budget bikes it’s up against. Suffice to say, in the baseline settings we rode it in the Transalp already has a broad bandwidth of ability, the extra adjustment now meaning you can further hone the set-up to your particular needs.

While Chinese rivals like the Voge DS800X Rally and CFMoto MT800 offer serious savings in upfront purchase price the Transalp is priced on a par with more mainstream alternatives like the KTM 790 Adventure 2019 and Suzuki V-Strom 800 DE, the fact E-Clutch is now standard looking like good value. Running costs should be middle-of-the road, fuel consumption, insurance and ongoing maintenance all likely a lot more reasonable than they would be on a big adventure bike like an Africa Twin or similar.

Honda’s reputation for reliability has long served it well, and the Transalp and its Hornet CB750 relative have both sold in big numbers already. We can’t comment directly on reliability but there’s reassurance in those numbers and the build quality in the way the Transalp is put together and finished.

The standard two-year warranty is nothing special but Honda now offers up to six years of cover if you commit to main dealer servicing, which is more most of its rivals. Service intervals are another area where mainstream brands score, the 8,000-mile/annual schedule meaning your bike will be spending less time in the workshop than some of the Chinese rivals with their considerably shorter distances between checks.

The Transalp is every inch the modern adventure bike, the neat TFT display and logical controls on the left switch cube your gateway to a huge range of configurable settings and rider modes. These adjust traction control, engine braking and throttle mapping across three conventional road settings, a dedicated Gravel mode and then two User options where you can set the bike up for particular situations. For instance, if you’re going off-road you may want to configure one with traction control to zero and rear ABS disabled for maximum control in slippery conditions, the ability to then swap from that to a regular road mode when rejoining surfaced roads really handy. If you’re using E-Clutch it’s fully integrated into all these different settings as well. Interesting that Honda has chosen not to fit an IMU and the lean-sensitive ABS or traction control featured on rivals like the KTM 790 Adventure and others, the fact you have to pay extra for stuff like heated grips also highlighting where spec sacrifices have been made to hit a price point.

In a crowded and competitive adventure market the Honda heritage and Transalp branding count for a lot, and this updated version more than delivers on the promise. E-Clutch adds an additional twist and technical string to its bow, and proves an effective system with wide-ranging benefits in all sorts of riding situations. And if you don’t like the idea you can just turn it off. The fact we never felt motivated to speaks volumes for its effectiveness, and based on this first ride we’d say it makes an already very appealing bike all the more so.