Honda’s 2026 XL750 Transalp reviewed with e-clutch

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• A revived name, familiar bones
  • Styling and ergonomics
• Powertrain: a refined 755cc twin
  • E‑Clutch: what it is and how it helps
• Chassis, suspension and brakes
• Electronics, connectivity and upkeep
• Specifications

The 2026 Honda XL750 Transalp with E‑Clutch brings a storied name back into the middleweight adventure market while adding a hands‑off clutch system to a platform already praised for its balance of performance and practicality. Priced at £9,999 and built around a 755cc parallel‑twin, the Transalp aims to be as capable on unpaved tracks as it is comfortable on long road miles.

A revived name, familiar bones

Honda revived the Transalp label with the XL750 in 2023, packing a 755cc parallel‑twin into an adventure chassis after years away from the class. The model has since moved more than 30,000 units across Europe, and for 2026 Honda has integrated its new E‑Clutch tech into the Transalp package while adjusting suspension settings to address early feedback.

The 750 shares its engine, frame and many components with Honda’s CB750 Hornet, but in Transalp trim those parts are tuned and arranged for long‑distance and mixed‑surface riding. The result, in this reviewer’s experience, feels more purposeful than its naked sibling.

Styling and ergonomics

The Transalp avoids the overwrought “battle‑bike” look of some adventure machines. Its lines borrow cues from the bigger CRF1100L Africa Twin and echo the original Transalp in the cowling and windscreen shaping. Honda offers three finishes: Ross White Tricolour, Mat Ballistic Black Metallic and Pearl Deep Mud Gray; the test machine wore the latter with Comfort Pack trim.

Practical touches include a rear carrier, a reinforced aluminium bash plate (now 2.5mm thick to protect the E‑Clutch unit) and a USB socket under the seat. Build quality is solid and quietly practical rather than flashy.

Seat height varies in real use: the review bike had an 850 mm saddle, with a lower 820 mm option available. (Honda’s spec sheet also lists 750 mm; riders should confirm which fit applies to the model they inspect.) The single‑piece seat is roomy enough for two on short to medium rides, and the upright riding position gives clear, confident control both seated and standing.

Powertrain: a refined 755cc twin

The Transalp’ s 755cc liquid‑cooled parallel twin produces a listed 90.5 bhp at 9,500 rpm and 55.3 lb‑ft of torque at 7,250 rpm. In practice the engine feels willing and torquey, tuned to deliver useful midrange pull for touring and spirited back‑road riding.

Honda provides five ride modes — Sport, Standard, Rain, Gravel — plus two user‑programmable settings to adjust power delivery, engine braking, traction control and ABS. The 16.9‑litre fuel tank and claimed efficiency give an approximate range of about 240 miles between fill‑ups.

E‑Clutch: what it is and how it helps

The E‑Clutch removes the need to operate a left‑hand clutch lever while preserving a conventional six‑speed gearbox and foot shifter. If the rider prefers, the mechanical clutch lever remains usable and will temporarily override the system; it can also be switched off.

Mechanically the system uses small electric actuators and linkages inside the right engine cover that work with the bike’s throttle‑by‑wire and torque control electronics. The unit blips the throttle and modulates clutch engagement to create smooth shifts and reduce judder, especially during low‑speed or off‑road maneuvers.

Where E‑Clutch stands out is off‑road and in stop‑start traffic. You can hold first gear at a stop and simply roll on the throttle when a light changes. Downshifts are handled with precision: the system detects rear‑wheel hop and applies a controlled “half‑clutch” action to stabilise the bike, and it compensates when the rear wheel is slipping during upshifts.

The trade‑offs are limited. Some technical off‑road scenarios may still favor a skilled rider’s manual clutch work, and wheelies that rely on clutch‑up technique require using the lever. For most everyday and adventure use, the system delivers a clear usability benefit.

Chassis, suspension and brakes

Honda revised the Transalp’s suspension for 2026 after early critiques that the original tuning was too soft for two‑up riding. The bike uses a steel diamond frame derived from the Hornet, a beefed‑up subframe for luggage and passengers, and a 43mm Showa SFF‑CA fork up front with a Pro‑Link rear shock. Both ends are now adjustable for compression and rebound.

Wet weight is 216 kg, but the bike feels lighter on the road and manages off‑road tracks with composure. Braking is handled by dual 310mm wave discs up front with two‑piston Nissin calipers; the setup favors predictable, modulated stopping power rather than aggressive bite.

One notable compromise: the Transalp runs 21‑inch front and 18‑inch rear wheels with tubed tyres. That choice may unsettle riders who prefer tubeless wheels for puncture repair ease, but Honda cites weight (and possibly cost) as reasons for the specification.

Electronics, connectivity and upkeep

The cockpit centers on a clear 5‑inch TFT display and simple switchgear, including a backlit four‑way pad on the left grip for menu navigation. Phone integration works through Honda’s RoadSync app for navigation and media via a Bluetooth headset. Indicators are speed‑sensing self‑cancelling, and the bike includes Emergency Stop Signal (ESS) to warn vehicles behind during hard braking.

Under the seat you’ll find a tool kit. Honda recommends oil service intervals every 8,000 miles. Routine access to the sump is straightforward, though the thicker bash plate adds a few extra fasteners to remove. Changing the air filter is more involved and requires lifting the tank and removing several components.

Specifications