Honda took the wraps off their new XL750 Transalp earlier today. Powered by the same 755cc parallel-twin engine found in the new Hornet, this mid-displacement adventure machine should pack a pretty big punch in terms of performance. With a claimed 90.5 horsepower at 9,500 rpm and 55.3 foot/pounds of torque at 7,250 rpm, the Transalp will significantly outpower mid-displacement competitors from Yamaha and Aprilia.
Honda kept the weight down with, among other things, a steel frame that is 10% lighter than the frame found on the CB500X.
There are plenty of details that can be found in the following press information from Honda Europe. For now, American Honda has not announced whether this model will be arriving in the U.S. next year. There are two videos following the press release.
Around town or around the world, Honda’s brand-new XL750 Transalp carries the adventure forward from the iconic original, ready for a fresh generation of riders looking to travel wherever the road leads. Its eight-valve, parallel twin-cylinder engine delivers 67.5kW and 75Nm; Throttle By Wire (TBW) serves up 4 default riding modes plus User option, 5-level Honda Selectable Torque Control (HSTC) with integrated Wheelie Control and 3 levels of Engine Braking and Power. The steel frame wears full Showa suspension: 43mm SFF-CATM USD forks and rear shock working through Pro-Link. Dual, two-piston calipers bite hard up front and 21/18-inch wheels wear tubed tyres. The premium specification includes 5-inch colour TFT instrument display, with Honda Smartphone Voice Control, full LED lighting, auto-indicator cancel and Emergency Stop Signals (ESS) technology. An A2 licence option will also be available.
- Introduction
The original Transalp, introduced in 1986 with a 583cc V-Twin engine, is something of a legend. And as testament to the sheer quality of its build and timelessness of its design, many can still be seen on Europe’s roads today.
Back then, its focus was as a smooth, comfortable do-it-all crossover that could cope with rougher ground thanks to long-travel suspension and light off-road dynamic. By 2000 the engine had grown to 647cc and, for the last version in 2008 it landed with 680cc, fuel injection and a 214kg kerb weight.
The Adventure segment has expanded massively since the Transalp first turned a wheel. Honda has the superb pocket-adventurer, A2-compatible CB500X plus the dual purpose, super-athletic CRF1100L Africa Twin adventure flagship and its long-range continent-crossing sibling, the Africa Twin Adventure Sports. Which means there is room in the mid-capacity sector of Honda’s range for a model to attract customers with a different set of adventurous aspirations.
This is just what the new XL750 Transalp is built to do, and a legend of adventure touring is thus reborn.
The XL750 Transalp takes inspiration from the original and is perfect for an extended touring trip as well as the urban cut and thrust – and all points in-between. It’s at home both slicing through an Alpine pass or kicking up dust on rough tracks. And it adds to the formula a high-performance engine, all-new design and the kind of top-draw equipment level that modern riders demand.
Simply put, the XL750 Transalp is a brilliant all-rounder and leaves only one question unanswered. How far do you want to go?
Mr. Masatoshi Sato, Transalp Large Project Leader, Honda R&D, Japan:
“With our new Transalp we looked hard at what made the first model so good and wanted to strike the right balance between urban agility, long-distance, on-road touring comfort and off-road ability. In arriving where we are, we have considered all these aspects in a ‘360 degree’ way, and created a bike that gives riders of all experience levels a fresh new option in the Honda range. The look revives the classic Transalp presence in a modern key, the new engine is incredibly strong and versatile, and the bike has an appealingly long and rich specification list. Around town or around the world – our Transalp is ready!”
- Model Overview
The Transalp’s design projects an unmistakeable feeling of adventure touring in a package that works superbly on the road. The long-legged stance makes a strong statement of adventurous intent, while the fairing and screen work together to deliver wind protection without bulk. The overall look is sleek, simple and clean.
The engine packs a great deal of Honda’s engineering prowess into a small space and provides strong response across the rev-range – just what’s needed for either solo or two-up touring. The all new 755cc, parallel twin-cylinder unit (shared with the new CB750 Hornet) produces 67.5kW top power and a strong helping of torque right through the rev range, peaking at 75Nm. Refined settings of the Throttle By Wire (TBW) system orientate the engine character towards touring and comfort.
Compact, competition CRF-derived Unicam eight-valve cylinder heads employ downdraft air intakes and Vortex flow duct to ensure optimal combustion. The 270° crank delivers feel and character. Electronic rider aids run via Throttle By Wire (TBW) and include 5 riding modes, 4 of which contain pre-set combinations of Engine Power, Engine Braking, ABS and Honda Selectable Torque Control (HSTC) with integrated Wheelie Control. The 5th ‘User’ mode allows the rider to fix their own preferred combination.
Handling is light, nimble and confidence inspiring. The steel diamond frame is light weight thanks to optimisation of wall/pipe thickness and stiffness. For supple on-road performance and off-road bump absorption, suspension is top quality: Showa 43mm SFF-CA USD forks and rear shock operating through Pro-Link. Dual two-piston calipers provide efficient stopping power while the tyres – 90/90-21/150/70-18 front and rear – deliver versatility on or off-road.
The rich specification list is headlined by a 5-inch TFT colour display which supplies vivid information delivery and management of all systems, as well as the connectivity of Honda Smartphone Voice Control system (HSVCs) for Android and IOS devices. All lighting is LED; the indicators auto-cancel and also include Emergency Stop Signal (ESS) technology to warn other road users of sudden braking.
A range of accessories, including quickshifter, soft and hard luggage, rally/touring equipment and cosmetic enhancements are ready to go for an owner’s preference (see full list below: 4. Accessories).
The 23YM XL750 Transalp will be available three striking colour options including, of course, the beautiful Tricolour paying homage to the original XL600V, marking the return of an icon.
Matte Iridium Gray Metallic
Mat Ballistic Black Metallic
Ross White Tricolour
- Key Features
3.1 Styling & Equipment
- Fairing and bodywork balance aerodynamic wind protection, on-road comfort and off-road ability
- Practicality from 850mm seat height, USB socket and rear carrier
- Premium feel of a 5-inch full colour TFT screen with Honda Smartphone Voice Control system (HSVCs)
- Full LED lighting and Emergency Stop Signal (ESS) technology for the rear indicators
In imagining the perfect lines for the Transalp’s bodywork, the Rome R&D designers’ aim was to strike a balance between aerodynamic performance and wind protection at speed matched to a sense of lightness and freedom at low speeds. The concept tagline used throughout was ‘Friendly Toughness.’
The result is sleek, simple and clean bodywork. It has a purposeful look and feel, with zero excess and is built tough. For open visibility forward – and excellent wind deflection – the screen’s height has been carefully optimised. Its compact width also minimises turbulence from ‘trapped’ air. A tall screen and upper/lower around the front and side of the screen deflectors will be available as accessories.
This bike is built to go the distance, so genuine comfort – also for two – matters. Seat height is low for the class at 850mm (an 820mm low seat is also available as an option) and the riding position is upright for natural control and leverage. The riding geometry also works well when standing up. A rear carrier is standard and there’s a USB socket under the seat.
The instruments comprise a 5-inch, full colour high-visibility TFT screen, which offers four types of speed/rpm display – 3 analogue rev-counter styles and 1 bar – according to rider preference – as well as fuel gauge and consumption, riding mode selection and engine parameters, gear selected and customisable shift-up point on the rev-counter. Management is via the screen and switchgear on the left handlebar.
Also incorporated into the interface is the Honda Smartphone Voice Control system, which links the rider to their Android while on the move and allows voice management of phone calls, messages, music and navigation. Several of the HSVCs functions will also be accessible on IOS smartphones. A helmet-mounted headset is needed, and the smartphone connects to the dash via Bluetooth; management of Honda Smartphone Voice control is also possible using buttons the left switchgear.
To simplify and miniaturise the entire electrical system the Transalp uses a Controller Area Network (CAN) alongside a Body Control Unit (BCU). The BCU is sited on the left-hand frame rail, under the fuel tank and collectively processes control signals – from the ABS modulator, TFT screen and switch gear.
All lighting is LED. The rear indicators feature an Emergency Stop Signal (ESS) function. At a minimum speed of 56km/h with either brake working, if negative acceleration of a minimum of 6.0m/s2 is detected, the hazard lights flash to warn other road users a hard stop is in process. At the same speed the threshold is reduced if ABS is activated, to a negative acceleration of a minimum 2.5m/s2.
They also auto-cancel; rather than using a simple timer, the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the situation.
3.2 Engine
- 755cc, 8-valve Unicam parallel twin-cylinder engine with 270° crank
- 5kW @ 9,500rpm, 75Nm torque @ 7,250rpm and 35kW A2 licence option
- Transalp-specific TBW mapping for touring focus
- Patented Vortex flow intake ducts and tuned exhaust note
- Assist/slipper clutch
Starting from a clean piece of paper, Honda’s development engineers set out to build a brand new twin-cylinder engine to power both the street fighting CB750 Hornet and adventuresome XL750 Transalp.
The resulting 755c, 8-valve Unicam unit has bore and stroke set at 87 x 63.5mm, with compression ratio of 11.0:1. It produces a hard hit of top end power, with maximum output of 67.5kW @ 9,500rpm. This is accompanied by mountains of usable torque in the low to mid rpm range, rising to a peak of 75Nm @ 7,250rpm. The result is an engine that provides usable, enjoyable performance for rides of all types and all distances, and for riders of all experience levels.
The new engine is extremely compact and lightweight, due in no small part to the Unicam head (as used by the MX competition ready CRF450R) which operates the 35.5mm diameter inlet valves (with 9.3mm lift) via cam, and 29mm diameter exhaust (with 8.2mm lift) by rocker arm.
The compact dimensions are also due to clever packaging: there’s no balancer drive gear since the primary drive gear doubles up duties and also spins the balance shaft; the water pump is tucked away inside the lefthand engine cover and there’s no need for a water-cooled oil-cooler.
For razor-sharp pick-up and throttle response, patented Vortex flow ducts create a more uniform distribution from the side scoops into the airbox, which then feeds downdraft intakes and 46mm diameter throttle bodies. The cylinders use a Ni-SiC (Nickel-Silicon Carbide) coating, as used on the CRF450R and CBR1000RR-R Fireblade, to increase the engine’s efficiency.
The crank uses a 270° firing order for characterful, twin-cylinder pulse feeling. The exhaust note is tuned for a pleasing low-end beat and raucous top-end howl.
While mechanically identical, the Transalp’s engine TBW settings are tuned differently to focus on an engine ‘flavour’ in keeping with the long distance, touring work for which the Transalp will be the ideal machine.
An assist/slipper clutch – with F.C.C Leaning Segment (FLS) discs – reduces clutch drag torque by 30%, for a lighter lever load and easier up shifts. It also manages rear wheel hop under hard braking and rapid down changes.
Fuel consumption of 23.km/l (WMTC mode) offers a potential range of 390km from the 16.9L fuel tank. And just like the Hornet, a 35kW, A2 licence option will also be available through a quick ECU remap at a Honda dealer.
3.3 Engine Electronics
- Four default rider modes; SPORT, STANDARD, RAIN and GRAVEL
- USER customisation option between all levels
- Four levels of Engine Power and three of Engine Brake
- Five stage Honda Selectable Torque Control with integrated Wheelie Control
- Off-road ABS brake setting allows rear caliper to be switched off in USER mode
Throttle By Wire (TBW) engine control offers four default riding modes: SPORT, STANDARD, RAIN and GRAVEL, adjusting the engine’s performance delivery and feel to suit conditions and the rider’s intent; they’re easily switched and managed between the left handlebar mode and TFT screen. There is also a specific USER mode that allows the rider to fine tune their own personal settings
There are 4 levels of Engine Power (EP), 3 levels of Engine Brake (EB), 2 levels of ABS, and 5 levels of Honda Selectable Torque Control (HSTC) available; HSTC and rear ABS can also be switched off. The riding modes offer different combinations of each parameter. Wheelie Control is also standard and integrated to HSTC.
SPORT mode offers maximum performance and uses level 4 EP, level 2 ABS and level 1 EB and HSTC to deliver strong acceleration with minimum intervention.
STANDARD mode is a mid-way setting for urban riding that uses level 3 setting for EP and HSTC, with level 2 EB and ABS.
RAIN mode is designed for challenging on-road conditions and employs the lowest EP setting, level 1, for the least aggressive power delivery with level 2 EB and ABS and 5 HSTC.
GRAVEL mode features level 2 EP, level 3 EB, and level 4 HSTC with level 1 ABS setting for confident travel on rougher terrain off road.
USER mode allows the rider to choose between settings 1-4 EP, 1-5 HSTC and 1-3 EB plus rear ABS switch off, and save them for future use.
3.4 Chassis
- Lightweight 18.3kg steel diamond frame with integrated subframe
- Showa 43mm SFF-CA USD forks and Pro-link rear shock; both spring preload adjustable
- Two-piston front calipers/310mm wave discs; single piston caliper/256mm rear disc
- 21/18-inch wheel combination wearing 90/90-21/150/70-18 front and rear tyres
The steel diamond mainframe is lightweight, at just 18.3kg – 10% lighter than the frame of the CB500X. A major R&D process of reducing the number of reinforcing parts, thinning of the main and down tubes, and optimisation of the upper shock mount and swingarm pivot shape has produced a hugely strong platform, with rigidity balanced to deliver feel to the rider across all conditions and geometry set to inspire confident handling agility. The integrated heavy-duty subframe employs high-tension steel pipework for strength and toughness.
Rake and trail are set at 27° and 111mm, with wheelbase of 1560mm and kerb weight of 208kg. Slow speed U-turns are easy thanks to a 42° steering angle and 2.6m minimum turning circle.
The suspension specifications have been selected with the all-round concept firmly in mind, with long travel and superb bump absorption to deliver smooth performance and comfort on-road, and reassuring control off-road. Showa 43mm SFF-CATM (Separate Function Fork-Cartridge) USD forks offer 200mm travel with spring preload adjustment, and mount by a forged aluminium bottom yoke and cast aluminium top yoke, for a perfect balance of strength and rigidity in wide-ranging riding situations.
With 190mm travel the remote reservoir Showa shock (with adjustable preload) operates through Pro-Link and the swingarm which, while employing the same castings as the CRF1100L Africa Twin’s, uses aluminium material exclusive to the Transalp. Ground clearance is 210mm.
Compact, two-piston calipers work dual 310mm ‘wave’ discs. The rear 256mm ‘wave’ disc is operated by a single-piston caliper. 21/18-inch front rear (stainless steel) spoked wheels wear (tubed) 90/90-21 and 150/70-18 tyres; Metzeler Karoo Street or Dunlop Mixtour.
- Accessories
A full range of accessories are available for the XL750 Transalp, ready for personalisation to an owner’s preference and use, including a quickshifter and low seat option.
To make it easy there are 5 packs that group the accessories neatly together:
URBAN PACK
(practicality and storage)
50L top box, aluminium panel, mounting base, pillion pad and inner bag plus tall screen and main stand.
TOURING PACK
(comfort and storage)
Rear panniers (R26L / L33L), aluminium panels, support stays, inner bags and heated grips.
ADVENTURE PACK
(style and functionality)
Side pipes, LED fog lights and radiator grill.
RALLY PACK
(style and functionality)
Quickshifter, engine guard, bash plate, off-road rally footpegs and knuckle guards with extensions.
COMFORT PACK
(comfort and practicality)
3L tank bag, wind deflectors, comfort pillion footpegs and AAC charging socket.
Additional accessories include side tank pads and colour matched wheel stripes and all accessories are also available separately.
- Technical specifications
| ENGINE | |
| Engine Type | Liquid-cooled OHC 4-stroke 8-valve parallel twin with 270° crank and Unicam |
| Engine Displacement | 755cc |
| Bore x Stroke (mm) | 87mm x 63.5mm |
| Compression Ratio | 11.0:1 |
| Max. Power Output | 67.5kW @ 9,500rpm |
| Max. Torque | 75Nm @ 7,250rpm |
| Noise Level (dB) | Lwot – 81.5; Lurban – 77.5 |
| Oil Capacity | 3.9L |
| Starter | Electric |
| FUEL SYSTEM | |
| Carburation | PGM-FI electronic injection |
| Fuel Tank Capacity | 16.9L |
| CO2 Emissions WMTC | 103g/km |
| Fuel Consumption | 23km/l |
| ELECTRICAL SYSTEM | |
| Battery Capacity | 12v 8.6Ah |
| DRIVETRAIN | |
| Clutch Type | Wet multiple, assist slipper clutch |
| Transmission Type | 6 speed Manual Transmission |
| Final Drive | Chain |
| FRAME | |
| Frame Type | Steel diamond |
| CHASSIS | |
| Dimensions (L´W´H) | 2,325mm x 838mm x 1,450mm |
| Wheelbase | 1560mm |
| Caster Angle | 27° |
| Trail | 111mm |
| Seat Height | 850mm |
| Ground Clearance | 210mm |
| Kerb Weight | 208kg |
| Turning radius | 2.6m |
| SUSPENSION | |
| Suspension Front | Showa 43mm SFF-CA – 200mm travel |
| Suspension Rear | Monoshock damper, Pro-Link swingarm, 190mm travel |
| WHEELS | |
| Wheels Front | 21in (stainless steel) spoked wheels |
| Wheels Rear | 18in (stainless steel) spoked wheels |
| Tyres Front | 90/90-R21 M/C 54H |
| Tyres Rear | 150/70-R18 M/C 70H |
| BRAKES | |
| ABS Type | 2 channel |
| Brakes Front | Dual 310mm x 4.5mm ‘wave’ discs with axial mounted 2 piston calipers |
| Brakes Rear | Single 256mm x 6.0mm ‘wave’ disc is operated by a single-piston caliper |
| INSTRUMENTS & ELECTRICS | |
| Instruments | TFT |
| Headlight | LED |
| Taillight | LED |
| Connectivity | Honda Smartphone Voice Control |
| USB | Type C (under the pillion seat) |
| 12V Socket | Optional |
| Auto Winker Cancel | Yes |
| Quickshifter | Optional |
| Security System | HISS |
** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.
The only reason I sold my 89 TransAlp was the 5000+ rpm cruise number on the freeway. Years later and much lower rpm with the Triumph Scrambler, I was in Hog Heaven even though not as svelte looking as the TransAlp. Now along comes this XL750 TransAlp as a PERFECT combination of the 89 TA and the Scrambler. All the best of both for a 80/20 street/dirt motorcycle.
When it comes to the USA, I may buy it, even though I can’t ride anymore, just for the hell of it.
Beautiful form and function forever.
I think they nailed it personally. It looks great to me, has a powerful engine, and has components that will keeps the cost down while being adequate for what a bike like this is capable of.
Hopefully, by the time it comes to the US it’ll have fully adjustable suspension and tubeless wheels. Until then, I’m happy with my Tuareg.
Once and for all. Tubeless tires Suck in the dirt. I have bent rims in the rocky dirt with tubes, and never lost air, got back to camp too. Wish some one still made Rim Saver tires, cause the rims are kinda expensive now.
I’m seriously considering a Taureg. I’m bummed that I never bought a Husqvarna TR650 back in the day, the Aprilia might make up for that.
Exactly my thoughts.
Good, now build a “high zoot” version and I may trade in my ATAS ES.
Looks fantastic. It’s not a Europe only bike so the title is a bit misleading. Australia are getting it, and last time I checked it wasn’t part of Europe.
The problem is that the US won’t be getting this for a year (or more).
This is just like the situation that occurred with the Yamaha Tenere 700 and might be repeated again with the new and much improved Yamaha Tenere 700 World Raid.
Can someone explain why the Japanese manufacturers have repeatedly delayed their introductions here? This situation has been going on for decades now. The Honda VFR800 was introduced in OZ and NZ on 1997 a year before it showed up here. I was traveling in NZ in 1997 and came upon the new VFR800 in a parking lot. I initially couldn’t figure out what it was. I thought it was another Ducati because it was red.
I notice some rather low-spec items on this bike like two-piston front brakes. Huh? I guess that this is because they were afraid of novices locking up their brakes in the dirt and suing them.
If you are traveling in Oz or NZ, be sure to visit a big motorcycle dealer there. There you will see lots of motorcycles on display that you have never seen before because they have never been sold in the US. Models like Honda’s seemingly indestructible, heavily protected farm motorcycles which look like they could probably survive being tossed off a high cliff. They would be just the thing for deer hunting in places where a normal ATV can’t go and a normal dirt bike is too fragile.
“Can someone explain why the Japanese manufacturers have repeatedly delayed their introductions here? This situation has been going on for decades now.”
The U.S. market is not very important to the Big Four. It’s important to Ducati, BMW, and, to a lesser degree, Triumph, but not to Japan, Inc. When it comes to product planning, we simply don’t buy enough full-sized motorcycles to matter. We get the staple products, and that’s about it.
It wasn’t always that way, but the U.S. market is so dead now that this allocation issue is only getting worse every year. Note that despite lacking any proper sports-tourer in their U.S. product lineup, Honda still hasn’t given us their all-new NT1100 that’s sold in nearly every other first-world country on the planet.
The U.S. simply doesn’t rate. We are no longer a streetbike motorcycle market for Honda.
“I notice some rather low-spec items on this bike like two-piston front brakes. Huh? I guess that this is because they were afraid of novices locking up their brakes in the dirt and suing them.”
Nothing of the sort. Cheaper components are spec’d for the purposes of cost cutting. This is a budget bike, not a flagship model.
Interesting you say that. We have data widely available that shows the US on an INCREASE of motorcycle sales, year over year. There were 550,000 new motorcycles sold in the US last year with Honda making up 332,000 of those sales. So far, 2022 shows Honda gaining even more with 437,000 bikes sold this year. For perspective, Australia has 102,000 new bikes in 2021. Why? Australia has harmonized with global testing standards whereas the US hasn’t. We saddle manufacturers with additional ridiculous requirements and redundancy. Honda wants to bring this bike to the US, they just need to spend about a year getting it through compliance paperwork.
it’s called CARB
That 550k number includes ATV’s and UTV’s. 2021 was a better year for US motorcycle sales but the market has never recovered to anywhere near pre 2008 volumes when US volume was over 1m units annually.
It’s interesting to look at the IIHS site’s motorcycle registration figures in the US. From 2002 to 2010 registrations almost doubled to just over 8m then they take another 10 years to peak at 8.6m. By that time 5.4million of the registrations were bikes 10+ years old. We’ve simply stopped buying bikes in meaningful numbers compared to other regions of the world.
CARB has little to do with it. The US is the most fertile consumer market in the world. California sells so many cars that they can impose their own emissions standards. Name for me a reasonable well known car model that’s available in the US but not in California.
This is street sales only https://www.statista.com/statistics/183549/us-sales-of-motorcycles-since-1990/
US motorcycle sales are declining for at least three reasons. Among them: 1) video games are more fun, accessible, safer and cheaper than motorcycles for kids. 2) Safety. Watch YouTube motorcycle crash compilations and parents immediately say, “I don’t think so.” 3) Lack of nearby places to ride. The days are over for tooling around the neighborhood, back alley, empty lots, in the woods and country roads. It was nice while it lasted.
There were plenty of video games when I was a kid, and safety was always the number one reason parents looked down on motorcycles. So I don’t think those two points have much to do with it. I do think your third point has much to do with the decline, though. Most yards are the size of postage stamps, now, and the fields and woods where a lot of bikes were ridden that aren’t neighborhoods and retail centers already have long ago sold to developers or large agriculture conglomerates that enforce (understandably considering the liability involved) their properties rights. Kids no longer see their peers rolling down the neighborhood road on a Big4 85cc and envy the freedom and cool factor.
We know that perceived safety/vulnerability is a significant obstacle to incoming motorcycle riders, this is true of bicycling too. People are afraid of sharing the road with inattentive drivers. This concern predates cel phone use.
I think one of the problems here is the lack compelling bikes. Whole categories of cool bikes are absent from the US market. We get pretty run of the mill bikes here while so much more variety is available across the pond. Langen? Nope. CCM? Nadda. Fantic, Moto Morini, Benelli, Bimota, Italjet? Ah, no, sorry.
If you want to sell a young person on motorcycling, you first have to get their attention with a piece of equipment that makes the want to learn how to ride.
https://www.langenmotorcycles.co.uk/
https://www.ccm-motorcycles.com/
https://youtu.be/pulhkLDcfW8
You can thank the layers of US bureaucracy and compliance hoops than companies need to jump through to get a vehicle approved here. It doesn’t matter if it has already been proven to already match or beat more stringent regulations elsewhere.
It really isn’t that. Most major markets have regulatory requirements for vehicle import. It’s that Americans don’t purchase enough motorcycles to make approval of more models worthwhile.
Maybe you missed the statistics I shared above where the US buys more than five times the number of street bikes than Australia, yet Australia gets all the cool models that we don’t. Why? Because Australia piggybacks on other’s requirements and doesn’t create any special testing or requirements of its own.
Australia has a population that’s 13x smaller than the US, they’re 14m smaller than california. Of course they buy fewer bikes. That they only buy 5x fewer motorcycles is really interesting to me.
Thumbing through a couple of the manufacturer’s sites I don’t see a bunch of interesting stuff we don’t get. Only a couple of “agriculture” bikes (but they don’t get recreation level off road bikes) and smaller displacement stuff that hasn’t sold well in the US since the 70’s. The Yamaha Tri-City 300 scooter looks interesting.
I don’t think regulation has had any impact on the US motorcycle market. We just collectively lost interest.
Young people no longer ride.
Hard to stare at your iPhone and stay alive on a motorcycle.
after all the statistics peeps are rambling about ..you hit the nail on the head.. im in bike sales !
It’s not just Europe. In the 1980’s Canada had a sometimes better and often different selection of Japanese motorcycles. Honda NSR 400, Yamaha RZ500, Suzuki RG500 those being two strokes easily explained the lack of import. But Honda CX650E, 1985 Suzuki GSXR 750, 1982 Suzuki 1100 Katana, etc. The 1986 Yamaha Fj1200 was rated 5 hp more due to turning vs the American counterpart.
At the time the Canadian market was more focused one sport bikes while the American market appetite was feeding on Harley-Davidson’s and Japanese knock offs of Harley-Davidson.
Of course the holy grail of gray market imports is the Suzuki DR 750/800’s which are rare even in Canada.
Just nosy… What does A2 License mean?
Cost to enable higher HP?
So far as I know, quite the opposite of what you are hoping because power is reduced to comply with regulations governing novice riders.
Probationary license in Europe/England where newer riders are required to have lower horsepower rides until they have more experience and can prove that they are capable to handle higher powered bikes.
I’m very surprised that Honda didn’t de-tune the engine when compared to the Hornet. Hopefully, low-end torque won’t suffer. 458 lb is pretty good, especially for Honda.
The old tuned for torque story isn’t used very often anymore. People started to compare dyno results and found that the tuned for torque engines made less power everywhere. It’s certainly possible to tune for more power at lower RPM. But for some reason they never seemed to actually do that. And if 458 pounds is “pretty good”, well, there are a great many things that the manufacturers never actually do.
The original TransAlp was about 431 pounds, and less than 600cc. The Triumph Scrambler was about 451 pounds and 865 cc. Both bikes were street bikes with some off road capabilities and a lot less power than this new TransAlp which is not a pure dirt bike, so I am comfortable with the “pretty good 458” pounds, however I am Very Unhappy with all the unnecessary modern gadgets that Are SO Popular now. The more you have the more to break.
PS – I owned both bikes referenced above and they were the most satisfying of all I have owned.
I had 2 of those “de-tuned for low end torque” bikes, a Honda Magna with a de-tuned VFR750 engine and a Suzuki 650 Vstrom with a de-tuned SV650 engine.
I owned both while a friend owned the donor bikes. In both cases, there was no circumstance where the VFR and the SV didn’t destroy my de-tuned bikes. Low end, top end, mid-range, roll-on, you name it. And it wasn’t even close, it was a slaughter.
Glad to see the Transalp will have the full 90 hp from the Hornet, especially since the Africa Twin only has 101 hp.
People finally realized that companies like Harley lied when they were trying to convince people that bikes with less power were more … powerful.
Tubes? FTN. I hope Honda is sued for using bicycle wheels on a freeway capable motorcycle. They can take an airborne intercourse. What a joke. If it comes here I hope it gets nailed to the floor and given the ‘tard markup at dealers, it will. WTF indeed.
I agree. Tubeless spoke wheels have been around since Joe Biden was a middle-aged man. This issue is one of the few non-negotiables for me and many others for a road going motorcycle in 2022. I was looking forward to this model but I’ll pass if it ever comes to the U.S.
Bicycle wheels? I’ve not run tubes in my bicycle tyres for 20 years.. it’s not the 1990s any more!
Tubes on almost any bike are not cool, agreed.
KTM made 700 890 Adventure R Ralley last year. They are fetching a huge premium right now. It had their Pro suspension that would cost you $7000 to upgrade to on a normal 890R. It also came with tougher wheels and, you guessed it, tubes. Why I’m sure you’re asking. Because professional off road racers ride tubed tires because you can burp tubeless tires and you are instantly screwed. The next guy with his “bicycle tires” can hit the same thing just as hard and not notice a thing. The guy behind him might have swapped his tubes with inserts and he ain’t stopping for anything.
All that said. I ride tubeless on all my bicycles, though some of them have Cushcore. But only two of my seven motorcycles are tubeless. The wimpy ones used for mundane tasks. I don’t have a trials bike right now. Those have tubeless rears at least, some run tubeless fronts as well. Not a lot of high speed stuff at a trials event. Even so. I’ve flatted a few times at observed trials events. I have a little too much fun railing the loop trail from time to time. Some of those events have really fun loop trails.
Some people like to wear pants without underwear claiming it’s the latest in technology and provides additional sportiness along with greater “freedom”. However, it’s been well understood since we first climbed into them that they offer an increased level of support and security with an additional layer of protection against skid marks.
no tubeless
no cruise
low grade suspension
the old TA came here and it was before it’s time so no one bought it
this one has plenty of competition with nice extras so no one will buy it