Suzuki’s all-new V-Strom 800DE is a capable new player in the midsize off-road ADV segment

I don’t recall anything about Suzuki’s all-new V-Strom 800DE jumping off the page when it was first revealed. The 776cc parallel twin “Dual Explorer” was promised to be Suzuki’s more off-road-capable offering. There was no build-up to Suzuki’s grand reveal of the 800DE—a daring departure from Suzuki’s V-twin-powered adventure line. The spec sheet didn’t prompt much intrigue, either, especially with a curb weight of 507 lb.

That said, there are some important lessons to be learned here. Topping that list, you don’t have to reinvent the wheel to create a damn good machine. And you can’t read a bike by its paper specs alone. You have to ride a new motorcycle to really know what you’re dealing with. And the master chefs at Suzuki deserve three Michelin stars for cooking up the exceptional 800DE. It’s in the execution, the tantalizing chassis structure, ground-gripping response, perfectly balanced with savory overall stability that will blow you away, and leave you telling your buddies, “You gotta try this!”

• Order Up!

On asphalt, the V-Strom 800DE is a delight. Liquid-smooth through turns with plenty of torque to make canyon carving a blast. It’s comfortable and stable at speed with great (but very neutral) ergonomics and a nice cockpit. Freeway miles are easy and relaxing, yet it’s nimble enough to get sporty. Overall, it’s a very nice balance between stability and agility. But let’s get right to the heart of our stew—off-road performance—where this model seeks to stand apart from the V-Strom lineup.

Some bikes, as well-behaved as they may be on the road, can completely forget their off-road manners. Once the chattery hard pack of the truck trail began, I winced as I waited to find where the 800DE would come unsettled. Surely some of the bumpy switchback turns would give me a little bit of a pucker, especially on its 80/20 tires. But an unsettled moment never came.

The V-Strom’s stable and comfortable quality invited me to push harder as I discovered that this rock-solid stability was only the beginning of where the chassis truly shone. As things get more aggressive, you’ll find the 800DE soaking up rider input, and responding with that same familiar razor-sharp handling that Suzuki’s RM-Z dirt bikes are famous for. From a standing position, you’ll feel the handling react instantly to a shift in your weight. Its responsive dynamics build your confidence in the machine as the bike dances along bumpy, rocky roads with precision.

800DE soaking up rider input, and responding with that same familiar razor-sharp handling that Suzuki bikes are famous for.

At the core of this excellent balance is the 800DE’s steel-tube backbone-style frame, which Suzuki designed around the all-new compact parallel-twin engine. Those master chassis chefs not only factored in how engine placement affects handling but also where the rider’s hip point sits—in this case, further forward than other ADV models—allowing the rider to shift their weight to optimum effect.

This lightweight-handling V-Strom might not be the lightest on the scale, but this is why I don’t pay much attention to those figures. A responsive chassis will always feel lighter than a sluggish-handling bike, no matter what the scales say. In fact, if it’s a few extra pounds that contribute to this glued-to-the-ground feel, I’ll take it. The plush Showa suspension certainly assists in the planted quality as it stays quite active in soaking up the terrain.

The suspension, however, is also the point at which you might find the pucker factor—it is soft, very soft. The forks are pretty easy to blow through. It’s very comfortable and compliant when you’re moving, but when the wheels come up, prepare for a solid clack. A G-out, water breaks or even a little altitude will likely result in bottoming one or both ends.

Fortunately, Suzuki was kind enough to give the 800DE a very big window of suspension performance. The Showa forks have compression and rebound damping adjustability, and even spring preload at the fork’s caps. We went a half-turn in on each side to give it a little better holdup, which was a step in the right direction, even under heavy front braking. But more aggressive off-road riders will likely head for a suspension re-valve and perhaps heavier springs. Slap on some more aggressive rubber while you’re at it and you’ll have a pretty potent off-road ADV weapon on your hands. In fact, it’s something we’re looking forward to. Until then, simply stay low to the ground and you can still have a blast in the dirt.

The suspension is soft. Fortunately, Suzuki was kind enough to give the 800DE a very big window of suspension performance.

The Showa shock is link mounted, also adjustable, with compression and rebound clickers. It also features a preload adjust knob for quick settings changes. This is a nice touch if you occasionally travel with a passenger, or bags, or both. You’ll find the preload adjust knob attached to the right-side passenger footpeg mount, which I have to take a moment to whine about. I usually remove the passenger pegs straight away so I don’t run the risk of catching a boot, but I couldn’t remove them from the 800DE without somewhere else to mount the preload knob. However, they never got in the way.

In the power department, the 800DE scores another high mark with its all-new 776cc parallel twin engine. You have a choice of three engine modes: Active (sport mode), Basic (normal), and Comfort (rain or slippery surfaces). If sportier road riding is your thing, then Active mode is for you. I found it a bit too pipey and revvy for my limited street skills, so I rode in Basic mode most of the time, both on the road and off. No matter the mode, acceleration is solid and smooth, pouring on the power in a predictable manner and never skipping a beat. The ride-by-wire throttle keeps the bike responsive, with crisp response when you crack your wrist.

The 800DE is the only V-Strom with a parallel twin instead of a V-twin.

The six-speed gearbox is well spaced for plenty of versatility, as well. Gear spacing is even and balanced, in keeping with the smooth, predictable power of the engine. One thing I noticed when I was off-road, however, and only when I was off-road, was that the jump from first to second was a bit tall. I only noticed this when crawling through technical terrain, such as loose rocks or bumpy switchback turns. I’d rather run a gear high and lug it than to be at higher RPMs in first gear, which can be lurchy and less stable, but the gap is a bit too wide to let you do that. The off-roader in me would rather have some shorter ratios in the low gears and space it out more up top.

Shifting was slick and precise, although the bi-directional quickshifter could use some ironing out at low speeds. I found it worked best north of third gear and in the higher RPMs, but clutchless shifts in the lower gears were only smooth when I was leaning into the throttle. Simply accelerating down the street, however, clutchless shifts were a little chunky, so I resorted to using a touch of clutch.

At the controls, the V-Strom offers a tasteful five-inch TFT display where you will find several other features in its electronics suite. The 800DE is not equipped with an IMU (inertial measurement unit), which would gift you with a bevy of “smart” features and rider aids that many of its midsize ADV competitors offer. But the V-Strom still packs a lot of performance versatility into its proprietary Suzuki Intelligent Ride System (S.I.R.S.), such as traction control modes, ABS modes, and the blissful ability to shut them all off.

The 800DE packs a lot of performance versatility into its proprietary Suzuki Intelligent Ride System (S.I.R.S.).

Engine modes, ABS and TC parameters are each adjusted individually, meaning that there are no preset modes such as “Off-Road” that will put you in the right combination for all three. The easy-to-navigate system will let you quickly set these three inputs, which will remain set until you turn off the key (in which case only the ABS will default back on). Traction control offers levels 1, 2 and 3 for increasing levels of sensitivity. Suzuki also introduced its new Gravel mode, traction control specially calibrated for off-road conditions, which would likely be a welcome aid for riders not yet comfortable breaking traction.

ABS offers two modes, for varying levels of intervention. OFF will disengage rear ABS only while the front remains active, which I found to be just fine off-road. It all adds up to a relatively simple and easy-to-use electronics suite, and while the lack of an IMU might be a strike against the overall performance capabilities, it also keeps the cost of the 800DE down.

• More to Love

Other highlights of the 800DE are the ergonomics and excellent stand-over position. The narrow profile and ample knee room allow you to dance with this beauty. The V-Strom reacts to your every move and dares you to keep twisting the throttle.

Other highlights of the 800DE are the ergonomics and excellent stand-over position.

The headlight is also a strong point of the 800DE. Perhaps a little too strong. But at least you’ll be seen!

The Nissin brakes are also very powerful, a pair of dual-piston calipers pinching 310mm discs up front. When paired with 8.7 inches of squishy suspension, be prepared for the bike to pitch forward under hard front braking. This caught me by surprise a couple times while braking into turns, but making sure to link both front and rear braking action on twisty roads was the best way to keep the DE stable through the twisties. But as mentioned earlier, dialing in a bit more preload on the fork spring seemed to be a step in the right direction here.

A manually adjustable windscreen would be nice. Having to remove all four bolts and physically remove and reattach the windscreen is a pain. Another wish list item would be cruise control, at least as an option.

A manually adjustable windscreen would be nice.

• The Bottom Line

I’ll admit, I’m nitpicking at this point, and don’t want to lose the message that there is something unique here. The 800DE is the most capable ADV bike in the V-Strom lineup, so much so that it makes me wish they had named it something different. This model deserves its own identity because it will very likely have the more aggressive off-road ADV crowd taking a second look at Suzuki. Not to mention, it’s the only V-Strom with a parallel twin instead of a V-twin.

It may not have burst onto the scene with much pizzaz, but the V-Strom 800DE is easily one of the most intriguing bikes of the year, and proof positive that a great bike isn’t simply on a spec sheet. Ingredients become greater than the sum of their parts when you know what you’re doing in the kitchen. Bon appetit!

The 800DE is easily one of the most intriguing bikes of the year, and proof positive that a great bike isn’t simply on a spec sheet.

MSRP: $11,599

SuzukiCycles.com

PROS:

• Responsive chassis gives excellent off-road agility
• Smooth, capable engine with very versatile power (three engine modes)
• Fully adjustable suspension
• Dash and electronics are clean, easy to adjust

CONS:

• Ultra-soft suspension
• Quickshifter could use fine-tuning
• Toolless-adjustable windscreen would be nice

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Jean Turner is a freelance journalist/photographer in the powersports industry. She has been riding and racing motocross and enduro for over 18 years, during which she has worked for a number of publications such as Cycle News, Dirt Rider magazine, Dirt Bike magazine, Racer X, Motocross Action Magazine, and international publications in Europe, Japan, and Australia. Turner grew up riding in the Southern California desert with her family and now travels the world as a media correspondent covering and shooting motorcycle races, manufacturer intros, and off-road/adventure tours. Follow her travels and stories on Instagram @kalamity_jean.

ADVMoto has been tracking adventure bike segment growth since before it was a popular genre in in North America. Over the past 20 years, the selection of adventure bikes in all sizes and configurations has never been better!  This year's EICMA only adds fuel to that fire with even more models from more brands trying to capture more of this exciting market space. We're especially happy to see the long awaited 450cc range bikes finally starting to populate the market. The United States, like the rest of the world, is fully ready for more options in this size category and after over decades of waiting, we're so happy to see it finally start to arrive! 

• 2024 Royal Enfield Himalayan 450

Royal Enfield’s docile Himalayan gets a serious punch-up for 2024 with the reveal of the all-new Himalayan 450. Sharing little with the familiar 411cc platform aside from the name, this clean-sheet model features the brand new 450 Sherpa engine, a 452cc single-cylinder DOHC liquid-cooled engine putting out 39.5 horsepower and 29.5 lb-ft of torque.

The all-new chassis uses the engine as a stressed member, the absence of a cradle frame granting the Himalayan 450 ample ground clearance. A 43mm USD fork and single shock improve the suspension action while a six-speed gearbox, throttle by wire, multiple rider modes and 4-inch round TFT display further elevate the performance of the Himalayan.

Despite the more streamlined look, it offers an increased fuel capacity of 4.5-gallons, giving you a claimed range of 280 miles. (If that’s even close to accurate, we’re already impressed.) The new generation Himalayan will be available in the U.S. some time in 2024.

We recently traveled to the Himalayan Mountains of India for the launch of this all-new Royal Enfield model, so look for the full video review from ADVMoto  below with print and online coming soon!

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Click Here to Read the "All-New 2024 Himalayan 450 Specs Released"

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Royal Enfield also used the EICMA stage to reveal an electric Himalayan prototype, the HIM-E, the first step of Royal Enfield’s future toward “Sustainable Exploration with Electric Mobility.” How soon might we see a production e-powered Royal Enfield adventure bike? It’s hard to say. For now, the Indian manufacturer calls the HIM-E “the first step of a bigger adventure.”

• CFMoto 450MT

CFMoto surprised many by unleashing the new 450MT into the global mid-size lineup.  It sports a DOHC,270 degree-offset crankshaft found in many larger parallel-twin and claims to pump out almost 44hp and 33 ft-lbs of torque. 

 All this power sits in a tubular steel frame which rides on a 21/18 inch wheel set.  Like Royal Enfield's Himalayan 450, we're now seeing the 450MT with spoked tubeless rims, previously only found on larger bikes. Also like the new Himalayan 450, the 450MT features 7.9 inches of front and rear suspension travel.

It looks like TFT screens are becoming de rigueur even on smaller and midsized bikes. The 450MT is also packed with a 5 inch curved TFT display that can update wirelessly with what they call "Over-The-Air" or OTA functionality. 

Two colors (Tundra Grey and Zephyr Blue) are available for this first gen bike but pricing and North American availability are not yet announced at the time of this writing. Could it be, after years (if not decades) of waiting, we're finally seeing the 450 adventure field bloom?   

• 2024 Triumph Tiger 900 Lineup

Triumph’s new Tiger 900 family boasts more power from its 888cc triple-cylinder engine. The Tiger family also whittles down to three models from the previous six offerings, now featuring the 900 GT, the 900 GT Pro and the flagship 900 Rally Pro for 2024.

 

The 888cc three-cylinder engine boasts a 13% boost in power thanks to new pistons, a new cylinder head design and a compression ratio boost. Breathing is improved thanks to revised intake and exhaust ports, new camshafts and a new 3-into-1 exhaust system. All in, the higher-revving motor bumps horsepower power from 93.7 to 106.5, peak torque growing a bit less from 64 to 66.38 lb-ft. Triumph’s refined powerhouse is even more impressive when you factor in the claimed 9% improved fuel efficiency and reduced emissions.

Chassis remain largely unchanged for all three models, the GT and GT Pro still rolling on Marzocchi suspension and cast wheels while the more off-road aggressive Rally Pro features Showa suspension and spoked tubeless wheels.

The best news of all? The new Tigers carry the same price tags—MSRPs are unchanged from 2023 with the Triumph Tiger GT starting at $14,995, the Triumph Tiger GT Pro at $16,895 and the Triumph Tiger Rally Pro at $17,395.

• 2024 Yamaha Ténéré 700 Lineup

Big Blue has some exciting news about the Ténéré 700 lineup, with the announcement of the Ténéré 700 Explore, the Ténéré 700 World Raid and the Ténéré 700 Extreme adding to its 2024 offerings. But before you get too excited, know that these are only for Europe—not for you. These models are not yet slated for an arrival in the United States. (“Dear Yamaha…”)

The Ténéré 700 World Raid model lets you (well, maybe not you. Just Europeans) go the distance with dual high-capacity fuel tanks, and will be available in Icon Blue and Mistral Grey. The Ténéré 700 Explore model makes adventure riding more accessible and a little more comfortable with a 15mm shorter seat height and a 50% larger windscreen for better wind protection.

The Ténéré 700 Extreme is, as the name suggests, the more aggressive trim, with fully adjustable long-travel KYB suspension and increased ground clearance for optimum off-road performance. The 5-inch TFT meter offers three themes, including a roadbook-style display. Touches like titanium foot pegs, a high front fender that looks like it’s straight off a YZ, and flatter one-piece rally seat will appeal to the “dirt bike” crowd.

If any of that is on your want list, you should probably head to Europe first!

• 2024 Honda NX500

The midsize ADV segment continues to grow, with Honda’s NX designation returning to the fray in the all-new NX500. The NX, meaning “New X-over,” replaces the outgoing CB500X as Honda’s approachable and easygoing midsize explorer. Honda promises improved handling dynamics thanks to lighter curb weight. More capable 41mm Showa Separate Function Fork Big Piston (SFF-BP) front suspension and stronger acceleration amount to an overall improved package, with further upgrades coming in a new 5-inch TFT screen with smartphone connectivity. Fresh styling has the NX500 looking much more like its Africa Twin big brother than the outgoing CB.

For more information, visit www.honda.co.uk.

• Honda Africa Twin, Twins

 As already announced prior to EICMA, Honda’s Africa Twin duo has its share of changes for 2024, as well. Honda has furthered the fraternal separation of the Africa Twin twins, with the standard model remaining dedicated to off-road while the Adventure Sports model features more road-going comforts.

Both models receive a punched-up 1084cc parallel twin engine with performance improvements in the low- to mid-range performance. Torque figures grow 7% to 82.6 lb-ft, delivered earlier in the rpm range (5,500 rather than 6,250 rpm). Revised valve timing, intake ports, ECU settings and an increased compression ratio (10.1 to 10.5:1) along with new exhaust contribute to the new power character.

The standard Africa Twin features a revised fairing, five-way adjustable wind screen and tubeless Meteler Karoo Street tires. The CRF1100L Africa Twin is also now available with Showa Electronically Equipped Ride Adjustment (Showa EERA) as an option, something previously reserved for the Adventure Sports. Five available modes in the Showa EERA mean the rider can program suspension damping with a touch of a button on the 6.5-inch TFT display. Heated grips and ACC charging socket are also both now standard.

The major change on the Honda Africa Twin Adventure Sports model is that it goes from a 21-inch front wheel to a 19-inch front. Along with lowered suspension (Showa EERA now standard, rather than an option), the revised setup offers improved road handling performance.

U.S. pricing and availability have not yet been announced.

• Moto Morini X-Cape 1200

Moto Morini is on a roll! It's only been roughly a year since the introduction of the X-Cape 650 at the EICMA's 2022 show and they've already introduced the new X-Cape 1200.  The new big brother of the 650, will be powered by a 1200cc twin boasting around 125 hp and looks to be a promising adventure or sport-touring mount.

An array of new tech is also dripping from the new model like safety assistance with blind spot radar, 7" TFT display, Brembo braking with cornering ABS, four riding modes and cruise control to name a few.

We are excited to see what is next from the Italian brand. Keep posted at MotoMoriniUSA.com

• 2024 Moto Guzzi Stelvio S & V85

The big news from Moto Guzzi at EICMA is the Stelvio S adventure touring model. Guzzi’s newest 1,042cc compact block engine (debuted two years ago in the V100 Mandello) now makes its way into the adventure segment, as the Italian firm revives the Stelvio name for 2024.

This all-new model, noted by its cardan shaft drive and beefy single-sided swingarm, features a 46mm Sachs fork and KYB shock and 6.7 inches of travel, front and rear. Cross-spoke tubeless wheels are 19-inches up front and 17 in the rear.

Moto Guzzi announced that the Stelvio will be the company’s first model to feature a front- and rear-facing radar system, which facilitates such whiz-bangs as adaptive cruise control, collision warning and blind-spot monitoring. Along with features such as an electronically adjustable windscreen and generous onboard electronics mean the Stelvio S appears destined to please more riders on the tarmac, but Moto Guzzi promises good “all-rounder” performance.

Moto Guzzi also revealed some modest changes to the V85 TT adventure bike. The air-/oil-cooled two-valve v-twin engine has been revised, like most 2024 model-year engines, to comply with Euro 5+ emissions. In the process, it gained a few ponies, now up to 80 with some added torque, to boot.

The big news around the V85 is its new Strada variant, which rolls on cast wheels for the more road-going adventure tourer, while the TT retains its cross-spoke rims. Both models ride on 19-inch front and 17-inch rear wheels. A generous electronics suite is based around a six-axis IMU and digitally controlled throttle system. A V85 TT Travel variant is also available, offering heated grips, a touring windscreen and side bags.

Look for the Moto Guzzi Stelvio in North America as early as next month. Pricing has yet to be announced.

• 2024 MV Agusta LXP Orioli

This is the all-new and super-exotic that we love about EICMA. MV Agusta unveiled an all-new middleweight adventure tourer, the LXP Orioli. This signature model, available in a limited initial production run of only 500 units, is named for Edi Orioli, an icon of rally racing in the 90’s, and each model will feature his actual signature on the tank. The LXP “Lucky Explorer” is presented in the classic green, red and white colorway and looks to be more than a mere collectors piece.

Powered by a 931cc inline triple, the Varese-built “9.5” engine, with MV’s signature counter-rotating crankshaft, puts out a stunning 124 horsepower at 10,000 rpm. The LXP Orioli is more than just a pretty face—MV promises it is built to withstand the rigors of off-road. With beefy Sachs suspension, 8.26 inches of travel front and rear with 9.06 inches of ground clearance, Bridgestone AdventureCross AX41 tires and Brembo Stylema brakes, it certainly appears to have the chops.

A six-axis IMU and all the slick electronics you can shake a stick at, including a Mobisat anti-theft device with integrated geolocation, the MV Agusta LXP Orioli will most likely come in at a hefty price tag, to no one’s surprise.

 

2024 Honda XL750 Transalp: A Middle-Weight All-Arounder at a Lightweight Price

The adventure motorcycle market has seen plenty of change over the past five years, even through the pandemic, but one manufacturer has been fairly quiet. Honda had the CRF1100L Africa Twin and the up-spec’d CRF250/CRF300-based models, but presumably the folks in Tokyo didn’t recognize a market large enough to warrant a new launch. That all changed in 2022, when Honda announced the Transalp was coming back.

It was big news. Honda had been out of the middleweight ADV segment for a long time, with the previous Transalp model canceled in 2012—and much earlier than that in the U.S., where the machine only had a 1989–1990 sales run. Now, Honda is bringing it back, with an all-new engine and attitude.

Honda is bringing back the XL750 Transalp to US, with an all-new engine and attitude.

• What Is the XL750 Transalp?

Dubbed the XL750 Transalp, Honda’s new middleweight, dual-purpose bike boasts a liquid-cooled 755cc  parallel twin engine. It’s packed with a decent amount of onboard tech and the all-day comfort of a fairing, as well as a plush, two-step seat and a wet weight of 459 lb. Honda officials are particularly proud of the base model price of $9,999—a sticker price that should appeal to a wide range of riders looking for a two-wheeler that can comfortably take them back and forth from the office and still explore the backcountry after they’ve clocked out.

The new Transalp sits right in the middle of Honda’s lineup with the Africa Twin and Africa Twin Adventure Sports at the top of the displacement segment, and the CRF300L Rally and CB500X in the lighter-weight segment. Basically, if an Africa Twin had a tryst with a CB500X, the Transalp would be its offspring. The company built the XL750 burly enough to handle all but the most technical off-road terrain an average adventure rider might tackle while giving it enough street cred to filter through busy city traffic and slab it to the trailhead.

Of course, there are plenty of other hardcore options for riders at either end of the spectrum, whether you’re more the touring type or one that sees Lockhart Basin as an average weekend ride. And Honda is 100 percent on board with that. The company says that’s why it made the Transalp to sit smack dab in the middle of the market. That also explains the pricing; it’s affordable enough to get new riders into the ADV market and potentially grab current off-road enthusiasts who are sick of hauling around a 500+ lb. monster.

The XL750 is burly enough to handle all but the most technical off-road terrain an average adventure rider might tackle.

If you’re hunting for a midweight ADV bike, the Transalp might be best compared to the new Suzuki 800DE, maybe the Yamaha Tenere 700 or potentially the Kawasaki KLR 650. All are relatively “budget friendly” bikes, but each comes with its strengths and weaknesses depending on the rider’s primary mission. Given the XL750’s onboard tech, mechanical features and general design—not to mention the MSRP—the Transalp seems to sit smack dab in the middle of its competition.

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Click Here to Read the "Yamaha Ténéré 700 First Ride Review"

Click Here to Read the "Kawasaki KLR650 Adventure Review"

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• Engine Performance

Honda recently hosted a media ride to test the new XL750 Transalp on a healthy mix of on- and off-road terrain through segments of the recently-released PA Wilds BDR-X central Pennsylvania route. The venue was viewed as the most likely scenario for a rider looking into a mid-weight adventure bike, with both moderately challenging gravel and two-track trails and undulating, twisty tarmac through rural mountain hollows and small towns.

At its core, the Transalp’s 755cc engine—based on the same powerplant of the new CB750 Hornet—is powerful enough to pass semis at highway speeds and grunty enough to chug through mud, ruts, and steep, rocky off-road sections with nary a hiccup. Honda claims the Transalp pumps out around 83 HP for the U.S. version—down from about 90 horses of the EU model—with a torque spec around 55 foot-pounds. That’s plenty of juice for all but the most power-hungry riders.

The Transalp’s 755cc engine is powerful enough to pass semis at highway speeds and grunty enough to chug through off-road sections with nary a hiccup.

The six-speed transmission is run with a throttle-by-wire setup that’s mapped to several electronic rider modes to tailor the power and rider inputs to the terrain. Some couldn’t care less how their engine sounds, but somehow the eight-valve Unicam parallel twin, 270-degree crank, and vortex flow intake ducts combine to deliver a truly satisfying resonance, even through the windblast of backcountry rides.

• Rider Comfort

One-and-done bike seekers rejoice! The Transalp’s design and technology seem to hit the sweet spot for on-road comfort and off-road control and maneuverability. With a full fairing, decent stock windscreen, and a seat height of around 34 inches, the XL750 is approachable for a wide range of riders and isn’t too cramped in the seated position for riders in the over 6-foot category. The standing position is pretty spot on even in the stock configuration, with decent bar height and okay stock footpegs—though most experienced ADV riders will swap those out. Taller riders may want to rotate the bars a bit forward for easier control from the standing position, but both the rear brake lever and gear shifter are easily adjustable on the trailside to dial in the right fit.

The seat is pretty standard, with a relatively wide platform that narrows at the tank. If you’re doing 100 miles of road, your butt might get a little sore, but such are the tradeoffs when you’re under the $10K mark. At highway speeds, the Transalp’s fairing does a pretty good job of keeping wind buffeting at bay. The 310mm front and 256mm rear brakes are perfectly adequate; the 21-inch front and 18-inch rear wheels tipped into corners with no problem. The handlebar length and angle were comfortable and access to the controls didn’t require a whole lot of hunting for buttons—all adding up to a confidence-inspiring ride throwing a leg over the Transalp for the very first time.

• Technology

At the heart of the Transalp are its electronic rider aids. It’s tough to find a comparable middleweight motorcycle with this much technology baked in at this price point. The XL750 comes with four rider modes—Sport, Standard, Rain, and Gravel—with a configurable fifth “User” mode. Folks who’re interested in the deep specifics can dive in by checking out Honda’s official specs or other reviews, but basically, each mode delivers different pre-programmed outputs for ABS, engine braking, traction control, and power.

The User mode allows the rider to customize these four variables in a four-step range from strongest to weakest, or in some cases, shut them off completely. For most off-road situations, many will opt to completely shut off traction control and maybe ABS. But be warned, while the User mode will keep the settings even if the engine had been turned off, when the rider has completely shut off ABS or traction control, the mode will reset to at least “one power” for each of those. The nice thing is that all the modes can be utilized while on the move, so there’s no need to stop the bike, reset, and get going again.

The 5-inch TFT display is plenty big, even for “old man eyes,” and it’s customizable for the various dials, mileage, and layout a rider could want. Another nice add-on for the Transalp is that a quick-shifter comes standard, a useful piece of tech for both on and off-road situations where you want a quick highway pass or a hasty downshift into a downhill switchback. It’s even adjustable for a “light,” “medium” and “hard” foot input for both up and downshifting. Unfortunately, there is no option for cruise control.

• Rider Impressions

The word that might pop into a rider’s head when they’ve ridden the Transalp for a bit is “competent.” Not exciting on the street, but not boring at all. Not a Dakar Rally bike offroad, but not holding you back from that random path you want to explore. There’s enough tech packed into this bike to play around with and help make different situations safer, but not so much that you get lost trying to remember where everything is. It feels light, and seems to carry its weight low enough to do even the most technical, bars-locked turns but still has enough on-road heft to keep from being victimized by wind.

Some of the more hardcore off-roaders might complain about the suspension. It’s not very adjustable (both rear and front adjustable for preload only), but its nearly eight inches of rear and front travel offer plenty of stability in the twisties and absorption in rutted, rocky two-track at moderate speeds. There is some concern about the Transalp’s ground clearance, however. With a little over eight inches of airspace underneath, this bike might have some trouble negotiating the most intimidating of trails.

But that’s entirely the point. In stock form, Honda’s XL750 Transalp is a middle-of-the-road adventure bike priced to move. It’s a sharp-looking machine, too, with offroad Dakar-esque lines and an upright, “see-the-whole-road” rider position. However, it’s unfortunate that the U.S. version of the Transalp is only offered in “Matte Black Metallic” and not the classic Ross White (at least yet). The XL750 is packed with just enough features for those new to the ADV scene to keep up with their more experienced riding buddies but isn’t so pedestrian that a more advanced rider might shy away if they’re downsizing.

If you’re looking at the Transalp to add an all-arounder to your garage of toys, it’d be a good idea to pick up wider footpegs, a bash plate, and some engine protection (as well as some handguards) to dial it in for off-roading. And, it’ll need more off-road-capable shoes. But, honestly, that’s all you’ll really need to have a ton of fun in the backcountry, ride in style, and feel confident you’ll make it home in one piece… all without breaking the bank.

The word that might pop into a rider’s head when they’ve ridden the Transalp for a bit is “competent.”

Powersports.honda.com

Pros:

• A lot of bike for an approachable price
• Excellent electronic rider aids and display customization
• Solid performance both on- and off-road
• Comfortable riding position and wind protection

Cons:

• Maybe a bit too vanilla for hardcore ADV riders
• Low-ish ground clearance
• Will need crash protection to make it ADV-worthy

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2024 Honda XL750 Transalp Specifications

MSRP:	$9,999
Engine:	755cc liquid-cooled 24.5º inline-two-cylinder four-stroke w/270-degree crank
Bore and Stroke:	87.0mm x 63.5mm
Displacement:	755cc
Compression Ratio:	11.0:1
Induction:	PGM-FI; 46mm throttle bodies
Ignition:	Full-transistorized
Starter:	ElectricB15
Transmission:	Manual 6-speed
Clutch:	Multiplate wet
Final Drive:	16T/45T; chain
Front Suspension:	43mm Showa SFF-CATM telescopic inverted fork w/ spring-preload adjustment; 7.9 in. travel
Rear Suspension:	Pro-Link system w/ single Showa remote-reservoir shock; 7.5 in. travel
Front Brake:	Dual 310mm “wave” discs w/ hydraulic two-piston calipers
Rear Brake:	Single 256mm “wave” disc w/ hydraulic single-piston caliper
Tires:	Front 90/90-21; Rear 150/70R-18
Rake:	(Caster Angle) 27º
Trail:	111mm (4.4 in.)
Length:	91.2 in.
Width:	33.1 in.
Height:	57.2 in.
Seat Height:	33.7 in.
Ground Clearance:	8.3 in.
Wheelbase:	61.5 in.
Fuel Capacity:	4.5 gal.
Curb Weight:	459 lbs.

 

 

Royal Enfield unleashes the specs for the much improved 2024 Himalayan model. We just got back from 250 miles of kicking the tires and hitting the ice on Royal Enfield's new Himalayan, in the Himalayan mountains near Manali, India. Not knowing what to expect, we were impressed by the stats and numbers presented by the various production teams in the Royal Enfield family. What does the new Himalayan offer?

• ENGINE - The New Sherpa 450

Let's get to the heart of the matter. Royal Enfield's new Sherpa 452cc (Sherpa 450) engine is a quantum leap in terms of power, performance and technology over the previous generation's air-cooled LS 410 mill. First off, it's now watercooled which allows the Sherpa 450 to run at an 11.5:1 compression ratio versus the previous generation's air-cooled 9.5:1. The resulting increase in power is noticeable in the comparison chart which also translates to the in-seat experience.  Max horse power went up to almost 40 bhp @ 8,000 rpm from 24 bhp @ 6,500 rpm. Torque increased from 23.6 to almost 30 ft-lbs at 5,500 rpm. The engineers kept the same usable power curve but just added over 60% more power while extending the redline by over 2,000 rpm.

How does it ride? The change in specs translates directly to the seat experience both on and off-road.  On-road, the new top end give the Himalayan 450 actual passing power. Keeping in mind, this is still a 450cc motor, it does remarkably better than the previous generation which could hit 70mph in a pinch, but was not maintainable. The low end has been bumped up as well and perhaps the most impressive change to the new motor is how long the legs are. 

When coming out of a tight turn in a a low high gear, or getting yourself through some technical off-road sections, the low end is very forgiving and can lug you out of a bad spot even from as low as 2,000 rpm. This is a great thing for lazy shifters and new riders. On the top end, it pull all they way up to the 8k red line, which is where the new passing prowess comes from. Last but not least, the counterbalanced engine is smooth. I'm a huge fan of multi-cylinder engines but with the new Sherpa 450 so well tuned down low, I don't even think about it. 

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Can the new Himalayan 450 pass at speeds faster than 65mph?  Yes! As mentioned in the video, the new powerplant with updated gearing takes you comfortably to 65mph in 4th gear at 7k rpm! With two more gears to go there's no doubt this would hit around 90mph (145kph) in sixth gear.

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 Lots more power everywhere + 6 speeds means good times ahead.

The new Himalayan's exhaust note comes from not only the relocated airbox, but a newly reworked exhaust system which sports a much smaller muffler. According to the engineers, this is made possible by the larger catalytic converter that also contributes to the sound deadening.   

Thankfully, all this new and usable power is mated to a smooth shifting 6-speed transmission. The airbox is now located above the engine and under the tank, resulting in a downdraft injection setup tied to a new ride-by-wire throttle. It's also worth noting they've included a slipper clutch that helps take the jerkyness out of hasty downshifts. 

The new Sherpa 450 platform is a major upgrade to the LS 410 from the first generation.

 • WHEELS, SUSPENSION and BRAKING

The front tire size stays the same at 90/90-21, but the rear tire gets a beefed-out 140/80-17 skin. Aside from adding blingy new gold wheel options, the upper "Summit" trim lines also have tubeless spoked rims, which is nearly unheard of in this category. We found the stock tires to be more road oriented but that didn't stop any of us in the off-road sections. 

Larger rear tire and more aggressive geometry makes fun handling both on and off-road.

The suspension has been majorly overhauled as the previous generation's 41mm conventional forks are now replaced by 43mm inverted Showa cartridge forks. The spring is in the left fork tube and the dampening resides on the right. The rear shock has been totally redesigned into a more horizontal setup thanks to an all new cast swingarm and linkage system which also contributes to keeping the saddle height lower. Without going into too many details, the new suspension and geometry are much stiffer and also more aggressive, both on and off-road. 

All-new front and rear suspension is amazing capable out of the box.

The brakes have also been upgraded as well from 300mm to 320mm in the front and 240mm to 270mm in the back. Those wanting to disable ABS braking won't be disappointed. The option is available in the new gauge features!

• BODY and WEIGHT

Feeding the new powerplant is a 4.5 gallon tank, an increase of .5 gallons more than the previous version. The signature boxy style of the original generation is now replaced by a more modern looking tapered design. People have mixed feelings about this, but the fact is so many other changes were made to the platform as a whole that it would not have been possible to keep the original design. The upper tank guards are still there and nicely contoured with the new tank's bold shoulders which don't generally show well on many images. Like the original Himalayan, the tank guards work! More than a few testers dropped the bike during the off-road section of the test rides and the bike came out no worse for wear.

New tank design is narrower at the seat and also 0.5 gal (2 litres) larger!

The frame construction and geometry is also all-new. Most notable is the engine is now a stressed member of the frame so the previous generation full cradle frame is gone. This saves some weigh but also helps to increase the ground clearance from 8.6 to 9.1 inches. Another nice touch is the bolt on rear subframe, which is a feature generally found on more expensive bikes.

The engine is now a stressed member of the frame, which saves weight. The new engine is also about 20lbs lighter!

Although the ground clearance is up with more suspension travel, they managed to keep the seat height about the same at around 31-32 inches. The saddle is now two position adjustable with low and standard height options. Combined with a narrower tank profile, reaching the ground has never been easier. Part of that narrow profile isn't just in the tank and saddle. Many of the bike's component like the battery and airbox have been center-lined in the frame more like modern bikes.

DIY and shade tree mechanic rejoice!  According to our sources, center-stands will still be standard equipment on the new Himlayan 450!

With this impressive set of upgrades and added features, the bike has shaved about 6 pounds from the original version and comes in at about 432 lbs!

• ELECTRONICS -  Lights and Gauges

Speaking of gauges, this is another area the Royal Enfield family of engineers is tremendously proud of. The new 4" round TFT display is highly configurable, easy to read (even for those who need reading glasses) and auto switches contrast mode depending on the environment. There's a Mode button on the right switch gear which changes between analog/digital map display, which a four-way joystick on the left control set near the horn which moves you through the menus and options.

The advanced, stylish and easy to read 4" TFT display is highly configurable.

Probably one of the most notable features of the new TFT gauges is the Google Maps powered interface which displays the navigation map right on the screen while keeping all critical riding information available. An easy to read large tachometer needle and speed indication are available in analog mode while keeping turn by turn directions front and center. This is all made possible through a Wi-Fi connection between your Apple or Android phone and a Royal Enfield proprietary app which hasn't been released yet.

In addition to full map display, the bike will also control your music and phone calls. 

All the lights are now LED. The signature round headlight is very bright and properly focused while mated to a small windscreen that harkens to the original generation's lines. The rear lights feature a clever turn and stop light integrated signals which are large and very visible.

All lighting is now highly visible LEDs. No more changing bulbs!

• KNITPICKS and IMPROVEMENTS

Like many motorcycle journalists do, we spent some time croning about what couple be improved. While everyone has different thoughts on the topic, and many things like geometry and vibration are personal preference, one thing we noticed was the rear shock could use a little more rebound damping when being ridden aggressively. While I love how firm the new suspension set up is, especially for someone at over 200lbs, after the rear shock compresses it can launch your butt in the air a bit.  For most this won't be a huge problem and it's possible some pre-load adjustment would have reduced this effect but we're splitting hairs here.

One of the first things noticed in the technical presentation is the airbox has moved to under the tank. The previous Himalayan had an airbox under the seat which was easier to access, but also made it wider between the legs.  For those riding in very dusty areas, this may create a bit more work but not much.  I checked the tank removal process and it looks pretty simple. Since there are no plastics attached to the tank, it's simply a matter of removing a few screws under the seat, disconnecting the hoses and harness and you're good to go. 

As a six foot tall rider with a 32" inseam, I'd probably install bar-risers and/or lower pegs to make the seating position more relaxed for long days in the saddle. 

Is anything being held back?  It's not uncommon for manufacturers to hold back on some specs when launching a new model in order to have meaningful generational upgrades a few years later. Looking down the road, all we could see being added to the current model would be adjustable suspension and maybe a larger TFT readout.  

• COLORWAYS, PRICING and AVAILABILITY

The all-new Himalayan comes in five different colorways spread across three "Base", "Pass" and "Summit" trim lines. Although all models have the same specs and features, one difference is the tubeless spoked rims which only come on the Summit variants. The Base line comes in Kaza Brown. The Pass line comes in Slate Himalayan Salt and Poppy Blue; while the Summit line comes in Hanle Black and Kamet White.

The top Summit trim line with tubeless spoked wheels in Kamet White.

The Pass trim line in Poppy Blue.

The Base trim line in Kaza Brown.

U.S. market pricing is not known at this point but should be available after the bike is officially launched in the first half of 2024. Although we expect there will be an understandable price increase, Siddhartha Lal ( Managing Director and CEO of Eicher Motors) told me that the pricing will stay reasonable and maintaining accessibility to every-day riders is one of their chief goals.

The speculation mill had prices going anywhere from 6,500 to 7,500 USD. We are h oping it will stay just under $7,000. If this should happen, the new Himalayan would have few rivals in the 400-500cc dual-sport range and could be one of the best overall values for new and experienced riders alike. Although no official US availability date has been released, we would expect to see the new Himalayan on showroom floors in the late spring of summer of 2024. The bike will be officially launched in India first, then overseas.

We're really excited about this new model, and believe it will shakeup the displacement category for years to come. 

More riding impressions coming soon in a full review in ADVMoto!  

Visit RoyalEnfield.com for official info down the road.

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 • 2024 Royal Enfield Himalayan Specifications and Comparison 

	2018-2023 Himalayan 411cc	2024+ Himalayan 452cc
Engine type:	Single Cylinder, 4 Stroke, SOHC, Air Cooled	Single Cylinder, 4 Stroke, DOHC, Water Cooled ,
Displacement:	411cc	452cc
Compression ratio:	9.5:1	11.5:1
Valves:	Screw adjustment	Shim style
Max power:	24.3 bhp (17.88 kW) @ 6,500 rpm	39.5 Hp (29.44 kW) @ 8,000 rpm
Max torque:	23.6 ft/lbs @ 4,000-4,500 rpm	29.5 ft-lbs @ 5,500 rpm
Clutch:	Wet, Multi-Plate	Wet multiplate, Slip & Assist
Gearbox:	5 Speed	6-speed
Fuel system:	EFI	EFI + Ride by Wire
Frame type:	Split cradle	Twin-spar tubular steel
Front suspension:	41 mm forks with 7.9" travel	Showa USD 43mm Forks with 7.9" travel
Rear suspension:	Monoshock with 7.1" travel	Showa Monoshock with 7.9"  travel
Wheelbase:	58 in	59.44 in
Ground clearance:	8.6 in	9.1 in
Seat height:	31.5 in	32.5-33.3" (standard seat); 31.7-32.5" (low seat)
Curb weight:	439 lbs	432 lbs
Fuel capacity:	4 gallons (15L)	4.5 gallons (17L)
Front tire:	90/90-21″	90/90-21″
Rear tire:	120/90-17″	140/80-17″
Front brakes:	300 mm disc, two-piston	320 mm disc, two-piston
Rear brakes:	240 mm disc, single-piston	270 mm disc, single-piston
ABS	Dual-channel ABS, Switchable rear-wheel	Dual-channel ABS, Switchable rear-wheel deactivation
Electrical system:	12V – DC	12V – DC
Head lamp	1H4-Halogen	LED
Tail lamp:	LED	Integrated turn & tail lamp, all LED
Turn signal lamp:	Halogen	Integrated turn & tail lamp, all LED

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