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Honda XL750 Transalp vs Suzuki V-Strom 800DE Journey …

THE EICMA present in Milan was a busy place to be a few Mondays in the past, with new motorbike launches and reveal occasions occurring throughout the positioning. Two enormous new motorbike reveals, got here within the type of the Honda XL750 Transalp, and the Suzuki V-Strom 800DE.

Each have been launched inside a matter of minutes, and the furore had journalists scrabbling across the sprawling Rho Fiera exhibition halls as we tried to get an concept of ​​how this middleweight ADV battle might form up. And it did not take a lot scrabbling to understand that these two bikes are very carefully matched, on energy, dimension, weight, and spec. That will help you perceive the variations between every motorbike, we’re going to take a deep dive into the spec of every, whereas we look forward to our first rides within the new 12 months.

Honda Transalp vs. Suzuki V-Strom 800DE | Journey Motorbike Head-to-Head

Engine and gearbox


Honda XL750 Transalp

Suzuki V-Strom 800DE





55lb-ft @ 7,250rpm

57lb-ft @ 6,800rpm




fast shifter

No (choice so as to add)

Sure (normal match)

Theoretical vary (circa)

240 thousand

270 thousand

Each machines we’re taking a look at right now will likely be arriving with parallel twin-cylinder engines, regardless of each ranges beforehand being well-known for V-twins. The transfer is completed on this case to maintain the value level of the bike decrease and make packaging the machine simpler. It is vital to recollect because the new Honda and Suzuki mid-weight ADV machines have siblings within the bare class, so the parallel twin route was a a lot safer choice.

The Suzuki is fitted with a 776cc, DOHC engine, and is claimed to be producing 84hp and 57lb-ft of torque. Peak energy for the Suzuki arrives at 8,500rpm, whereas peak torque is available in at a heady 6,800rpm. The engine encompasses a four-valve design, a 270-degree crank and two balancers for smoother operating.

Honda’s new Transalp is fitted with a 755cc unit, that includes the identical four-valve per-cylinder design because the Suzuki. It too has a 270-degree crank and is slated to provide 90hp and 55lb-ft of torque. Peak energy for the Transalp will see the rev-counter hitting 9,500rpm, whereas peak torque is delivered at 7,250rpm – 450rpm increased than the Suzuki.

Whether or not or not you may really feel the additional revs on the highway (or path) stays to be seen, though it is already clear that the low-revving and torque-laden character of the earlier variations of every motorbike will not carry over to the 2023 machines. It is one thing chances are you’ll want to think about if you’re taking a look at these as an on and off-road machine, though because the chart-topping KTM 890 Journey proves, high-revving engines haven’t got to carry you again when using off-road .

Each bikes put the facility to the bottom by way of a slipper-clutch geared up, six-speed gearbox. The Honda is operating a trick system, with FCC Leaning Section discs. Its makers declare it reduces clutch drag torque by 30%, making for a lighter lever really feel and cleaner upshifts. The V-Storm is fitted with the Suzuki Clutch Help System, for claimed smoother downshifts.

Almost about gasoline financial system, we cannot actually know till we get out on actual roads and away from the glitz of the motorbike press launch. We are able to although get an concept by trying on the quote MPG figures for the bikes, and for as soon as, there’s a little bit of distance between the 2 bikes. Suzuki is claiming the brand new V-Strom 800DE can return 64mpg, whereas Honda is claiming a considerably decrease 23km/l – 54mpg. Going by these numbers, the Transalp and its 16.9-litre tank might take you round 240 miles in comparison with the V-Strom’s theoretical vary of 270 miles from its 20-liter merchandise.

Chassis, Suspension and Brakes


Honda XL750 Transalp

Suzuki V-Strom 800DE


208kg (quoted kerb)

230kg (quoted kerb)

Floor clearance



Journey (f/r)



seat peak



Each bikes function all-new chassis designs, not hopped-up variations of current bikes within the vary. Each machines function rugged but light-weight frames, that solely actually differ in that the Honda has an integral sub-frame, whereas the Suzuki makes use of a bolt-on design. Each bikes function a steel-constructed diamond body, that mounts the engine inside it as a pressured member.

The geometry of the 2 can be very comparable, with the Honda that includes rake and path set at 27 levels and 111mm respectively, and a wheelbase of 1560mm. The Suzuki boasts 28 levels of rake and 114mm of path, with an total wheelbase of 1570mm. Based mostly on these numbers at the very least, there ought to be little or no to name in terms of the dealing with of the 2 new fashions. If something, the Suzuki would possibly really feel just a little extra relaxed, whereas the Honda could be barely extra keen to show right into a nook. Whether or not or not that will likely be felt on the highway although is one other matter.

The seat peak of every motorbike is, once more, very shut. We aren’t fairly splitting hairs simply but, however with an 850mm seat on the Honda and an 855mm merchandise on the Suzuki, it appears to be like like they’re going to each be appropriate for the overwhelming majority of riders. It is price noting that each bikes additionally supply choices for various seats, with the Honda boasting a low-seat choice, and Suzuki providing low (-20mm) and excessive (+30mm) seat variations accessible as an official accent.

One piece of knowledge that will likely be felt on the highway is the load, and because it stands, kerb mass is the one actual factor that units the 2 bikes aside. The Honda has a quoted kerb mass of 208kg, placing it proper within the combine when in comparison with each the 890 Journey and Yamaha Tenere 700. The Suzuki although is available in a good bit heavier than all three, with a quoted kerb weight of 230kg. That not solely makes it the heaviest of the massive gamers within the mid-weight journey market but in addition heavier than Honda’s smallest Africa Twin variant! For a supposed mid-weight journey bike, that is numerous mass to select up off the ground on a muddy path!

On the entrance suspension, the Honda comes geared up with Showa 43mm SFF-CATM (Separate Perform Fork-Cartridge) USD forks, providing 200mm journey with spring preload adjustment. On the rear, there’s a distant reservoir Showa shock (with adjustable preload) that hyperlinks to the swingarm by way of a Professional-Hyperlink system and presents 190mm of journey. The general floor clearance of the Transalp is 210mm.

Shifting over to the Suzuki and we once more discover Showa suspension, though this time with totally adjustable forks and a rear shock absorber. The design supplies the V-Strom 800DE with a barely longer quantity of wheel journey than the Transalp of 220mm, and it has an total floor clearance of 220mm.

Braking on each bikes is taken care of by twin Nissin two-piston calipers on the entrance and 310mm wavy discs. The rear brake on the Honda is a 256mm ‘wave’ disc operated by a single-piston caliper, and on the Suzuki, we discover a single piston and sliding caliper and a standard 260mm disc.



Honda XL750 Transalp

Suzuki V-Strom 800DE


Sure – 5 levels (and off)

Sure – 4 levels (and off)


2-channel (and off)

2-channel (and off)


And it’s



And it’s


One space the place each these bikes borrow from greater siblings is on the electronics entrance, with the Africa Twin taking part in an enormous half within the Transalp system, and the V-Strom 1050 inspiring that discovered on the 800 DS. That stated, they’re paired-down variations of these discovered on the extra premium ADV bikes. The primary place you may discover that it’s within the ABS, which is a standard 2-channel system with no cornering operate. You do get multi-level ABS on each although, and crucially each give the choice of switching the ABS off to the rear wheel altogether.

On the traction management entrance, each get multi-level adjustment and their very own bespoke off-road setting. The Honda boasts 5 levels of traction management adjustment with built-in wheelie management. The Suzuki then again boasts 4 ranges of adjustment and each machines enable the rider to show the system off altogether.

One uncommon space of ​​distinction between the 2 fashions is that the Transalp arrives in showrooms with out a quickshifter whereas the V-Strom 800 DS will get a bi-directional one as normal for clutchless up and downshifts. Honda is giving riders the choice so as to add one although, as a system is obtainable as an aftermarket addition that may be fitted on the supplier.


It was clear inside minutes of every motorbike being launched at EICMA that the hole between them was going to be very shut certainly, though it is solely while you pour over the spec sheets for every that you simply understand simply how shut they’re. The engines are so shut on so many metrics they might nearly be interchangeable, and the electronics nearly appear like the 2 groups have designed them in tandem. And whereas there are some small modifications in geometry from one to the opposite, whether or not or not these will likely be felt on the highway or path stays to be seen.

One other yet-to-be-discovered piece of details about each is the value, as each Honda and Suzuki remained tight-lipped on the present about what that could be. Whereas we’re certain they are going to each be aggressive, we will solely speculate as to what it really prices to land one in your storage. If the Suzuki is as low-cost to purchase as among the different bikes within the vary are (and you may forgive it for being barely heavier), the brand new V-Strom could be a really engaging motorbike for on-road touring and light-weight off-roading. roadwork. That stated, the Transalp is a legendary title within the subject, with its lighter weight and nearly equal spec, those that fell in love with the unique XL fashions could wish to rekindle that relationship.

2022 Honda XL750 Transalp, CB750 Hornet, CL500 | New Motorbike Preview


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