Honda says E-Clutch makes riding easier, smoother and more enjoyable. But adventure riders aren’t exactly known for wanting a computer controlling their clutch.
Does the technology genuinely improve the Transalp, or solve a problem nobody was asking Honda to fix? And while the clutch moves into the future, why are we still running tubes?
For this edition of The Bike Report, we tested the 2026 Honda XL750 Transalp E-Clutch on tar and dirt before putting it through the Torque & Throttle Performance Index.
The electronic clutch gets the attention. However, another update might be more important.
Watch the complete review:
Honda South Africa supplied the motorcycle for this review but did not influence our opinions or test results.
A Middleweight Built for Real Life
The Transalp occupies a useful space between smaller adventure motorcycles and heavyweight touring machines.
It offers enough performance for open-road riding, comfortable ergonomics for commuting and touring, and a wheel-and-suspension combination suited to exploring gravel roads.
It isn’t trying to be a lightweight enduro motorcycle or a fully equipped luxury tourer. Its appeal is versatility: one motorcycle for the working week, a mountain pass on Saturday and a dirt-road detour on Sunday.
The question is whether the updates make that combination more convincing.
An Engine That Enjoys Revs
The 755 cc parallel-twin engine uses a 270-degree crankshaft, giving it some of the character associated with a V-twin. Honda specifies 67.5 kW at 9,500 rpm and 75 Nm at 7,250 rpm. Honda’s technical release
On the road, it becomes noticeably more enthusiastic beyond approximately 6,000 rpm.
That doesn’t make it unpleasant at lower speeds. Cruising around 4,000 rpm feels relaxed, and there is enough response for ordinary commuting without constantly chasing the upper reaches of the rev counter.
However, ask for strong acceleration in sixth gear at low revs and you need patience. Drop a gear or two and the personality changes.
This is an engine that rewards choosing the right gear rather than expecting effortless acceleration from any speed.
What E-Clutch Actually Does
First, an important distinction: this is not an automatic gearbox, and it is not Honda’s DCT.
The Transalp retains a six-speed manual transmission, a foot-operated gear lever and a conventional clutch lever.
You still decide when to change gear. E-Clutch handles clutch operation, allowing you to pull away, shift and stop without routinely using your left hand.
Unlike a conventional quickshifter, its usefulness extends to a complete standstill.
During testing, I could stop in second gear without the engine stalling. The display prompted me to select a lower gear, and clicking down into first prepared the motorcycle to move away again.
That makes traffic considerably less demanding. You still ride the motorcycle; the system simply takes over one repetitive task.
Useful, but Not Always Smoother
In everyday riding, E-Clutch works well.
Pulling away requires little effort, downshifts generally felt smooth, and slowing to a stop without worrying about clutch operation quickly became natural.
Higher-rev upshifts occasionally produced a noticeable jolt. Slightly easing the throttle helped, although that isn’t necessarily the quickest way to accelerate.
Conventional clutch operation still gave me the smoothest shifts in some situations.
Fortunately, Honda hasn’t removed that option. Pulling the lever lets you take control, while electronic assistance can resume afterwards. You can also disable the system through the settings.
We switched it off for the handling test because manually modulating the clutch felt better during the tight manoeuvres.
That is why I see E-Clutch as a useful tool, not a replacement for every riding technique.
Suspension: The Bigger Improvement?
For me, the suspension may be the most meaningful improvement.
The setup includes a 43 mm Showa inverted fork with 200 mm of travel and a Showa rear shock operating through Pro-Link linkage, providing 190 mm of rear-wheel travel. Ground clearance is 210 mm.
The updated suspension offers additional damping adjustment, although changes remain manual rather than electronic.
Compared with my recollection of the earlier Transalp, this motorcycle felt firmer and better controlled.
You notice bumps more, but the bike deals with them more confidently. On dirt, I felt less concerned about using up the suspension travel too easily.
There is an important difference between feeling soft and feeling composed. The newer setup sacrifices some of that floating sensation for greater reassurance when the surface deteriorates.
For the Transalp’s intended use, that feels worthwhile.
Wheels, Tubes and Braking
The gold rims look excellent, while the 21-inch front and 18-inch rear wheel combination gives the Transalp a familiar adventure layout.
There is a compromise on tar: it doesn’t feel quite as immediately sporty as a motorcycle with a smaller front wheel. On rougher surfaces, however, the setup makes sense.
The wheels still use inner tubes.
For riders travelling far from assistance, that deserves consideration. A punctured tube generally involves more work than an externally repairable tread puncture in a tubeless tyre.
Neither arrangement makes every kind of tyre damage repairable. The practical question is which setup suits your riding and what repairs you can manage.
Braking comes from twin 310 mm front discs and a 256 mm rear disc, with ABS and the ability to disable rear ABS for appropriate off-road use.
The brakes felt progressive and reassuring, with none of the wooden sensation that makes judging braking effort difficult.
Comfortable on Tar and Dirt
At 216 kg kerb weight, the Transalp remains a substantial motorcycle. It is no lightweight trail bike, but it carried itself well through our dirt section.
Standing ergonomics were particularly good for me.
At 1.78 metres tall, I didn’t feel the need for handlebar risers. My feet settled naturally on the pegs, and my boots weren’t fighting the exhaust for space.
The 850 mm seat height sounds fairly tall, but the narrow section between the rider’s legs helps when reaching the ground. I was almost flat-footed, with my heels slightly raised.
Seated comfort was equally convincing. The handlebar position felt natural, knee room was sufficient, and the seat suited longer stretches.
The standard screen kept wind off my chest without creating bothersome helmet movement during our ride. Taller riders may experience it differently, but I wouldn’t immediately replace it.
Clear Instruments, Practical Technology
The five-inch colour TFT display is readable and provides the information you need.
Its presentation feels more functional than luxurious, and navigating the left-hand switchgear takes some familiarisation.
Riding modes include Standard, Sport, Rain and Gravel, alongside configurable user settings. These allow you to tailor aspects such as power delivery, engine braking and traction-control intervention.
Sport sharpens the response without transforming the motorcycle into something entirely different.
Importantly, selecting a riding mode does not adjust the suspension. That remains a separate, hands-on job.
Overall build quality impressed me. The cockpit is generally tidy, and the styling balances adventure purpose with an approachable appearance.
I would still like a more substantial Honda wing badge rather than relying so heavily on graphics.
Fuel Consumption and Range
The Transalp carries 16.9 litres of fuel.
Using the quoted consumption of 4.3 litres per 100 kilometres gives a theoretical range of approximately 393 kilometres, but that is not a sensible distance to assume between every fuel stop.
During our testing, consumption averaged around 5 litres per 100 kilometres.
That included stop-start work and performance testing, so it shouldn’t be treated as a controlled touring result.
At that consumption, the mathematical full-tank range drops to roughly 338 kilometres. Actual refuelling intervals should leave a margin for conditions and fuel availability.
Torque & Throttle Performance Index
Our index combines five timed tests:
- 60–120 km/h in third gear.
- A ten-cone handling course, with a U-turn and return.
- 80–140 km/h in sixth gear.
- Braking from 100 km/h to a standstill.
- Acceleration from 0–100 km/h.
At the time of this review, the Transalp finished second on our leaderboard, narrowly ahead of the BMW K1600 GTL.
Its clearest weakness was the sixth-gear roll-on. Acceleration took time to build before the engine reached its stronger rev range.
For the standing start, we used E-Clutch without a manually slipped, revved-up launch. The motorcycle still delivered a punchy response.
These results reflect our testing conditions and leaderboard, not a universal ranking of motorcycle ability.
South African Price and Verdict
Honda’s published South African pricing lists the standard Transalp at R220,849 and the E-Clutch version at R230,849, including VAT—a R10,000 difference. Honda South Africa’s pricing announcement
For that premium, I would choose E-Clutch.
Not because it is essential, or perfect in every situation, but because it adds convenience without removing manual control. In traffic it earns its place; during tighter technical riding, I can choose the lever.
More importantly, the Transalp remains appealing without making the entire argument about its clutch. Comfortable ergonomics, enjoyable performance and more confidence-inspiring suspension make it a convincing all-rounder.
The tubes and modest dashboard presentation remain discussion points. Neither overshadowed how naturally the motorcycle fitted everyday riding.
Brilliant or pointless? Definitely not pointless. E-Clutch is a worthwhile option—but the suspension is what makes this Transalp feel more complete.
Watch the full review, subscribe to Torque & Throttle Motorcycle Co, and tell us: would you pay the extra R10,000 for E-Clutch?
