Firstly, it’s important to say that ‘testing is testing’ and ‘races are a different story’, however, we can only extrapolate and interpret what we’ve seen by exactly that. Alvaro Bautista (Aruba.it Racing – Ducati) and teammate Nicolo Bulega got off to contrasting starts to 2024, with the #1 focusing solely on weight added to his bike, whilst reigning WorldSSP Champion Bulega had a keen eye on getting to grips with his new toy for next year. However, despite that, did we expect that it would be Bulega on top from the start?
“THE FIRST RIDER YOU WANT TO BEAT IS YOUR TEAMMATE” – Bautista talks Bulega and extra motivation
“I knew that Nicolo was very fast and he rode the bike some times before in other tests, so he knew the bike already,” began a somewhat dismissive Bautista when asked if he expected it. He has more or less a base setup. Sincerely, I didn’t expect it but I also expect it; he is fast and he got the feeling very quick with the bike. At the moment, I am focused on myself and to try and improve the bike with the weight. Fortunately, this is the first test so we have many days before the first race to find a good solution for our problems.”
Bautista had said on day one: “He’s a nice guy and talented rider, winning the title last year so for sure he’s fast. He knows more or less the bike and has a base set-up. He will be one of the riders who fights for podiums and victories during the season and it is nice to have a young rider like him because the first rider you want to beat is your teammate. In the box, it’s like an extra motivation for me and the team on my side.”
“I DON’T WANT TO BEAT ALVARO; I WANT TO BEAT EVERYBODY” – fighting talking from ‘Bulegas’
For Bulega himself, his lap time – like many – was set with the SCQ tyre, something he spoke about before likewise responding to the same question about whether he expected to be ahead of his teammate: “Pirelli are doing an incredible job with the tyres like always; I tried the SCQ and I felt good but it’s a bit difficult to understand. With a lot of horsepower, you have to understand the characteristics of the tyre a little bit but I was happy.”
Responding to Bautista’s “first rider you want to beat is your teammate” quote from day one, Bulega mirrored his teammate’s dismissiveness: “Honestly, I don’t know what kind of work Alvaro did today. I don’t want to beat Alvaro, I want to beat everybody. For sure, Alvaro is the point of reference for Ducati because he’s the best and he’s fast. It’ll be very difficult to beat him.”
The 2024 title race starts here: keep up with all the action with the WorldSBK VideoPass!
The FIM Supersport World Championship grid for 2024 is starting to take shape with riders already beginning to know their future. There will be changes up and down the grid as teams search for the best riders for their project, and riders look for the best team to fight for the title with. This is also the case in WorldSSP300 with a huge move already announced for double Champion Jeffrey Buis. As riders get confirmed, this article will be updated as more plans become known with the last update on Friday, 3rd November.
FRONT RUNNERS STAY IN PLACE: some continuity on the WorldSSP grid
The Barni Spark Racing Team announced that Yari Montella would stay for a second campaign after an impressive first season on the Panigale V2 with the #55 scoring five podiums this year. It’ll be the one-time race winner’s third full campaign in WorldSSP, and he’ll be looking to return to the top step of the rostrum; his first win was at Phillip Island in 2022. Despite an injury-hit campaign, Kawasaki Puccetti Racing tied down Can Oncu for 2024 and this was one of the first announcements to be made in a busy October period for the Championship. Oncu is a race winner, taking victory at Mandalika this year, but missed a substantial part of the season through injury, although he did return to the rostrum at Jerez with a remarkable performance.
CHANGES AT THE CHAMPIONS: Huertas switches manufacturers, Tuuli too
With Nicolo Bulega moving to WorldSBK for 2024, it was announced that Adrian Huertas would take Bulega’s seat for 2024 as he switches from Kawasaki to Ducati machinery. Niki Tuuli’s move from PTR Triumph to the EAB Racing Team was announced, with the team swapping to Ducati machinery for 2024. The Finn has plenty of experience to bring to his new team for 2024, with two wins and 10 podiums under his belt already. The Bologna-based manufacturer will be the #66’s fifth brand he has raced for in his WorldSSP career.
CHAMPION ON THE MOVE: Kawasaki to KTM for Buis, race winner replaces him in WorldSSP300
Before he secured his second WorldSSP300 title, Jeffrey Buis’ future was already known. He’s departed the MTM Kawasaki squad, the team he won both Championships with, to move to the Freudenberg KTM – Paligo Racing outfit. A new team, new colours and a new bike for the #6 to ride. His seat at MTM Kawasaki will be filled by Mirko Gennai, as he switches from Yamaha to Kawasaki as he looks to keep up the team’s remarkable success; the Italian will race alongside Loris Veneman for his second season. Also announced was inigo Iglesias’ return to WorldSSP300, after he raced and won in the IDM Supersport 300 championship this year.
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2024 STARTS NOW: the MOTUL FIM Superbike World Championship is already gearing up for what is set to be a sensational season; with a myriad of rider changes, new colours, new riders and even teams for 2024, the post-final round Jerez test was our first chance to sample the action. 34-year-old Andrea Iannone (Team GoEleven) is one of the biggest names on the grid in 2024 as he returns to racing and he lit up the timesheets on day two. We caught up with his rivals and the established World Superbike guard to see what they’re take on his pace was.
BAUTISTA AND REA LEAD COMMENTS: “I’m impressed… he’s another guy to race at the front”
Reigning double World Champion Alvaro Bautista (Aruba.it Racing – Ducati) raced against ‘The Maniac’ when both were fighting hard in MotoGP™ and stated that he was impressed: “He’s very fast and he was fast in the past; the problem will be when the race comes because a test is different to the race. I am impressed with his performance as he was really fast. It is nice to have good riders in the Championship.”
With his own switch to Yamaha, Jonathan Rea (Pata Yamaha Prometeon WorldSBK) commented on Iannone’s excitement after a catch-up with him in pitlane before track action kicked off: “You never know; as I’ve said before, testing is testing and racing is a different story. I spoke with him earlier and it seems like he’s excited to be here, which is really good. It’s a different challenge for him but he’s on a competitive bike. I didn’t see him on track today but he’s already fast, however, everyone knows that. He’s a MotoGP™ winner, he’s got an incredible CV and the expectation is that he’s there. He’s another guy to race at the front so it’s more exciting.”
“HE’S GOING TO BE ANOTHER PAIN IN THE ARSE TO TRY AND BEAT NEXT YEAR” – more reaction
“The question mark is the time he’s had away from the track,” began Alex Lowes (Kawasaki Racing Team WorldSBK), sharing his thoughts on the #29’s return. “I actually saw him on track and gave him a little thumbs up; I can imagine his life is so much better now with a focus and racing. You’re talking about someone who has won in MotoGP™, made Moto2™ races look easy… there’s nothing else to say. The bike is clearly very good and he’s a fantastic rider, so as soon as he gets a little bit of rust off, it’s another Ducati that’s competing for race wins. Honestly and personally, I’m happy to see him here; welcome to back racing! He’s going to be another pain in the arse to try and beat next year!”
After making his debut in WorldSBK this year, Dominique Aegerter hopes that the Italian isn’t too fast in 2024: “He went quite fast with a 1’39.3. With a Q tyre but you still need to bring it and do it! It’s nice to have competitive riders but in the end I hope they are behind me! They are big names and it is nice to see; we’ll see what happens with all the manufacturers and riders on track.”
“I WAS IMPRESSED ABOUT HIM AND ALSO BULEGA” – Rinaldi weighs in on fellow Ducati stars
Moving to a new team, Michael Ruben Rinaldi (Motocorsa Racing) also commented on how impressed he was, not just about Iannone but Nicolo Bulega (Aruba.it Racing – Ducati) too: “Iannone has a great talent. He was really strong on time attack and he doesn’t know our tyre well but he still went fast. I was impressed about him and also Bulega.”
Fastest Ducati of the test, the aforementioned Nicolo Bulega gave his verdict and said that ‘The Maniac’s’ pace was to be expected: “Andrea has an incredible talent and I expected him to be fast. Not like this but fast! He was one of the fastest riders in MotoGP™ so it is normal that he’s fast. He will be a strong rider from the beginning.”
The 2024 title race starts here: keep up with all the action with the WorldSBK VideoPass!
After the news that he would ride for Motocorsa Racing in 2024, Michael Ruben Rinaldi got off a strong start with his new team. The #21 showed rapid pace during the two-day test as some of the MOTUL FIM Superbike World Championship field remained at the Circuito de Jerez – Angel Nieto for two days of testing. Rinaldi was one of the riders who stayed in Spain as he got adjusted to his new surroundings for next season.
On Tuesday, the first day of action, Rinaldi posted a 1’40.034s as he finished in second place, and he was on the busiest riders on track with 36 laps on a day where running was limited due to rain falling from around midday onwards. Nevertheless, it was a solid start to the #21’s return to Independent Ducati machinery as he looks to repeat the success that he had the last time he was with an Independent squad, in 2020 with Team GoEleven.
Looking back on his first day with Motocorsa Racing, Rinaldi said: “It was a really different day for me. It was the first day with my new team. Our goal was to check whether the bikes were more or less the same as the factory ones, and actually I was quite surprised because the level of this team and the bike are nothing worse than the factory team. The first lap was nice inside the helmet. We tried to check both of the bikes and the feeling was great. I was able to lap pretty quickly.”
On Wednesday, the morning featured limited running, but everyone was busy in the afternoon. The five-time race winner was sixth, lapping 1.359s down on Remy Gardner (GYTR GRT Yamaha WorldSBK Team) after he set a 1’38.448s to claim top spot. The Italian added another 69 laps on day two, taking his total for the two days to 105 at the Jerez circuit.
On the test, Rinaldi added: “Wednesday we completed many laps, unlike Tuesday. We were able to do many laps and try different things on the bike. I’m quite happy. I was pretty consistent and had good pace with the used tyre. At the end, everybody put on the SCQ, and everything changed. On pace, I think we were strong with the used tyre, so this is the best thing. If we want to improve on time attack, we need to work a little bit more because, at the moment, we’re not that fast. For the rest I’m really happy and satisfied. The team worked really well, we tried different things and the valve they gave to me worked really well. I’m going home for the winter rest with a smile on my face.”
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The 2023 MOTUL FIM Superbike World Championship is over, but paddock personnel remain as busy as ever as the off-season starts. Two days of testing take place before several teams and riders head over to Milan, Italy, for the 80th EICMA show. WorldSBK will have a presence, in Hall 11P Stand S48, with the famous Paddock Show with several key figures from our paddock scheduled for the event, which takes place for the public from the 9th-12th November.
Some Paddock Show activities do take place on the press day, but the majority will be with the public in attendance. There are some team presentations scheduled for the historic show, plus you can get up close to your favourite riders as they attend from WorldSBK, WorldSSP and WorldSSP300. Not only this, but there are plenty of interactive sessions that will allow spectators to take part in at the Paddock Show.
Some of the riders stated to attend in Italy include three-time WorldSBK podium finisher and two-time MotoGP™ race winner Danilo Petrucci (Barni Spark Racing Team), GYTR GRT Yamaha WorldSBK Team duo Remy Gardner and Dominique Aegerter, Team HRC’s Xavi Vierge plus 2023 WorldSSP Champion Nicolo Bulega (Aruba.it Racing WorldSSP Team) and Turkish star Can Oncu (Kawasaki Puccetti Racing), plus a whole heap of riders from WorldSSP300.
Six-time Champion Jonathan Rea will be in attendance with his new Pata Yamaha Prometeon WorldSBK squad – marking one of the first times the public will see him not in green, but in blue following his bombshell move. He will be there with teammate Andrea Locatelli, just days after the pair start their working relationship at the post-round Jerez test. With big names and Champions scheduled, plus some 2024 announcements and team launches in WorldSSP, EICMA is a show not to be missed this year.
Check out information on tickets here and information about the EICMA show here.
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The PETRONAS MIE Racing Honda Team will continue with Tarran Mackenzie and Adam Norrodin heading into 2024, with the pair stepping up to the MOTUL FIM Superbike World Championship. They have been teammates this year in what’s been a challenging season and that relationship will continue into next season as they jump onboard the Honda CBR1000RR-R for Midori Moriwaki’s team.
A RETURN TO SUPERBIKE MACHINERY: Mackenzie back on a big bike
It was announced on Sunday that Hafizh Syahrin and Eric Granado would depart the team and their replacements are now known. Mackenzie, who has tested the team’s bike on a couple of occasions this season, will be at the team alongside Malaysian rider Norrodin. For Mackenzie, it marks a return to Superbike machinery having raced in the British championship. He took 16 wins in his native Britain between 2018 and 2022, and won the 2021 title. He made his WorldSBK debut last year at Donington Park as a wildcard, finishing in the points, before a switch to WorldSSP this season. Despite often finishing outside the points, the #95 was a race winner as he won a mixed conditions race at the Autodrom Most to give Honda their first win since 2016.
MACKENZIE SAYS: “it’s been a dream of mine for a long time”
Mackenzie’s desire to race in WorldSBK has been no secret and in 2024 he will get his chance. Explaining his thoughts on the move, he said: “I’m very happy to step up to World Superbike, as it’s been a dream of mine for a long time. I’ve got a lot of experience in the British Superbike championship, albeit with a different manufacturer, and it’s been good to test the MIE Superbike already this year at Misano. I also completed two tests with HRC at Suzuka to better understand the CBR1000RR-R, and then doing the Suzuka race on another Honda was also very important of course. So, it’s good to have already had a taste of the Honda Superbike and it’s great that the agreement for next season is now in place. I’m really looking forward to this new challenge and thank both PETRONAS and the PETRONAS MIE Racing Honda Team.”
NORRODIN’S CHANCE: Malaysian star steps up to WorldSBK
Norrodin, like Mackenzie, started with the MIE Honda outfit this season and will move in to WorldSBK next year. It will be a return to Superbike machinery for the 25-year-old too after he raced in the Asian Superbike championship in 2022, taking two podiums on the BMW S1000RR. Before this, he raced in Moto2™ and Moto3™, scoring 0 points in the former but taking 102 across three seasons in the latter. Even earlier in his career, he competed in the Asia Talent Cup and within what is now the JuniorGP™ paddock, taking fifth in Moto2™ in 2021.
NORRODIN’S THOUGHTS: “it will be a big challenge, but I also know that I’ll be able to learn”
Discussing his step up to WorldSBK, Norrodin said: “First of all, I want to say a big thank you to Midori Moriwaki, to PETRONAS and to Honda. It’s a big decision to jump to World Superbike but it’s a great opportunity for me and something I’ve wanted for a long time. We know that the Championship will be even more competitive next season and so it will be a big challenge, but I also know that I’ll be able to learn and develop so much by taking part. To represent PETRONAS and my country, Malaysia, is a real honour, and I’m truly grateful for this chance. I’ll now focus on training harder than ever to prepare for what I know will be a tough but very stimulating year. I’m very happy and excited for the future.”
THE TEAM’S VIEW: “they will undoubtedly provide a boost to our WorldSBK project”
Explaining the decision to bring in Mackenzie and Norrodin to WorldSBK, Team Owner Midori Moriwaki said: “I’m very happy to be able to announce that both Adam Norrodin and Tarran Mackenzie will remain part of the PETRONAS MIE Racing Honda Team family and will step up to the WorldSBK category, in line with our project to help young riders develop on the international racing stage. Two very fast and talented young riders, they are committed to the task and ready to fight on every occasion. They have already demonstrated this in WorldSSP, with Tarran scoring the team its first win and Adam always battling hard to achieve the strongest possible results, with a best of P5, in what is a very competitive championship. They will undoubtedly provide a boost to our WorldSBK project.”
Perfectly tailored to my 5-foot-11 frame, the ergonomics of the 2024 Honda Transalp kept me comfortable throughout 250 miles of mixed terrain riding.
Making its much anticipated debut in the American market is the 2024 Honda XL750 Transalp, fresh off a successful year in Europe. Equipped with off-road features like 21-inch front and 18-inch rear spoked wheels and a quickshifter, the Honda Transalp has inspired debates about whether this bike is a step-up or step-down in adventure capabilities.
Nestled between the entry-level CB500X and the liter-class Africa Twin in Honda’s current lineup, how does the Transalp fare?
A year after its European debut, the all-new Honda Transalp XL750 finally arrives on American shores.
We took it for a two-day 250-mile test run amidst the vibrant autumn foliage of central Pennsylvania. Our route included the rugged section 4 of the BDR-X PA Wilds and challenging twists near State College – Penn State’s home turf.
To give the Transalp an off-road credibility check, American Honda fitted our test bikes with Bridgestone Adventurecross AX41 tires, one of my favorite tire sets for ADV riding. This decision enabled me to put the Transalp through its paces on demanding off-road trails.
For the consumer version, expect either Metzeler Karoo Street or Dunlop Mixtour tires in sizes 90/90-21 and 150/70R-18. (Take note: They’re not tubeless, which might be a minor drawback for some.)
Have you ever questioned whether to “step up” your adventure game or “step down” for something more manageable? The Transalp may provide the answer for both.
Despite seeming underpowered and somewhat weak on paper compared to other middleweight ADV bikes, the Transalp excels, particularly shining on section 4 of the BDR-X PA Wilds.
A Storied History and Design
After a successful year in Europe, the Honda Transalp finally landed on American soil this October, reviving a saga that originally began in 1986.
While American riders had only a fleeting encounter with this storied machine – curtailed after just two years due to the prevailing motorcycle culture and the bike’s dual-purpose nature – the Transalp has continually evolved overseas.
Originally debuting in Europe in 1986, the Transalp reached the U.S. for the 1989 model year with a liquid-cooled 600cc 52-degree V-Twin engine, 3 valves per cylinder, a full-cradle frame, and a box-section swingarm. Its 41mm fork offered nearly 8 inches of travel, while the rear featured Honda’s Pro-Link system and provided 7.5 inches of rear-wheel travel – a remarkable feat for its era.
In the subsequent years, the bike underwent several iterations, morphing into the XL650V in 2000 and later the XL700V in 2008.
Fast-forward to the present, and the fourth-generation Transalp – now labeled the XL750 – is a modern adventure bike. It inherits its 755cc parallel-Twin engine from the CB750 Hornet, a platform that regrettably remains exclusive to overseas markets.
The bike is powered by a 755cc parallel-Twin. Although it generates “just” 83 hp, it’s an optimal fit for this machine weighing in with a 459-lb curb weight.
Honda Transalp: Engine, Clutch, and Transmission
Upon starting the Transalp’s 755cc Unicam parallel-Twin with 4 valves per cylinder, the 270-degree crank immediately makes its presence known. This short-stroke crank generates a pulsating effect that optimizes torque distribution across the rev range, making the engine particularly efficient in the mid- to upper range.
Honda’s new Vortex Airflow Ducting induction system enhances this power range by accelerating the intake-charge airspeed between 3,000 and 8,000 rpm, thereby improving throttle response.
Making a claimed 83 hp at 8,500 rpm, the engine offers a well-balanced power output suitable for both on-road and off-road riding, and it operates efficiently throughout the rev range. During our two-day test, I preferred keeping the revs high, switching between 3rd and 4th gears in faster BDR sections and dropping to 2nd gear for more technical challenges.
On Pine Flat Road, an optional rocky and muddy trail, I kept the bike in 2nd gear throughout. During slower sections, I manipulated the clutch for better traction before revving the engine up to 8,000 rpm to accelerate. The bike wheelied best in 2nd gear, either when navigating large obstacles or simply splashing through puddles.
The 21/18-inch front/rear wheel configuration equips the bike to tackle challenging adventures, from deep mud to rocky single-track trails.
Honda’s slip/assist clutch, featuring F.C.C. Leaning Segment discs, reduces clutch drag torque by 30%. The system is especially noticeable in technical terrain, requiring only one finger to operate the clutch. Equally impressive is the quickshifter for clutchless up and downshifts. It operates smoothly, even between 1st and 2nd gears.
Honda also optimized the bike’s 459-lb curb weight with a 16/45 final drive ratio and a 520 chain. This configuration minimizes high revs while cruising at 75-plus mph and contributes to fuel efficiency. Even after rigorous use, the bike averaged around 46 mph. With a 4.5-gallon tank, expect over 200 miles between fill-ups.
The engine counterbalancer ensures a smooth ride. It is driven off the crank’s primary gear, reducing weight and complexity while maintaining engine compactness.
The Transalp’s chassis delivers exceptional road performance; even on successive corners, the presence of a 21-inch front wheel goes unnoticed.
The Unicam engine design, like the one used on the Africa Twin’s 1,084cc powerplant, originated from Honda’s CRF450R motocross bikes. To improve reliability, Honda employs nickel-silicon-carbide cylinder plating, which is also used in the CBR1000RR-R and CRF450R.
Honda Transalp: Electronics
The Transalp has throttle-by-wire with 46mm throttle bodies and offers five ride modes: Sport, Standard, Rain, Gravel, and a customizable User setting. Each mode allows customization, enabling adjustments to engine power, engine braking, traction control (aka Honda Selectable Torque Control), and ABS.
The Transalp is more than up to the task of long-distance travel, effortlessly traversing noteworthy landmarks like this covered bridge.
In contrast to bikes that reduce power across different modes, all five settings on this bike maintain access to full power. The variability lies in the power delivery. The Transalp yields a more subdued throttle response in Rain and Gravel modes while ramping up responsiveness in Standard and Sport modes.
Adjustments to these parameters are only possible when the bike is stationary. However, a conveniently located button on the left control panel allows quick mode-switching while in motion. After selecting a mode, simply releasing the throttle engages it.
During my evaluation, I found each mode to be highly effective in its designated setting. On dirt sections, I primarily used my customized User mode, configured for maximum power, minimal engine braking, and with both TC and ABS deactivated. This setup offered optimal traction and stopping capabilities, aligning perfectly with my riding preferences.
One issue to note is that turning off the ignition automatically reactivates the TC and ABS settings. To counter this, I left the ignition on for the majority of the day, making exceptions only for stops exceeding 10 minutes. This tactic also had the added benefit of keeping my grips heated during the cold morning hours. The heated grips have four intensity levels, and they’re among the warmest OEM grip warmers I’ve encountered.
Finally, all this information is prominently displayed on a 5-inch full-color TFT dash. Users can choose four display layouts, including a rally-inspired design featuring bar graphs rather than circular indicators.
The 5-inch digital display panel covers all essential metrics – except ambient temperature.
The dash provides data on speed, rpm, fuel level, engine mode, trip distance, and gear position, as well as levels of TC, ABS, power output, and engine braking. The sole missing element is an ambient temperature readout – a feature I find particularly useful given the significant temperature fluctuations often encountered in backcountry rides.
Honda Transalp: Suspension and Brakes
Unfortunately for such a capable middleweight ADV bike, suspension adjustability is limited to spring preload. The Showa system includes a 43mm SFF-CA fork and a Pro-Link rear shock.
On paved roads, the bike demonstrated admirable stability, even under aggressive throttle and braking inputs. While the suspension felt slightly softer when navigating dirt terrains, it proved capable of handling the most demanding and intricate BDR gravel sections I encountered.
Suspension travel is 7.9 inches at the front and 7.1 inches at the rear. I weigh 185 lb, and I bottomed out the fork only twice during harsh landings, experiencing no issues with the rear shock. Ground clearance is 8.3 inches.
My test unit was equipped with an optional skid plate, adding an extra layer of engine protection. Without a skid plate, the bike’s exhaust system would be vulnerable, making off-road travel ill-advised.
As for the braking, the 2024 Honda Transalp performed flawlessly throughout my test. It employs 2-piston front calipers working in conjunction with dual 310mm “wave” discs and a single-piston rear caliper squeezing a 256mm wave disc. Off-road, with ABS disengaged, these offered a well-balanced braking experience; a single finger sufficed to engage the front brake, and applying ample pressure to the rear brake facilitated effective slowing.
Helping stop the Transalp are dual 310mm “wave” front discs squeezed by hydraulic 2-piston calipers.
On-road and with ABS activated, the system exhibited minimal pulsation during planned emergency braking exercises. It’s important to note that to maintain a competitive price point, the Transalp lacks some preferable on-road amenities, such as cornering ABS and cruise control. However, it does come with the convenience of self-canceling turnsignals!
Honda Transalp: Ergonomics, Seat Height, and Fairing Protection
Contrary to its specifications on paper, the Transalp’s ergonomic design performs impressively in real-world conditions. With a seat height of 33.7 inches and an optional lower seat at 32.6 inches, the bike comfortably accommodated my 30-inch inseam. This allowed for confident stops in uneven, rocky off-road terrains where taller bikes often pose the risk of a rider losing footing.
The seat’s design offers ample room for positional adjustments, even letting me sit close to the gas tank during fast off-road sections to roll my back forward, sit upright, and maintain front tire traction. The handlebar is sufficiently wide, offering good steering leverage. The rider triangle felt just right, and my 5-foot-11 frame never felt cramped.
On twisty asphalt, Sport mode and a bit of concentration are all you need – the Transalp makes cornering a simple and fun task.
The stock footpegs are roomy enough for my size 11.5 boots and provide good grip once the rubber padding is removed. Whether standing or seated during high-speed sections, my feet enjoyed unrestricted movement, avoiding any uncomfortable contact with passenger pegs or engine components.
Designed by Honda’s Italian R&D team, the Transalp sports an unmistakable Italian flair in its fairing design. Although budgetary considerations led to a nonadjustable windscreen, the aerodynamics are still effective. Throughout my ride, even at speeds exceeding 80 mph, I experienced no head buffeting.
The Final Tally
At $9,999, the 2024 Honda XL750 Transalp is competitively priced, undercutting key rivals like the Yamaha Ténéré 700 by $800 and the Suzuki V-Strom 800DE by $1,350. When compared to European models such as the KTM 890 Adventure, the price difference climbs to nearly $4,000, though we’re not necessarily comparing apples to apples anymore.
The fairings exude Italian flair, and despite the windscreen being fixed, there’s almost no buffeting to speak of.
Back to our original question: Is the Honda Transalp built for riders stepping down from a larger adventure bike or for those stepping up from a smaller machine? I’d argue that Honda has navigated this dilemma masterfully, providing one of the most balanced middleweight platforms available.
The bike lends credence to Honda’s attempt to provide a harmonious blend of features tailored for both the beginner stepping up and the experienced rider who might be looking for a more approachable yet capable alternative.
This particular Transalp is outfitted with a touring package, adding spacious panniers for added utility.
The step-up or step-down argument is put to rest – not by compromise but by balance. This balance is a hard-fought victory in product development and felt at the heart of the riding experience. In the Transalp, you’ll find a motorcycle that doesn’t ask you to choose between worlds. Instead, it encourages you to explore them all.
Andrea Iannone (Team GoEleven) returned to the track as some of the MOTUL FIM Superbike World Championship paddock remained at the Circuito de Jerez – Angel Nieto for two days of testing. The #29 was one of these and he enjoyed a strong day two in Spain, running inside the top three on occasions on Wednesday and finishing the day in an impressive fifth place after getting to try Pirelli’s SCQ tyre as well as being able to complete a solid six hours of testing.
STRONG SECOND DAY: running in the top three, finishing P5
‘The Maniac’ was one of the first to venture onto the track when the green flags waved at 10am Local Time, but, with wet patches still on the circuit from rain on Tuesday, completed just an in and out lap. His action really got underway at around midday, as it did for the rest of the competitors, with the sun shining and the track getting drier as the day progressed. In the end, Iannone put in a 1’39.335s to claim fifth, although he was in the top three a couple of times on Wednesday.
Discussing his day, where he completed 69 laps, the Italian admitted he was a bit surprised about his performance: “It was really fun, I enjoyed today a lot. My feeling with the bike improved exit by exit and run by run. It’s really interesting because I’m a little bit surprised about the result, also the feeling with the tyre and everything. We have a lot of work in front of us, but we start from a really good point. It’s good.”
THE GOALS FOR 2024: “we have really big ambitions…”
The 2024 season will mark Iannone’s return to competition after four years away and, after Wednesday’s running concluded, discussed his and the Team GoEleven’s potential for next season as well as where he wants to be in the pecking order. He also expanded on what’s impressed him so far in his two days on the Panigale V4 R and using Pirelli tyres as he looks to be in the best possible shape ahead of his racing return next year.
Discussing ambitions, potential and pleasant surprises, ‘The Maniac’ said: “We have really big ambitions. I want to comeback, but I want to try to comeback at a high level. I want to achieve these results and I want to try to arrive at the top. In any case, I know it’s really difficult because the level is really high. Everybody is close but, I think, for us and the first test, it’s difficult to achieve a little bit more. The bike impressed me on the positive side, and also the tyres. They’re friendly. You felt where the limits of the tyres are and the bike and I think this is a good point.”
Catch up on all the action from day two HERE and watch highlights and interviews from Jerez using the WorldSBK VideoPass!
Nicolo Bulega (Aruba.it Racing – Ducati) was one of the stars of testing at the Circuito de Jerez – Angel Nieto as he put in a sensational lap on Pirelli’s SCQ tyre to claim second spot on day two of the test, only his second day inside the factory Ducati team and alongside Alvaro Bautista. The #11 does have experience of the Panigale V4 R from tests throughout 2023 but he still put it altogether for a stunning P2 on day two at Jerez during his first days with the team.
Bulega stormed to the top of the timesheets with around two hours to go on day two as one of the first riders to use the SCQ tyre. He set a few laps in the 1’39s bracket before becoming the first rider to hit the 1’38s. He set a 1’38.903s before he improved again in the closing stages to a 1’38.726s, lapping three tenths away from pacesetter Remy Gardner (GYTR GRT Yamaha WorldSBK Team), who overhauled him shortly after Bulega set his lap, and only around a tenth slower than teammate Alvaro Bautista’s pole time from last weekend’s Spanish Round.
It marked a strong start to the 2023 WorldSSP Champion’s time at the factory Ducati team, but these two days were not the first time he’s been on the Panigale V4 R. He’s had several tests with the race bike before, but this was the first time working with Bautista in the box as he got up to speed ahead of his WorldSBK debut in 2024.
Reflecting on his first test with the team, Bulega said: “It was a very good test but unfortunately, we didn’t ride a lot during these two days. On day one, we only did 20 laps and today only half a day. I’m happy because I didn’t ride a lot, but I was already fast. This was important. I’m happy because I was fast, but I was only at 85%. I’m learning the bike, learning how to speak with my new team so it’s important for me to ride a lot of kilometres with this bike.”
In WorldSSP, the softest tyre riders are able to use is the SCX which is also available in WorldSBK. However, unlike WorldSSP, World Superbike riders can use the SCQ tyre when it is in the tyre supplier’s allocation. With the tyre at Jerez, the reigning WorldSSP Champion was able to get his hands on it and try it for the first time. He was full of praise for the work Pirelli do but admitted he still had some work to do to understand that tyre.
Discussing the SCQ tyre, Bulega said: “Honestly, like always, Pirelli are doing an incredible job with the tyres. I tried the SCQ, and I felt good. A bit difficult to understand because with a lot of horsepower, you have to understand the character of the tyre. Anyway, I’m happy because I was fast. We can improve, obviously, but it’s a good starting point.”
Catch up on all the action HERE and watch highlights and interviews from the test using the WorldSBK VideoPass!
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