Two new adventure motorcycles made their debut at EICMA last year, both of which were expected following the usual rumors/leaks/speculation, and both of which turned out to be… fairly similar. Which of course means it’s time to compare them with each other and see which might be better, worse, different, innovative and worthy of genuine consideration for finding a home in your garage.

We’re talking about the new Honda Transalp XL750 (above) and the new Suzuki V-Strom 800DE (below) of course, both of which look like enticing prospects for two-wheeled explorers. To be clear, Honda has yet to confirm the Transalp for the North American market although we do expect it to come stateside.

Pricing

The Honda Transalp isnow listed for the UK market,with a price of 9,499 Pounds Sterling for the base model, which maths out to $11,420 US at current exchange rates. The new Suzuki V-Strom 800DE is alreadyon the Suzuki U.S. website with a stateside price $11,349for the base bike, only a few bucks more than the Honda so it’s clear they will be competing with each other very closely on price for the base model at least.

Result: Tie until we see the Transalp’s U.S. price

Engine and Drivetrain

The Suzuki V-Strom 800DE is sporting their new liquid cooled, eight-valve 776cc parallel twin motor, which out-cc’s the Honda Transalp’s 755cc motor by a smidge. The Honda motor is likewise a liquid-cooled P-twin with four-valve heads. The Honda reportedly makes 90 hp at 9,500 rpm and 55 lb-ft of torque at 7,250 rpm, while the 800DE spits out 83 hp at 8,500 rpm and 57.5 lb-ft bits of twist at 6,800 rpm. Both feature a 270-degree for “that sound.” The Honda employs its compact Unicam valve actuation from their proven dirt bikes, the Suzuki looks like a more typical DOHC format. Suzuki claims that a pair of special off-axis counterbalancers will smooth out any vibration. P-twins can be shakers, but both companies are well-equipped to engineer out any bad vibes. The Suzuki features a quickshifter as stock while it’s an option on the Honda. However the Honda does come with a slipper clutch as stock. Not as trick, but still useful, while the Suzuki has a sort-of slipper clutch system calles SCAS, or Suzuki Clutch Assist System. Choose your weapon.

Torque is the name of the game in mid-size bikes and the Suzuki has a slight edge, with the Honda making about 10 percent more horsepower. Fully fueled, the Suzuki is 48 pounds heavier than the 459-pound Honda, so once again, the 800DE’s torque advantage is offset by its nearly 10 percent heavier bulk. That makes it just about a draw, and the real answer will come when riders actually get seat time on both. Gearing makes a difference of course, but specifics have not been revealed just yet and they’ll likely be close in approach. In the end, it looks like Suzuki will have a bit of an edge with a tick more twist and the standard quick shifter that works for both up and downshifts, which can be a big help heading into technical riding sections. Also, the Suzuki carries nearly a gallon more fuel than the Honda for a significant range boost.

Result: Slight advantage Suzuki.More torque is good, more weight is bad, Suzuki. Love that manageable weight and short-stroke horsepower number, Honda, but torque and range is where it’s at for off-road riding.

Suspension

Both bikes use 21-inch front tire sizes, but (updated info here) the Suzuki uses a 17-inch rear tire and Honda’s is 18 inches. We won’t get into the OEM tire choices as most riders change that out pretty quickly. Both bikes also use steel frames for strength instead of going with aluminum for less weight. Braking bits are almost identical, with both bikes sporting three discs. Dual 310mm rotors ride up front on both and the Honda’s rear disc is just 4 mm larger than the Suzuki’s. Both feature adjustable levels of ABS intervention and rear-wheel ABS deactivation in their respective off-road modes, but no front “off” mode as that’s now a regulatory no-no. Suffice to say it can turned down but not off on both bikes. Call it a draw on brakes.

Springy bits on the Suzuki are by Showa, with full adjustability on both the 43mm fork and rear monoshock. Rear preload is changed quickly with a handy twist knob, something that should be mandatory on every adventure bike. There’s 8.7 inches/220mm of travel front and rear on the Suzuki and 8.8 inches of ground clearance per their specs. A skid plate and centerstand are optional on the Honda. There’s a skid plate showing in photos of the 800DE, but on base trims it may be plastic. We’re trying to find out. Also, the Honda has to run tubed tires on the stock rims.

The Transalp also features Showa suspension but with a bit less travel; 190mm/7.48 inches in back and 200mm/7.87 inches from the Showa 43mm SFF-CA fork. (Update: In UK spec the suspension is preload adjustable only). That gives the Suzuki a bit of an advantage in pure statistical travel and adjustment, but it’s also heavier, so does sag eat that up? We shall see… eventually. Honda claims 8.3 inches of ground clearance, so the 800DE has a bit more clearance, but not much.

结果:铃木但只是轻微的优势。More weight means a bit more sag, almost erasing the advantage.

Tech Features

这两自行车configurab功能液晶显示屏le in some way and convey a lot of information. The Suzuki screen is 5 inches across while the Honda’s is poached from the Hornet (as is the engine, plus some tuning tweaks). Suzuki ported its Suzuki Intelligent Ride System (SIRS) in from other models and it features three ride modes, Active, Basic, Comfort and a new off-road oriented Gravel mode. Each mode can be tweaked in several ways, including ABS (two levels), traction control, and so on. Gravel model allows for rear wheel ABS defeat.

While the Transalp’s display is also 5 inches across and in color like the 800DE’s, Honda sent its system to college and users have more ride modes to choose from, including Standard, Sport, Rain, Gravel, and user settable… User mode that can be fully customized. The Honda’s LCD can also sport four different layouts, a feature found on the Africa Twin and other higher-end bikes. Honda also added a new safety feature: Emergency stop signal. If a rider drops anchor on the brakes, the turn signals—all of them—go into a brief fast-blink mode to hopefully alert that phone-distracted driver behind the bike.

The Transalp also features Honda Smartphone Voice Control system, or HSVCS, that pairs with an app and allows riders to switch between voice-controlled activities using the four-way directional control on the left bar pod. Riders can switch between controlling navigation, music, phone calls and text messages without touching the phone.

Result: Advantage Honda in this category,but oddly, with both bikes having ride-by-wire throttles, neither has cruise control either as standard or as an option.

Accessories

Both bikes are available in different trims sets, with the 800DE in base form or the top-spec $12,999 Suzuki V-Strom 800DE Adventure, which includes side aluminum panniers and a plastic top case, mounting racks, LED aux lights, taller screen, center stand, metal skid plate, vibration-damped GPS cockpit bar, grip heaters, mirror extensions, 12-volt port for heated gear and a height-adjustable brake pedal. Plastic side cases are also an option.

Meanwhile, the Transalp can be had infivedifferent trims, according to Honda:

• URBAN PACK: (practicality and storage) Plastic 50-liter top box with aluminium panel, mounting base, pillion pad and inner bag plus tall screen and main stand.
• TOURING PACK: (comfort and storage) Plastic rear panniers (Right: 26L / Left: 33L), aluminium panels, support stays, inner bags and heated grips.
• ADVENTURE PACK: (style and functionality) Side pipes, LED fog lights and radiator grill.
• RALLY PACK: (style and functionality) Quickshifter, engine guard, bash plate, off-road rally footpegs and knuckle guards with extensions.
• COMFORT PACK: (comfort and practicality) 3L tank bag, wind deflectors, comfort pillion footpegs and AAC charging socket.

We could not get pricing for those options (the Transalp is not even in showrooms yet), and of course, buyers can mix and match as they see fit. The aftermarket will serve likely both bikes with a nearly infinite selection of upgrades to make these into whatever riders want them to be (or think they can be).

Result: Tie.Neither OEM is a fool here, and will offer a wide range of bits, but at what price? Both offer turnkey “adventure” versions with lots of goodies, but the ready and willing (and often less expensive) aftermarket is licking its chops. The real winners are riders who will have both decent turn-key and DIY options to choose from.

Style

How a bike resonates with riders is critical of course, but also highly personal. The Transalp in Ross White clearly calls back to the original Transalp from the 80s and 90s, and has a more “sportbike” visage and no ADV bike “beak,” unlike the Suzuki. The Suzuki seems more dirt-focused than the Honda and looks a bit more purposeful, and has the obligatory beak plus a low front fender.

The Suzuki also sports small stacked LED trapezoidal headlights while the Honda’s beams are under a panel that should make bug removal easier. The Honda’s appearance seems a bit more thought out while the Suzuki errs on the side of aggression. Tough choice.

Result: Depends.The Honda looks more road ready, the Suzuki more dirt-focused. Neither are ugly. The Honda has a bit more style to it because of its cult-classic forebear, while the Suzuki is clearly more utilitarian – which is not a bad thing. No losers here.

Conclusions

自行车都如此之近很多特性如逢l as price and performance metrics, it could be a difficult choice for prospective buyers. Properly set up, we have no doubt both of these bikes could make their way down a tight stretch of singletrack while loaded up, it’s just going to be a matter of setup and accessorizing.

That said, the Honda seems to skew a bit more towards more-comfortable trips that may include a bit more pavement, while the Suzuki seems to call upon it’s rough-and-tumble DR650/DR-Z heritage while upping its tech game at the same time. It’s a brand new motor for Suzuki, while Honda has had the Transalp’s motor doing duty in the Hornet for a short bit.

Both brands are well respected when it comes to reliability and performance; the difference may come down to how the bike “fits” each rider and whether they come into the showroom with prior bias (such as owning an original Transalp, Versys, DR, etc.). With pricing expected to be either identical or close to it and each bike having an edge in some categories, we’ll have to call it a draw for now—at least until we get them in for some serious test miles.

What’s your take?