Wind turbines are like skyscrapers: We’re just using engineering to make them bigger and bigger, and no one has re-thought the form factor with any concern for economics. Building a 500-foot tower and adding 400-foot blades can generate lots of megawatts, but they’re incredibly expensive to manufacture, difficult to transport, difficult to install, difficult to maintain, and limited in where they can be placed.
A company called Airloom Energyhas rethought the form factor. Their clever alternative design for a utility-scale wind-energy-capturing system features "unique geometry [that] generates the same amount of electricity as conventional turbines at a fraction of the cost."
Rather than a tower, Airloom has developed a sort of suspended NASCAR track. This track is mounted to 25-meter (82′) poles, and has a series of vertical 10-meter (33′) blades hanging from it. The blades are not attached directly to the track, but to a cable that runs the perimeter of the track. As the wind blows, the blades start to move around the track. The cable gets pulled through power take-off units that harvest the resultant energy.
Airloom’s system can be built using readily available and conventional materials; no fancy composites are required. They cost 1/10th of a turbine that generates the same amount of energy, and are far easier to transport; broken down, the system fits onto a standard tractor-trailer.
The company also says an Airloom wind farm costs less than 25% of the price of a turbine-based farm, and that the end result is an electricity price of $0.013/kWh—which is about a third of the $0.038/kWh price offered by a turbine wind farm.
Most interestingly, the Airloom system could be set up over actual farmland, or directly next to power lines to decrease transmission distance.
The company has raised seed funding and plans to launch a pilot project in 2025.
Honda announced the release of the Transalp 750 in the U.S. market last month. It then invited us to test the much-anticipated ADV bike on the Backcountry Discovery Routes (BDR) PA Wilds BDR-X route.
Transalp is a lauded monicker to motorcyclists who like to venture on the rougher surfaces of dirt and gravel back roads. The original Honda Transalp hit these less-traveled venues in 1986, and the 2024 Honda XL750R Transalp evoked nostalgia as soon as I saw it. Visually, the bike looked to possess the double personality of highway cruiser and dirt bomber that the original version introduced.
I rode the 2024 Honda Transalp 750over 2 days on varied terrain in rural central Pennsylvania, luckily catching the incredible fall hues. I rode smooth highways, windy blacktops, and dirt that ranged from tame two-track to challenging rocky sections made slick with puddles and mud. The Transalp and I covered nearly 300 miles of the 500-mile BDR-X route.
In short: The 2024 Honda Transalp 750’s dual purpose matched its dual personality. It was extremely easy to ride, allowing me to traverse more challenging sections without hesitation. The pairing of these alter egos made the Transalp a bike suitable to a wide range of abilities and styles, making the bike an appealing choice for the ADV masses.
The 2024 Honda Transalp 750 had impeccable street manners; (photo/American Honda Motor Co.)
2024 Transalp 750 Engine Characteristics
The heart of any bike is the engine, and Honda graced the 2024 Transalp 750 with one of the most agreeable motors I’ve ever ridden on an ADV bike.
The 755cc liquid-cooled, parallel twin powerplant amicably delivered torque and power. Twisting the fly-by-wire throttle elected a linear power curve that never surprised me, regardless of which of the four factory-set drive modes (Sport, Standard, Rain, Gravel) I chose. This amazingly tractable nature was partly due to the influence of the electronic traction control on the rear wheel.
The extremely tractable engine made riding in the wet and mud manageable; (photo/American Honda Motor Co.)
The single-cam engine (Unicam, borrowed from Honda’s MX lineup) produced a familiar feeling akin to the 1084cc Honda Africa Twin, which I’ve ridden extensively in Baja. The Transalp felt like I thought it should, given the roughly 250cc smaller displacement. And just like on the bigger cousin, the Transalp’s motor and EFI induction were smooth in all rpm ranges. I never felt any annoying vibrations or blips in power delivery.
This extremely linear and predictable motor characteristic made the 2024 Honda Transalp 750 easy to manage, but it did lack the excitement of other current ADV powerplants. There was no rpm to target for a power surge, even while nursing the clutch.
It was very “Honda-like,” in its delivery of 92 horsepower at 9,500 rpm and 53 foot-pounds of torque at 7,250 rpm, which some riders appreciated over the potential rush of riding a surge in power delivery.
Transalp 750 Suspension Performance
No appreciable fork dive with the stock suspension, it was good all-around; (photo/American Honda Motor Co.)
The Showa suspension on the 2024 Honda Transalp 750 felt on point for my 168-pound frame in off-road riding gear, without bags or luggage, while on the tarmac. I didn’t hesitate to push into turns, nor did I go out of my way to avoid potholes or wrecked pavement. I didn’t feel any bothersome fork dive upon braking, nor did I feel like I ate through much of my rear shock travel while accelerating.
Much like the engine, the suspension quietly and predictably managed the chassis. This allowed relaxed riding while cruising or on lean during spirited cornering. Again, it was very “Honda-like.”
I felt the same on winding two-track and tamer dirt and gravel on most of the first day along the PA Wilds BDR-X route. I didn’t notice any blaring shortcomings in damping or spring rate while standing on the pegs, which I do exclusively when off-road.
The front-to-rear balance felt fine, and the damping rate was appropriate for most terrains and speeds encountered that day. The off-road surfaces ranged from hardpacked and relatively smooth dirt to looser gravel roads and some sections of embedded and loose rocks up to tennis-ball size.
On the second day, there was an optional “expert” section of mud and wet rocks and roots of significant size. The rear shock was harsh, and the front fork blew through the middle of its travel too quickly. But it wasn’t anything I considered a shortcoming for an ADV bike.
Overall, I felt the Showa 43mm inverted fork and Pro-Link rear shock handled their respective 7.9″ and 7.5″ of travel well for the all-around usage pattern of an ADV bike.
2024 Honda Transalp 750 Electronics Package
A standout element of the Transalp 750 was the electronic rider assistance functions, especially given the four-digit MSRP.
The 5″ TFT display was easily readable regardless of light or dust conditions; (photo/Seiji Ishii)
Riding Modes
In addition to the four factory-programmed riding modes, there is a user-programmable mode. Every imaginable aspect can be molded to personal preference: engine output, engine braking, rear ABS on/off, and traction control (aided by a slipper clutch). A surprising OEM inclusion is a programmable quick shifter.
For the streets and tamer dirt and gravel roads, the stock riding modes worked fine for me. But anytime it got a bit rocky or loose, the traction control and ABS were intrusive, so I switched them to the lowest settings in the User mode, and all was well.
Speaking of ABS and braking, I found the dual front and single rear caliper brakes excellent from the start. I didn’t have to modulate my naturally occurring braking efforts in any way, and they were always met with predictable bite and progression, both on the road and off.
Quick Shifter & TFT Information Panel
I really enjoyed the programmable quick shifter. After I got over the ingrained habit of tapping the clutch on shifts, I really appreciated the stock addition. Others should follow suit, in my opinion. It added a lot to my riding experience and now that I’m back on a bike without one, I miss it. I found the factory setting to be fine for me, but the “softness” of engagement and other factors is user-modifiable.
The 5-inch color TFT screen was a winner. No matter the lighting conditions, the characters on the screen were clear and easily readable while riding. And as a notable side note, the windscreen was perfect for my 6-foot frame. I experienced little buffeting even at 80 mph.
With the appropriate riding mode chosen for road and gravel, and then the user mode when things got rough, the 2024 Honda Transalp got 53 mpg over the 2 days of riding the PA Wilds BDR-X route.
XL750 R Transalp Nitpicks
The MSRP of $9,999 is remarkable for what you get; (photo/Seiji Ishii)
It was hard for me to find notable negatives on the 2024 Honda Transalp 750, given the $9,999 price. But, alas, it is my job.
Transalp 750 Chassis
The first and foremost thing I wanted right away was clickers on top of the forks. The forks have 15 levels of preload adjustment, and the shock has seven, but compression and rebound adjusters are not part of the stock package. Given that the forks are Separate Fork Function (compression and rebound handled by one leg each), it even makes more sense to include them.
The programmable quick shifter was a welcome addition, but the diminutive stock footpegs were lacking; (photo/Seiji Ishii)
The next big thing to me was the stock footpegs. I know OEM pegs can be horrible, but I found the Honda ones especially so. They are tiny in every dimension and seem like they came off a kid’s bike. The tank is wider than motocross or single-cylinder dual sport machines.
So, combined with the narrow pegs, standing while squeezing the knees was awkward and uncomfortable. And, even with new Alpinestars Tech 10s, I had obvious pressure points on the bottom of my foot.
I stand almost 100% of the time on dirt. So, the lack of surface area was noticeable, especially on longer, rougher sections. Come on, Honda, give us some decent pegs!
Other Nitpicks
Another exclusion that is often found on ADV bikes is cruise control. I never use it, but others prefer to have it on long highway stints.
I would also prefer a higher exhaust routing. The muffler and mid-pipe felt and looked low. Although I didn’t damage them, they are more prone than a system with a higher exit point.
Lastly, there is a USB-C plug under the seat — not exactly a convenient location. It seems like putting it on the dash would be a default for an ADV bike, but not so on the Transalp 750.
And, the only color is the one you see here.
2024 Honda Transalp 750 Review: Conclusions
The Transalp looks so much better with a bit of dirt on it; (photo/Seiji Ishii)
I’ve had the incredible luxury of riding many modern ADV bikes. And I want a 2024 Honda Transalp 750 of my own.
For ADV riders that cruise tarmac most of the time to link dirt and gravel sections, lightly loaded, it’s hard to fault this bike at this price. The bike responds predictably to rider and terrain inputs, and the electronics package allows for optimizing these responses. The result is the ability to ride in these conditions with confidence.
I’m more of a 75% off-road guy, and the Transalp would still shine with a few minor tweaks. I would change the stock rubber to a more off-road-worthy set, which we did for our PA Wilds BDR-X route.
And, if I were carrying a camping load, I would increase the spring and damping rates. I have taken both steps on every ADV bike I’ve ever owned. So, this isn’t a shortfall of Honda on the 2024 Transalp 750.
But, what makes the 2024 Honda Transalp 750 irresistible is the price and legendary Honda reliability. A KTM 890 Adventure lists for just under $14,000, while an 890 Adventure R sits at over $15,000. The KTMs may be more off-road-ready in stock format, but I’d trade that for the reliability of a Honda. Then, use the extra $4-5K for upgrades if required.
I’ve had relatively substantial electronic and minor mechanical issues with every other ADV bike I’ve owned. But I’ve had zero issues with any Honda bike. And, I predict the same excellent reliability from the $9,999 2024 Honda XL750R Transalp.
Medical professionals use a special power saw to cut through casts when it’s time to remove them. While the high-speed saw blade slices effortlessly through a hardened cast, it does nothing to your body if it makes contact with your skin. Steve Mould investigates the physics that allows this ingenious device to work without causing bodily harm.
Suppressors are awesome. They make shooting way more enjoyable. Sometimes, depending on the cartridge, you don’t even need ear pro. Suppressors can even improve accuracy and, where legal, they’re great for hunting. But unless the Hearing Protection Act – which would deregulate suppressors – is ever passed, you’ll have to go through some hoops to get your hands on a muzzle muffler. Here’s a quick n’ dirty guide on the steps you need to take to become the proud owner of a new suppressor. Of note, though: some states have simply banned the ownership of suppressors – the steps below cover the steps you need to take under federal law. You’ll also need to check if your state even allows for the ownership of suppressors, and whether there are extra steps you need to take.
According to the ATF, the current lead time on processing the paperwork to buy a suppressor is about 270 days. That’s 38 weeks, or almost 10 months. Ouch. Indeed, buying a suppressor is a matter of patience. But, thankfully, the paperwork you need to fill out to own a suppressor is once-and-done. Once your application to buy a suppressor’s approved, you never need to renew any application, or pay any fees ever again (for that specific suppressor).
“Can I Do All the Suppressor Paperwork Online?”
Yes! And you definitely eForms should fill out your application to buy your suppressor online. Gone are the days of having to physically mail documents to some ATF field office – the feds have an online system that allows you to fill everything out on your phone or PC. It’s called , but we’ll talk about that more later.
“What’s a Gun Trust? Should I File as an Individual?”
There’s a lot of hot talk about using a gun trust to purchase an NFA item, especially suppressors. In truth, all a trust does is provide for easier transfer of ownership of your NFA items to a family member or designated beneficiary. There’s a matter of convenience, too. A gun trust allows any trustee to possess, transport, and use the NFA items within the trust at any point in time – with or without your physical presence.
Essentially, a trust allows multiple individuals to “stack on” to the application for your suppressor. Each trustee is considered an applicant, though – and that means they all have to provide personal information on your ATF application, including photos and fingerprints. Adding trustees and filing as a trust (instead of an individual) can also lead to delays if any one trustee’s background check or personal information gets caught up in any bureaucratic hurdles (like an incorrect social security number, a wrong home address, or your uncle’s old, unsightly DUI rearing its head).
To file as a trust, you have to actually make a trust, too. That means retaining an attorney to draft the paperwork, which costs extra. Personally, this writer always filed his ATF eForms applications as an individual. It’s quicker, more affordable, and less of a hassle trying to wrangle any would-be trustees to get me their requisite fingerprints, mugshots, and personal information. If you do want a gun trust, I highly recommend National Gun Trusts. They’re cheap – around $60 to $100 – and they’ve done thousands of trusts for gun owners, ensuring it’s quick and easy.
Step 1: Buy your Future Suppressor
Here’s the great news: You technically get to buy and “own” your suppressor before your application’s even approved. The only caveat is that you can’t actually take possession of it yet – your new can has to stay at the FFL you’re purchasing it from. But if your FFL happens to operate a shooting range, you can fire your new muzzle can all day long – or a rental that the FFL leases out for a fee. On that note, it’s a great idea to test out a few different models on your chosen firearm before you decide to purchase.
This is particularly important because once your application begins processing, you can’t back out: There is no option to change your chosen make or model, because the unique serial number of your suppressor is what ties your eForms application to the approval and ownership.
Step 2: Make an eForms Account
Once you’ve selected and paid for your suppressor, you’ll need to record the serial and register an account on the ATF’s eForms website. While registering, it’s important you accurately input your legal name and home address – it should match your home of record, not any business nor PO box. You can start filling out your application for your suppressor, but we recommend holding off until after step 3. You need to get your fingerprints ready, first. We’ll come back to the application process later.
Step 3: Roll your Fingerprints (Now Digital!)
Every eForms application for a suppressor requires a set of your fingerprints. This used to be a painful, mail-only process requiring the use of archaic FD-258 Fingerprint Cards. But now, you can get a digital set of fingerprints taken – and you can use that digital set for every eForms application you’ll ever submit!
To get digital prints for your eForms application, I recommend using PrintScan. They do digital printing for the FBI and various federal agencies, so they know what they’re doing. The cost is $45 (at the time of this publication). You can find a PrintScan location here, then schedule an appointment. After your appointment’s finished, simply download your prints from PrintScan, and then you’re ready to complete your eForms application.
ATF Form 4, “Application for Tax Paid Transfer and Registration of Firearm,” is the paperwork you must fill out on eForms. Many just call this a “form 4 application.” The process is pretty straightforward: Enter your personal information, the information pertaining to your suppressor – including the manufacturer, make, model, serial number, and caliber – and upload a picture of yourself, with your fingerprints.
The self-portrait is simple: Get someone to take a head-and-shoulders shot of you against a plain white background. You can even use your cellphone. Just make sure you’re not wearing glasses, jewelry, or any hats. If your photo looks like a passport or driver’s license portrait, you’re good to go.
Oh, you’ll also need to provide information about your local “chief law enforcement officer.” This is usually your local sheriff. You’ll want to record the name of the CLEO, and the address wherein he or she resides – usually the sheriff’s precinct. Have this info handy before filling out your application.
Step 5: Submit Application and Pay the $200 Tax
Once your application’s filled out, you’ll need to certify all the information contained therein is accurate, submit the application, and, sadly, pay our wonderful government $200 in the form of a tax. Yes, it’s dumb, but at least it’s a one-time fee. The eForms website accepts debit and credit card, which at least makes the humiliation a tad more convenient.
Step 6: Wait… and then Wait some more
Once you’ve submitted your Form 4 application, you’ll receive an email letting you know it’s in the pipeline for processing. At this point, comms will go dark for… quite a while. It’ possible your application could get approved more quickly than the advertised wait times, but expect to wait at least 8 to 9 months.
Step 7: Receive your Stamp, then Run to your FFL
Have faith, gunner: That fateful day will come. We’re talking about the day that you receive an email letting you know your ATF Form 4 application was approved, complete with your tax stamp showing you’re the proud, legal owner of a new suppressor. Print out your tax stamp and bring it to your FFL posthaste, so you can take ownership of your shiny (or matte) new muzzle muffler! There are loads of suppressor makers, and tons of models to pick from. Feeling overwhelmed? Start here, with our review of Dead Air’s new Mojave 9mm Suppressor.
