Since the generalization of the A2 license, engine displacement is no longer a regulatory ceiling. Only power matters: maximum 35 kW, or 47.5 horsepower, with a power-to-weight ratio capped at 0.2 kW/kg and an original power not exceeding 70 kW before restriction.
Motorcycles of 750 cm³ are thus included on the list of eligible models, alongside 300s or 500s. This situation creates a recurring misunderstanding among new license holders, who associate large displacement with large motorcycles without always realizing what that entails.
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Weight and braking distances: what engine displacement really changes in A2 licenses
The restricted power of a 750 places it on paper at the same level as a 500. In practice, the chassis, suspensions, and especially the weight remain those of a machine designed to develop much more. A 750 cm³ touring or custom bike often weighs several dozen kilograms more than a mid-displacement roadster.
This weight difference directly translates into low-speed maneuvers and braking distances. According to the 2023 road safety report from ONISR, restricted 750s are overrepresented in serious accidents involving young license holders when it comes to heavy and older machines.
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In contrast, lightweight motorcycles equipped with ABS and engine modes dedicated to beginners show a decrease in accidents among riders with less than two years of license.
Choosing the A2 compatible 750 therefore requires a clear distinction between two categories: recent models designed from the outset to accommodate A2 restriction, and older generations where the restriction is merely a mechanical adjustment on a heavy and less assisted base.
Assistance technologies on recent 750s: a real safety net for beginners
Manufacturers have understood that the A2 segment is no longer limited to small displacements. Honda, for example, offers the E-Clutch system, which partially automates the clutch and reduces the risk of stalling or harsh acceleration. Other brands incorporate engine modes (rain, urban) and an intrusive traction control calibrated to smooth the motorcycle’s reactions.
These technologies change the game. Trainers from the Easymonneret network and feedback published by Moto Magazine between 2023 and 2024 indicate that some recent 750s are recommended even for smaller students, provided that the total weight remains reasonable and the seat height accessible. The determining criterion is no longer engine displacement, but the entire electronic and ergonomic package.
What to check before buying a restricted A2 750
- The presence of standard ABS (mandatory on new motorcycles, but not always on used ones from before 2016) and, ideally, a switchable traction control
- The weight fully fueled: beyond a certain threshold, maneuvers at a standstill become cumbersome for an average build, and fatigue in the city increases significantly
- The seat height and the position of the footpegs, which determine the ability to put both feet down at a stop, a parameter often underestimated by beginners focused on power
- The existence of specific engine modes (rain mode, beginner mode) that limit throttle response and available torque in the lower gears
The trap of derestriction: frustration and premature resale
Many new riders choose a restricted 750 while projecting themselves onto obtaining the A license. The idea seems logical: keep the same motorcycle, pay for a derestriction kit, and enjoy full power after two years. However, field reports tell a different story.
Several A2 support groups, particularly on Facebook (A2 Riders, Young Riders), have noted a recurring observation between 2023 and 2025: many restricted 750s prove disappointing once derestricted. The engine character changes, but not always in the expected direction. Some machines designed to run at full throttle offer mediocre enjoyment at reduced power, and the novelty effect of derestriction does not compensate for two years of frustration.
This scenario leads to a quick resale, often with a significant depreciation. The young rider who hoped to amortize their purchase over four or five years finds themselves buying a different model after two years, with a total cost exceeding that of a two-bike strategy (a lightweight A2 first, then a freely chosen machine with an A license).
Restricted 750 or native A2 mid-displacement: financial arbitration and progression
The used market reflects this tension. Restricted 750s lose value as soon as they are identified as “transition motorcycles,” while 500s and 650s native to A2, whose value remains stable, are easier to resell.
In terms of progression, a lightweight and maneuverable motorcycle teaches more than a heavy and restricted machine. Low-speed handling, cornering precision, and brake management are better acquired on a vehicle whose behavior corresponds to the power actually available. A 500 cm³ roadster with ABS and traction control offers a more coherent learning framework than a 750 cm³ trail whose weight masks trajectory errors.
When the restricted 750 remains a relevant choice
The choice is justified in a specific case: a large rider, who primarily rides on roads and highways, and who has identified a recent model equipped with complete electronic aids. In this configuration, the additional weight becomes an asset (stability at high speed, comfort on long trips), and the restriction does not fundamentally alter the character of the motorcycle.
The available data do not allow for a universal conclusion. The rider’s size, the type of journeys, the overall budget over three to five years, and the quality of the electronic equipment matter more than the displacement listed on the registration document. The best A2 750 is the one that corresponds to actual use, not a projection onto the A license.