Honda X-ADV test

Menus

• Two-wheeler SUV or land-based backpacker
• Discovery
• In the saddle
• In the city
• Motorway and expressways
• Departmental
• Offroad
• Part-cycle
• Braking
• Comfort / Duo
• Consumption
• Conclusion
• Available
• Colors
• Honda X-ADV video test

Two-wheeler SUV or land-based backpacker

Recognized supplier of sometimes avant-garde innovations and yet producing machines regularly considered very polished, Honda likes to shake up the codes. Thus, in 2011, the NC700 family, then 750, brought a new approach to machines with an urban-traveler vocation.. This breed seems to be an inexhaustible source of innovative concepts. In particular, it gave an astonishing variation in 2013 with the Integra hybrid. Attractive and modernized in 2016, this sporty-looking ferris wheel scooter benefits from remarkable dynamic qualities. Just like the NC750X trail, optimized the same year.

Still sharing the same base of engine and chassis, this Promethean family unites to take a new form, as improbable as it is intriguing. This marriage of carp and rabbit, or rather of the two models already mentioned, therefore gives birth to the X-ADV, a vehicle defined by the winged brand as the two-wheel SUV…. Designed for extreme versatility, it hopes to appeal to urban users, still grappling with their dreams of off-road adventures…. It is in Sardinia, on road and path, that we discover this trans-gender Honda in order to check if the offroad graft has taken place and the marriage consummated.

Discovery

The genesis of the concept is, as so often, due to personal experience. Thus, the creator of Honda concept, Daniele Luccchesi, was one day stuck on a too uneven path on the handlebars of a touring scooter. He drew from it the project of creating a machine capable of freeing itself from these hazards. According to its creators, the X-ADV claims the very essence of motorcycle freedom…. Thus, Mr. Kenichi Misaki, responsible for the development of X-ADV, specifies:

Our development theme was: leave and have fun. So we created a motorcycle with the spirit of adventure there from the start. The machine had to be usable on a daily basis to move around town, with many practical aspects. And on weekends, it had to offer the possibility to escape from the daily grind, with a new and exciting style.

So this is the prelude to the specifications. Versatility, practicality and assertive adventure style. In fact, created by the Honda R & D center in Rome, the Honda X-ADV imposes an unusual style. These bodybuilding, reinforced volumes immediately impose his vocation as an adventurer. In fact, its design was concomitant with that of the flagship of the genre, the trail CRF1000L Africa Twin. We therefore find in the style lines, even components, strongly inspired by the trail, but even more evocative, ostentatious, powerful. Thus, details are even borrowed from the automotive world (frontal shield).

The front face mainly bears this typical design, almost outrageous as the surfaces are sculpted. However, the whole does not lack elegance, merit coming back to the materials used and the contrasts of the front elements. Thus, the upper fairing elements are painted while the others retain their dark plastic tint. Tapered and surrounding a central air intake, the optics are embedded in complex surfaces with many flats that stretch up the apron. An imposing windshield with studied curves dominates the fork crown. Adjustable in five positions and 136 mm of travel, its inclination varies by 11 °.

Sharp, the lines then run on the sides, drawing deep indentations in the side profile up to the running boards. These underline their aluminum reinforcement ends. Higher up, the volumes stretch out in the same way, forming an imposing central tunnel, then widening out to support a large one-piece saddle. Framed by large grab handles, this thick seat with ergonomic shapes now hides a large space, lit by an LED and fitted with a 12-volt outlet. A welcome improvement, because its cousin the Integra suffered from too small a storage volume. A fault preventing it from seducing a large audience despite its remarkable dynamic qualities. The adventurous evolution therefore overcomes this obstacle and offers a 21-liter trunk housing a full-face helmet and even some of the enduro type. You can even add a pair of gloves and other accessories. Mounted on a hydraulic cylinder, the saddle could be raised further. Further forward, a hatch hides the fuel cap opening onto a 13.1 liter tank.

Numerous metallic or plastic elements with a harmonious design and robust screws reinforce the adventurer’s stature of the hybrid. Thus, the aesthetics and long plates supporting the discreet passenger footrests enclose the rear of the machine while a branded aluminum plate dresses the lower sides. The offroad tendencies of the X-ADV also require equipment accordingly: plastic handguards of the same type CRF1000L Africa Twin and shot-blasted aluminum shoe 2.5 mm thick protect the machine against the unfortunate eventualities inherent in it. to an overly optimistic enduro. However, one option allows the X-ADV to be fitted with a motorcycle footrest to further optimize control of the machine on land. Concluding the right side, the exhaust mimics that of offroad machines. It rushes to the heavens in a stretched pentagonal silencer, adorned with a large metal protection plate. The all-terrain style is also evident in the specific swingarm. Robust on the outside, it is hollow on the inside. But what style !

This sculpted dress still rests on the tubular diamond-type steel frame, but widens towards the rear to house the trunk under the saddle. Technical details can be found in the corresponding section.

The finish hardly suffers from remarks, both in the surface treatment of the materials and in their assembly. Plush and solid, the Honda also offers the most complete general equipment. A center stand with tilt indicator is fitted as standard and allows the X-ADV to be parked on an uneven surface without the risk of falling. Practical, the key is a non-contact system, managing the steering lock, opening the saddle, the fuel cap and starting. And all of the lighting uses diodes.

Finally, our Honda SUV admits 238 kg, split 51% and 49% between front and rear.

In the saddle

Like its 4-wheel counterparts, the Honda Crossover takes advantage of its generous size to be attractive. Without being high, the 820 mm saddle height seems important, a consequence of the large width of the hybrid. The pilot d1.70 will thus be on the tips of his feet. Tunnel, steps…. it is advisable to spread the legs when stationary. However, the seat allows the pilot a lot of latitude. We can thus move forward greatly on its narrow end and then, once gone, move back on the widest area..

Importantly, Honda equips our machines with optional Rizoma enduro-style footrests. These are mounted on side plates in the extension of the running boards. Much more than an accessory, these elements give all their meaning to the X-ADV. Out of the bitumen of course, for better control of rear axle drifts by adopting a standing position. But also, in my opinion, on the road. There is thus noticeably a motorcycle ergonomics and a sharper support on the handlebars, again optimizing the feeling of piloting. In addition, the back tires much less.

Ahead of the steering, a rotary button allows the X-ADV to be switched on or to unlock the buttons controlling, by cable, the opening of the saddle or the fuel filler flap. With variable diameter, the wide trail-type handlebars, reminiscent of the Africa Twin, with little marked lugs, naturally welcome the hands. Solid bridges enclose it, forming a central support carrying the parking brake, neutral, ABS and electronic key warning lights. Numerous pushbuttons are fitted to the controls, especially on the left, but, devolved to the DCT box, none controls the large LCD screen grouping the instruments. Fortunately, the gearbox modes are controlled and displayed by pressing on the right side..

Wearing a very useful cap, this digital window includes a tachometer in the central position, crowned with the rev counter and overhanging the gear indicator engaged. In the upper right corner, average and instantaneous consumption, on the opposite, odometer and two partials. These measurements are checked by successive presses of a button above the screen. Not very ergonomic. There is also fuel gauge, DCT mode selected, clock, temperature and date. Complete, this set offers excellent readability, even in direct sunlight. Good point, the levers are adjustable in spacings. Less convincing, the bubble adjustment system requires being stationary and is imprecise. In use, we keep, as often, the bubble in the low, intermediate or high position. Enhancing, the two arms supporting the windshield mimic aluminum, but are…. in plastic.

In the city

The hybrid comes to life in a well-known tremolo, correctly highlighted, on the throttle, by the silencer. It hums nicely and the trills then go to metallic mediums. The first few meters give a strange sensation, the impression of overlapping, rightly, a mixture of genres. Boots forward on the running boards, raised position and flat handlebars, automatic gearbox, motorcycle geometry and scooter seat…. the word novelty takes on meaning.

We quickly get used to a direction that is a little "heavy" in town. Camped on its 17-inch wheel, the X-ADV indeed raises the masses on the front, somewhat complicating maneuvers at very low speed or with the engine off. On the other hand, placing it on the center stand is obvious. With normal urban evolutions, the behavior is also made easier and the machine seduces by its ease. Between the lines, its balance is remarkable, and, close to the stop, the hybrid seems almost to stand upright without effort.

Transparent and fast, the DCT transmission works wonders, placing the vehicle in traffic as desired. In D mode, the gearbox always "learns" your driving. The result is rather good, but, in town, the system looks more after consumption than pleasure, sometimes leaving an unpleasant sub-diet. Switching to first level Sport mode further energizes the evolutions without compromising comfort. The Honda’s decent agility and a pretty good turning radius make it a stylish everyday tool. Finally, reflecting a wide field, the mirrors are free of vibrations.

Convincing between the walls, the X-ADV provides a remarkable pleasure, walking its original volumes with ease and efficiency. Rather evident in "daily urban areas", the Honda hybrid easily assumes the first part of the Crossover contract. An innovative transgender, he already displays assured ease and assumed volumes giving him an exciting “land status” position. But before skipping school, you have to cut the asphalt.

Motorway and expressways

Twisting the right rubber certainly makes the twin-cylinder roar, but also makes the DCT box work. This then quickly reduces a few reports, almost without latency, to make the best use of the mechanics on the momentum. The speeds then mesh without downtime and propels the machine to nearly 180 km / h bottom of 6 to 800 turns of the switch (6,500 rpm). Protection and stability are remarkable, allowing high cruising speeds with perfect heading.

In legal terms, the twin unrolls a quiet stride at 3,700 revolutions per minute. Repeats in D mode require a slight delay before the machine responds positively. With learning, the chips then become more responsive and whip the box more. Sport modes are much more immediate.

Behind the windshield in the high position, only the shoulders are subjected to some air flow. If the boots remain well sheltered in the forward position on the front part of the steps, the legs, away from the apron, are less effectively protected. However, the whole makes it possible to imagine long trips on priced ribbons without suffering anything other than boredom. A good reason to taste the secondary network that the Honda naturally commits to using.

Departmental

And riding the Honda hybrid, the fun is quickly there. Perfectly stable, the X-ADV is also agile, almost forgetting its 17-inch front wheel. In addition, the wide counter provides an effective leverage. Without being sharp, the angle changes are natural, the machine exhibiting little inertia. Especially once the suspensions are settled. Flexible from the outset, the fork benefits from being hydraulically braked. Consequently, limiting mass transfers, the damping which is better controlled at the start of the race allows for more incisive steering..

Already appreciable in town, the additional footrests are a pleasure on the winding roads of the Sardinian network. Especially since the X-ADV reacts effectively to downforce. Only downside, these elements could be placed a little higher and forward. Three centimeters would be enough. As it stands, the position is quite sporty, which is neither uncomfortable nor unpleasant in the end and makes you forget the scooter aspect of the machine. So much so that I will sometimes look for a selector or a phantom brake pedal on more dynamic driving phases..

Precise, the front axle makes it possible to take care of the trajectories and to appreciate the rigidity of the chassis. Especially since mechanics and transmission combine to appreciate a new facet of the Honda: a surprising and seductive road dynamism. Because since its pairing with the Honda automatic gearbox, the parallel twin has taken on its true dimension. This continues to grow as the DCT system improves year after year. Thus, in maximum Sport mode (level 3), we can really adopt a committed piloting. Much more responsive, the gearbox retains lower gears than usual to favor reminders. The latter cheerfully energize the machine, but remain rather velvety and progressive. More than power, it’s the torque that vigorously pulls the 238 kg of the X-ADV. Particularly demonstrative at 4,500 revolutions, almost the maximum peak of force, the block then gives the best up to 6,000 revolutions. A fairly tight range of use that perfectly manages the DCT.

When entering a bend, the automatic gearbox is just as appreciable, giving a lot of engine braking. This avoids having to resort to the left lever when cornering, the rear retarder can sometimes be combined with the unexpected descent of a gear (experienced on NC750X on slippery ground….) And then surprise the pilot on a curve…. Powerful, the front calipers slow down the crew without difficulty and allow them to enter the brakes. The Honda then fits precisely on the angle, allowing course corrections. And as the Bridgestone Trail Wings give complete confidence, we quickly come to file additional footrests, or even the footboard…. The transgenic adventurer then straightens up under the voluntary thrust of the winged boiler, ready to attack the next curve.

On a more leisurely pace, the rear shock seems a little dry, but the whole remains homogeneous and proves responsive to the settings made on the fork. The good character of the twin, the efficiency of the gearbox and the protection of the screen contribute to the general approval of the Honda hybrid. A dirt road leads towards the hills? A sandy track winds towards the beach? So let’s see !

Offroad

Let’s be clear, this is reasonably wild terrain where we take the X-ADV. We quickly find the limits of the Crossover both by its weight and the limits of its fork. This last taps into the slightly marked holes or bumps tackled a little quickly. Nothing scandalous about that, the concept being to be able to cross soft, fatty or brittle ground without fear. And, conducted as it should and without delay, the Honda also fulfills the contract. Raised on the additional Rizoma, it is easy to control the drifts from the rear while the arms come to rest almost ideally on the handlebars. The front tire, more skilful on bitumen with its 120 mm, sails a little in the deep gravel, but without causing fear. A few offroad specialist colleagues even gave us a sandblasted demonstration of the machine’s possibilities, proving the X-ADV’s good disposition off asphalt. Here again, the tires demonstrate proper traction and the lack of traction control brings a good dose of fun. Non-disconnectable, the ABS will be able to hinder the inclinations of the most daring. It is with regret that I leave these shifting playgrounds.

Part-cycle

Rigid, healthy and homogeneous once the fork has been adjusted for damping, the cycle part of the X-ADV conforms to Honda genetics. Ease, balance and efficiency. A better quality shock with a preload adjuster knob would be welcome in view of the traveler capabilities and the stylish backpacker fare…

Braking

Borrowed from the Africa Twin, the front calipers provide power and consistency to decelerations. Progressive, the elements deliver a very measurable bite. Less convincing, the rear handles anyway, in my opinion, with caution on the angle when combined with an auto gearbox. In a straight line, it effectively supports the clamps of the steering gear, but triggers the ABS fairly quickly.

Comfort / Duo

Welcoming and comfortable, the long and wide saddle is suitable for long trips; in addition, the hybrid design of the machine allows many piloting positions. Legs forward, near or far from the apron, more or less sporty position on the additional footrests…. the X-ADV is also versatile in terms of ergonomics. Rather well positioned, the passenger boot racks seem just as attractive and the wide grab handles reassuring and comfortable.

Consumption

Advertised at 3.6 liters, the thirst of the twin is a little higher. Our dynamic evolutions give an average of 5.1 to the on-board computer. In more common use, 4.5 liters should be the norm. To be checked on a longer test.

Conclusion

Creator of a new segment, of a new type of vehicle, this is what the Honda X-ADV is. Unclassifiable, it combines the presence and stature of a powerful high-end scooter with the ergonomics and road capacity, even offroad, of a mid-size motorcycle. Truly Crossover, the novelty is undoubtedly a success of which originality and daring are not the last qualities. Innovative, versatile, dynamic and qualitative are other epithets of the truest concerning it. According to Fabrice Recoque, director of the Honda Moto France division, the manufacturer "has very high ambitions for this model. We hope to achieve 2,000 registrations between April and the end of 2017!".

Difficult to oppose competition. We will quote, for financial comparison, the tenors of the segment, starting with the Yamaha Tmax offered at 11,499 € and 12,999 € for the model with engine and traction control modes. Another important player, the Suzuki Burgman 650 Executive asking for 10,999 € or the future Kymco AK 550. But neither one nor the other can compare to the iconoclastic Honda, as much in dynamics as in versatility or even in style ….

Priced at € 11,499 with a 36-liter top box offered until June 30, the X-ADV is probably the major innovation of the year. However, at this price, standard heated grips and more efficient suspensions would be in good taste. However, the Honda does not concede other points, both in finish and in equipment. Attractive, elegant and efficient, the pioneer of the genre calls you to forge new paths, by being as comfortable everywhere as everywhere…

Strong points

• Powerful and innovative aesthetics
• Engine character and availability
• DCT box still in progress
• Agility of the chassis
• Versatility
• Box under saddle
• Ergonomics
• Finishes

Weak points

• No heated grips as standard
• Shock absorber too dry
• Fork too tight on strong compressions
• Weight

Honda X-ADV technical sheet

Test conditions

• Itinerary :
• Motorcycle mileage: km
• Encountered problem :

Available

End of April 2017

Colors

For the French market, the X-ADV is available in 2 standard colors and 2 "Special Edition":

• Digital Money
• Matt Bullet Silver
• Pearl Glare White (reminiscent of the Africa Twin colourway)
• Rouge Victory Red (a reminder of the colors of the CRF family)

Honda X-ADV video test

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