Honda X-ADV test: the Integra takes the right path
Five years after the Integra, the first maxi-scooter built from a motorcycle as convincing dynamically as it is disappointing on a practical level, Honda pushes this curious mixture of genres even further by exploring with the new X-ADV a completely unexpected: the all-terrain ! And this time, the concept hits the mark ….
X-ADV Test Page 2 – Dynamics: Integra-lely surprising !
After only ten kilometers driven in the Sardinian hinterland, several observations emerge about the Honda X-ADV: the first, very positive, relates to the ease of handling this "maxi-scootrail". Front axle control is obvious and precise thanks to the well-designed handlebars, which does not generate downforce and provides a solid lever arm.
The position is straddling scooter and motorcycle, with the legs folded 90 degrees behind the apron and the arms outstretched and stretched out as on a trail. The compromise is particularly interesting, because the upper body remains perfectly straight and not slightly “slumped” as on a traditional scooter. A guarantee of long-term comfort, especially for the lower back. The saddle with insufficient padding does, however, shower the desire for extended getaways, especially as it is traversed by slight vibrations from 4500 rpm.
Fortunately, the inconvenience does not last long since the engine breaks at 6500 rpm! As on the Integra, the 745 cc unit is torquey and very available, before developing a nice peak of torque of 68 Nm at 4750 rpm. This high value for a scooter – the Tmax output for example “only” 53 Nm – allows very energetic and reassuring overtaking between 70 and 110 km / h.
The "5%" shortening of the first five gears is bearing fruit: the revivals gain in tone, also supported by the new, sportier injection map. And the sound delivered by the silencer is in tune with this joyful vigor for a scooter: listen to it in our. The Integra was already one of the most dynamic maxi scooters, the X-ADV drives the point home !
Even more interesting: the X-ADV stands out for its ability to accelerate hard past these speeds. The thrust remains clear and sustained up to 150 km / h, while forays at 175 km / h meter are perfectly possible. And without requiring a 15 km straight line and wind in your back: most maxiscooters can’t say the same. The X-ADV takes advantage of its motorcycle roots judiciously and "mechanically".
Its performance is further enhanced by the “DCT” double-clutch gearbox, formidable in efficiency since its last update in 2016 (read our Technical Update on page 3). Thanks to the recalibration brought to the X-ADV, the automatic mode “D” (the most flexible) is less lymphatic: the gears are passed 500 rpm earlier, which avoids this feeling of being in perpetual under-revving . From now on, the system stalls at 2500 rpm in 4th (50 km / h) and at 3000 rpm in 6th (90 km / h).
In "S" mode, the gear changes are instantaneous and the engine braking more pronounced, just enough to negotiate a curve on the momentum. Thanks to the three sub-maps (S1, S2 and S3), it is also possible to adapt the reactivity of the box according to its tastes. At any time, pressing the left-hand stalk paddles allows you to manually up or down a gear (all details on the DCT on page 3). Clearly, you really have to be unwilling to not find your account !
If the variator of a scooter remains more comfortable in the city center – because it is silent and devoid of jerks -, the Honda “Dual Clutch Transmission” is devilishly effective, including in sporty driving: the system then makes the best use of the – short – extension of the parallel twin, with lightning downshifts when entering curves! The full throttle exits are accompanied by upshifts as smooth as they are lightning, worthy of a perfectly tuned racing motorcycle shifter.
Even if the modest power of 55 hp does not impress, this responsiveness sometimes makes you regret the lack of traction control, not totally superfluous on slippery cobbles in town or at the exit of a wet hairpin! But except in these conditions of precarious grip, the excellent traction provided by the very beautiful aluminum swingarm is rarely compromised.
Comfortable on all terrains … Really all !
In curves, the irreproachable stability of the X-ADV allows astounding passage speeds, in all serenity. And with 162 mm of ground clearance (Vs 135 mm on the Integra), the incline can be very generous before being called to order by the lugs of the center stand! Easy to register on the angle, the front axle shows a motorcycle behavior … which is not illogical as it is exactly the case !
Thanks to their generous travel, the suspensions offer remarkable progressiveness, rarely achieved on a scooter. Their absorption capacity is much higher than the average of the maxi-scoot ’, far from the“ slapstick ”behavior of some. On the other hand, the damping cohesion can be improved: the fork has a very – too – flexible calibration, while the rear offers a much firmer support..
Despite a tendency to abruptly “nose down” for lack of sufficient front restraint, the X-ADV handles obstacles brilliantly and displays satisfactory agility … once launched. At low speed, in fact, a certain inertia is noticeable, in particular because of its 17-inch front wheel, a traditional dimension on a motorcycle but high for a scooter (often 15 or even 14 inches).
On the other hand, the increased travel results in a higher center of gravity. The scooter weighing all the same 238 kg, this is felt during maneuvers with the engine off or the bends negotiated at very low speed. The phenomenon is not crippling, but some competitors show more liveliness, and therefore ease, when wandering in the city.
Another inconvenience linked to the relative “big” front wheel (we’re not on a 19 or 21, either!): Limited space to place the feet obliquely on either side of the apron. There is a lack of space to comfortably accommodate size 43 boots and fully extend its legs – a common flaw with the Integra. Here again, the scooter comes up against one of the limits imposed by its platform sharing with a motorcycle…
Since we are talking about motorcycles again, note that Rizoma notched footrests are available as an option at "around € 550", specific plates included. These Enduro-style footrests are too far back to be used in a sitting position: the legs are folded back, while the thighs are spread by the wide saddle. On the road, the position is neither pleasant nor ergonomic.
On the other hand, this option is of interest when standing: it makes it possible to form a better body with the scooter, something impossible to achieve with boots on the steps. And why stand up, you will say? To go off-road, of course! Honda having decided to prove to us that its “scoot-trail” concept was not just a marketing promise, MNC was able to test the X-ADV on rolling roads !
The conclusions to be drawn are that the novelty does not get off the exercise so badly, despite its high weight (the Africa Twin DCT weighs only 4 kg more!) And its large size (1590 mm wheelbase) . If it does not turn out to be an excellent franchiser (but who really hoped it?), The X-ADV is not ridiculous apart from the asphalt, much aided in this by its Bridgestone Trail Wing tires with decent grip on dry soil.
The wide handlebars, however, are a bit low to be completely comfortable in a standing position, which is not surprising: the X-ADV remains above all a vehicle designed for urban and peri-urban use, with ergonomics Consequently ! In the end, the limits in off-road are mainly due to the fork, which follows sharply at the slightest obstacle, and the lack of clutch. Negotiating a difficulty without being able to spin the discs to manage its pace is neither particularly natural nor always obvious…
Finally, the inability to adjust or deactivate the ABS is crippling off-road, especially since the control unit is too sensitive, especially at the rear. The feeling of being in control of a “sled” that cannot be slowed down on slippery slopes is not necessarily the most pleasant !
On the road, however, the radially mounted front calipers provide flawless behavior, both powerful and easy to dose. However, the rear shines with its inconsistency, coupled with an annoying tendency to panic too quickly the ABS. Coupled braking like Honda’s C-ABS would have avoided this problem…
Verdict: "Integra-lly" successful !
With the Integra, Honda has built a bridge between motorcycle and scooter that is certainly interesting, but not completely successful … The X-ADV fills each of its gaps and adds additional versatility thanks to its looks and its trail devices. To the point of worrying about the commercial future of the NC750 D (the nickname of Integra), at least in its current form…
Improved suspension comfort via the large travel, increased protection thanks to the hand guards: the novelty judiciously takes advantage of its unexpected advantages, in addition to providing practical added value with its under-saddle box or its adjustable windshield . All in all, surprisingly enough considering its complex nature, the X-ADV achieves balance.
Admittedly, a scooter with “all-terrain” tendencies does not really make sense or logic, but that is not what Honda intended. Here, the adventurer status of the X-ADV is more suggested than assumed, in the same way as the 4x4s redesigned as city cars in auto production. On the X-ADV, crossing will be limited to the sidewalks of large cities, maneuver during which its aluminum shoe can potentially protect the engine. Or when form creates function in a roundabout way !
There remains a fairly substantial price of € 11,499 (with top box until June), € 2,200 higher than the Integra from which it is closely derived. A price in line with that of the headliners of the segment, but high in absolute terms for a scooter of 55 hp moderately advanced on a technological level except for its DCT transmission … Especially since its rivals take more care of the saddle comfort and offer a maintenance-free secondary transmission.
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