Honda X-ADV 750, the home of the wing at the top of the scooter (or SUV?) sector [ROAD TEST]

Our Gianluca Cuttitta went to the preview test and told us about his first impressions in this article (here is the link), as well as in a video which, not surprisingly, was among the most viewed on the Motorionline YouTube channel, which we propose again below.

Widely viewed video, we hope for its quality and content, but above all because a fair amount of debate has been created around the X-ADV, due to the new concepts it brought to its debut. In this Honda was able to ride the wave (allow us the bad pun) of media success, also with an interesting initiative which involved the blogger and fashion designer Mariano Di Vaio (in this article we explain what it is).

In numbers, these attentions have translated into interesting sales, with the registrations of the first months of availability which saw it come close to its rival Tmax, even if an arrival on the market once the season has well begun postpones a true and definitive judgment until next year. From our point of view, beyond what we will try to tell you, as usual with the right detachment and with the objectivity that every road test should have, for us the X-ADV is really a sort of two-wheeled SUV, the first ever, which he manages to coexist aspects of practicality to concepts more linked to irrationality and pleasure as an end in itself, aesthetic and otherwise. If we were to make a concrete comparison with the Integra, beyond the saddle pad finally capable of holding a full-face helmet and the possibility of going off-road not so lightly (this however is for the few who really want to do it), the X-ADV we could define it as not very useful, perhaps even excessive in its look and some of its concepts, but after having driven it for over a thousand kilometres, we have no doubts: for us it wins hands down the challenge with all the competition and it is a terribly fascinating product, perhaps precisely because of its partial "uselessness".

Let us remember that two wheels are less rational and more emotional than four, so something outside the box is welcome and not only comfortable and usable like a "normal" scooter. For us it is what the Tmax was when it debuted in 2001 or what SUVs were for the car market when they first appeared. Many, you will remember, in both cases pointed them out as temporary phenomena, but 15-20 years later history says the opposite.

Aesthetics and finishes:

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A successful provocation

And Eicma 2015 Honda brought a concept, among the most interesting and particular of that edition, which had the name CITY ADV. We don't know if the intention to make it a series model already existed, but the success was such that at the 2016 show we found the X-ADV.

As for the aesthetic factor, which is certainly one of those that most characterizes the -ADV in the second of the two categories, given that the riding position and other elements lead in this direction) with the highest appeal. If Yamaha continues to have some success with its Tmax, it is certainly a project that has been known for several years and when you see one around you no longer pay attention to it. If you like being the center of attention, with the X-ADV the result is guaranteed. In fact, he attracts much of the attention of passers-by and the glances of the most curious and interested, who stop to observe him in detail, often commenting.

Beyond its unique silhouette, the elements of a certain effect are the instrumentation, the full LED headlights, the magnificent Tubeless-type spoked rims and the handlebar area. The instrument panel is in "Dakarian" style, with a large display located behind the fairing and much further forward than the handlebars. Very clearly visible and full of indications, it is combined with a second and smaller additional display on the handlebar, with the indication for Neutral, for the parking brake and the ABS and Smart Key check.

The data visible on the main instrument are truly numerous, including those on average and instantaneous consumption, in addition to the entered report.

The second central element are the headlights, full LED, which give a modern look and also define a personal light signature, but which in terms of nighttime brightness suggest equipping yourself with the optional depth spotlights, to obtain the best results.

As for the handlebar, the peculiarity of which is that it is not faired like on a scooter, it will leave scooter riders a little disappointed, who will complain about the presence of exposed cables and tubes, something they are not normally used to, but the The X-ADV is not really a scooter, so it is amply justified and in fact motorcyclists will appreciate the finishes with cables and tubes that are visible, but are also well finished and cared for, while the handlebars offer a very "adventure" look .

As regards the windscreen, it is equipped with an adjustment system that is difficult to use when moving, but rather convenient when the vehicle is stationary, with the possibility of selecting one of the five available positions. The differences between the two most extreme positions are 11 degrees and 136 mm in height. It is able to provide discreet aerodynamic protection. Let's say, just to return to the motorcycle - scooter game, that we are obviously not faced with the protection that a scooter with a large windshield can offer, but we have decent protection, at the level of a motorcycle.

we find a 12 volt socket and lighting for the underseat compartment, which has the only flaw of a fairly small opening gap, dictated by the length of the hydraulic piston that helps keep the saddle raised. Capacity is good, with 21 liters available, but above all it is sufficient for a full-face helmet, which is made possible above all by the smaller size of the rear rim, compared to the Integra. If that wasn't enough for you, The generous rear top case is fitted as standard, with aluminum finish and very interesting capacity. We would like to point out, but this is the classic nitpick, that in addition to the top case and saddle pad, there is no front storage compartment, perhaps combined with a USB socket to house and charge, for example, a mobile phone. The choice prevailed to leave room for the driver's knees, who can also move and move forward in the saddle if necessary, without ever finding the fairing with his legs, but hugging it almost like on a motorbike, to have better control.

From an off road perspective, there is also a resistant aluminum engine guard with a generous thickness of 2,5 mm, while the optional footrests for standing riding are a gadget of a certain level, given that they bear none other than the HRC marking, "special edition for Honda”.

Indispensable? They help for a better position when driving off-road, and are aesthetically very pleasant, the only flaw is the fact that you often "take" the left instead of the side stand.

Engine and performance:

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The “long stroke” gains some tweaks for the transmission and proves perfect off road

As for the engine of the The 77 cc inline twin, also equipped with two balancing countershafts, is capable of 55 horses, which however reach just 6.250 rpm, with the torque of 68 Nm delivered at 4.750.

The gear ratios, in the first 5 gears, are shorter by 5% compared to other versions of the Honda DCT, while the three levels of management in “S Mode” are more aggressive. Standard management in Drive or manual, with the two buttons on the left handlebar block, remain available. The system is also capable of detect the inclination and manage the gear changes differently if you are on an uphill or downhill road. In general the exchange, thanks to the changes made, it is more responsive and sporty for the X-ADV, which is clearly evident from the first centimeters in the saddle. It's not an error, not metres, but centimeters because, also thanks to the greater ground clearance, we need to get used to the manoeuvre, because the more forceful clutch release could otherwise cause difficulties. For those who don't know it, the DCT is a gearbox now widespread in the automotive sector, still a monopoly or almost a monopoly of Honda for two wheels. It is a double clutch, with one dedicated to odd gears and one to even ones, very compact and able to combine the sportiness and advantages of a manual with the convenience of the absence of the clutch control.

Especially in city driving, the system is appreciated Adaptive Clutch Capability Control which acts on the clutches, reducing the amount of torque transmitted to the rear wheel when opening and closing with the throttle control. All this translates into the reduction of one of the defects of the DCT compared to a classic scooter transmission, which makes fluidity one of its best characteristics. Despite the heavy weight and only 55 horsepower (even if it seems like little, a Tmax 530 stops at 46), taking a step up in the right way, raising the front is not impossible. This is because the clutches, unlike a classic scooter (where they are centrifugal and totally different), are there and act more like with a manual transmission, so if used properly, they provide some great satisfaction.

Off-road, all the affinity of the twin-cylinder with the characteristics of this type of driving emerges. The couple is always there, with a full-bodied delivery, but always linear. The result is that the throttle is easily operated, without having to be expert enduro riders. The advantage of being able to exploit the excellent DCT transmission, which responds in the best way to the requests given with the accelerator and at the same time frees you from managing the gearbox and clutch, becomes a great added value. It is no coincidence that those who tried the Africa Twin in the two configurations particularly appreciated the dual clutch transmission in off-road driving. Of course, the weight is not little and the size always suggests that you should "give it a formal address" to the so light.

Ride and handling:

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Perfect in the city as on long journeys, it is a surprise when driving while standing

The X-ADV is a beautiful beast, at least it is on paper and when maneuvering it from a standstill. The weight with a full tank of petrol is 238 Kg, quite a few, even if it doesn't rise even a gram compared to an Integra 750. At the rear we find a shock absorber with ProLink connection and adjustable to 10 positions, while at the front a 41 mm upside-down forkalso adjustable, both in spring preload and hydraulic rebound damping.

New wheels, which changes to different diameters for the front and rear, the first remains 17", with 120/70 tyre, at the rear it goes from 17 to 15”, with 160/60 tyre. A choice that offers more capacious underseat storage, but above all a different ride compared to the Integra. News also on the brake front, with the debut of the double front disc, 310 mm, compared to the single one of the Integra, from which the X-ADV derives, at least in part, evolving not only towards off-road, but also towards sportsmanship.

Certainly What changes a lot compared to the Integra is the driving position. A feature that significantly changes the approach. If the weight remains unchanged, increasing the height (as the center of gravity, because the saddle remains 790 mm from the ground) maneuvers when stationary are more delicate. This has more impact initially, when measures still have to be taken, on the other hand in the guide the compromise shifts, which in the Integra we saw as more pushed towards a scooter approach, both in terms of riding position and setup, with the advantage of being equipped with a gearbox and a motorcycle chassis. In the case of the the two-wheeled SUV gives the pleasant sensation of having greater control and of actually being on the back of a motorcycle, even if the position obviously remains with a comfortable scooter seat.

The beautiful spoked rims are very “off”, but standing on the optional enduro footrests feels strange, there is no point in denying it. In a market dominated in sales by the "giesse milledue", which almost no one takes for a walk outside of asphalted roads, going off-road with what remains a scooter, even with all its peculiarities, may perhaps seem ridiculous to some. Whether for the photos or out of curiosity, we found ourselves on a dirt road, traveled faster and faster and with less fear of opening the throttle and keeping it open even with the rear sideways, but also of literally jumping over the bumps. (If we had known this before we would have asked the photographer to position himself in such a way as to capture the moment in which both wheels lifted off the ground).

The suspension handles even demanding workloads well that we have imposed on him, to the point that we end up exaggerating and reaching the end of the race, because he is still a beast weighing over 300 kilos, with us in the saddle! The travel is not little, 150 mm for the rear and 153,5 for the fork, having a ground clearance of 162. No fear of doing damage, since it is also present a sturdy 2,5 mm thick metal engine guard. Not having worn technical Enduro clothing we didn't go too far, but we assure you that, if the opportunity arises, we really want to do a "serious" off-road test, because the X-ADV has all the cards in order to entertain you in this context.

Defects? It lacks cruise control even among the options, a gap that we feel like including among the defects, especially because the that careful on the speedometer. Traction control is also missing, it can be a defect especially in "careless" driving in the city, because the smooth delivery of the engine, differently, it doesn't make its absence felt too much.

Price and consumption:

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SUVs are expensive, you know, but this one really consumes much less than a Cayenne

The declared consumption figure is 27,5 km/l in the average cycle, with an autonomy exceeding 350 km, given that the tank has 13,1 litres of capacity. It can also be done much better, even almost double in certain conditions, as we have come to see almost 50 km/h and 90 km/h. The average value rises a little compared to the Integra (which claims 28,6 km/l in the average WMTC cycle), especially due to a greater height and a more generously sized frontal area, but still remains at decidedly lower levels of all its competitors.

To have the useful depth lights you need to purchase the LED fog light pack, including the fairing protection tubes, at a cost of around 890 euros, or the cheaper LED fog light assembly kit, offered at just over 250 euros, at which however, the LED fog lights themselves must be added, which cost over 300 euros (in total we are therefore at around 570). Other accessories include heated grips, a 45-litre top box, while the 35-litre top box offered as standard also includes a practical internal bag (you pay around 60 euros). The colors are all offered at no extra charge, there are 4 of them: Pearl Glare White, Matt Bullet Silver, Victory Red and Digital Silver Metallic.

The list price is 11.490 euros, which rise by 1.000 rounds for the Travel Edition, now a Honda Italia classic, which offers a significant customer advantage, with a package of options discounted compared to their single purchase price (LED fog light pack and heated grips). Some might say that "for a scooter" the price is high and that with little more you can take home a CRF1000L Africa Twin, which starts at 13.200 euros, but which in reality becomes 14.350 with the DCT gearbox. Reflections on prices are rather subjective, remaining in the context of objectivity we can tell you that in content the X-ADV justifies all the difference from the Integra (+ 2.000 euros), while it costs the same as the basic version of the only opponent with which a partial comparison is possible, that Tmax which from this year has three versions, the richest of which however reaches 13.390 euros, without being as ready for adventure as an X-ADV, which is capable of higher performance, real motorcycle chassis and lower fuel consumption. Oh, above all without that “wow” effect, which only its ancestor way back in 2001 could have at current levels of the first 2-wheeled SUV, branded Honda.

PROS AND CONS
We like it:
Innovative and unique (at least to date), low consumption, versatile and perfect for different uses
We do not like it:
Lack of cruise control, even among the options, the price is starting to become challenging, being different isn't always popular

Honda X-ADV 750: the Motorionline Report Card

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Tester clothing:
Gloves: Dainese Blackjack
Jacket: Dainese Bryan Leather Jacket
Pants: Dainese Bonneville Regular
Shoes: Dainese Street Rocker D-WP
Helmet: Agv AX-8 Dual Evo