RC95

After the first slurs of the Honda X-ADV (What's that? What does it do? Who needs it?) There is quite a bit of hype about this previously unique crossover project - only BMW jumps on the C 400 X for the first time this train on. I personally would say to anyone who finds critical words for the X-ADV: "Once you have driven it, you will love it!" But I would also say that you should not only drive it in the city but also overland, because it is definitely not a clean, agile city scooter. The Honda X-ADV is much more than a practical scooter And there we are with his only problem - where should you place the X-ADV ?! Honda does not want to count him among the scooters, instead he puts it in the "Adventure" models, where he (thanks to its (soft) off-road capability) also fits in quite well (which I will discuss in more detail later). I still see a certain similarity to the Honda scooter Integra, whose chassis the X-ADV also uses. However, the two models NC750S and NC750X also have this chassis - and are clearly motorcycles. That leaves the indicated step in front of the saddle, which, however, makes the X-ADV's longer spring travel very difficult to climb up like a scooter. Lifting the "Haxerl" like a motorcycle is clearly the more elegant solution. The Honda X-ADV throws its ingenious mixture into the pot So let's just let the X-ADV be a crossover, an SUV on two wheels, to which we leave it open in which category it wants to go - the only important thing is that the thing works properly anyway. And it actually does, as already mentioned, not primarily in city traffic, but rather on the country road and on other stages, where the X-ADV can throw its ingenious mixture of sportiness and comfort in the pot. Greatly increased joy of turning the Honda X-ADV For the increased sportiness of the X-ADV, Honda has decisively modified the oh so well-behaved parallel two-cylinder engine with 745 cubic capacity for 2018. It remains at 55 HP at 6250 tours and 68 Newton meters of maximum torque at 4750 revs, but the engine can now be wound out by 900 tours longer - an enormous step in the sporting direction! This increase to 7500 tours is an even greater blessing for the conventionally shifted NC750S and NC750X, but also for Integra and X-ADV with their standard double clutch transmission DCT (Dual Clutch Transmission) the liberated turning out is a real benefit. Above all, because you can set the sportier gear shift in three stages (S1, S2 and S3) and, if you wish, you can also intervene in the action by pressing the buttons on the left handlebar. Manual shifting, A2 driving license? No problem with the Honda X-ADV Even the worst loners who do not want to be prescribed anything will find what they are looking for on the X-ADV, with the manual mode MT (manual transmission) the gears are switched by the driver using buttons, if you do not respond in time, rattles in the limiter - if that someone needs. The D mode, on the other hand, goes the completely opposite way, fully relies on cruising and shifts up early. He uses the proper torque from the basement and is also acoustically very reserved. Incidentally, it is also possible to subsequently reduce the full version with 55 hp to 48 hp by replacing the throttle valve and installing a new mapping on the ECU. In most driving situations, the limitation of the peak power should be hardly noticeable and the acceleration from 0-100 km / h is almost identical to the version with full power. Recently the Honda X-ADV also has a traction control Brand new on the X-ADV is the traction control HSTC (Honda Selectable Torque Control), which can be set in two stages and completely deactivated. While the level 2 activated at the start is very strict, level 1 already allows a lot more driving pleasure. And the possibility of completely switching off HSTC speaks for the ambitions of the Honda engineers to actually make the X-ADV fit for off-road trips. Even off-road, the new Honda X-ADV is a lot of fun It also fits perfectly that, like the CRF1000L Africa Twin, the X-ADV now also has the so-called G-Mode, a special off-road speed step of the DCT, with which the power and gear distribution are matched to driving on unpaved terrain. You can even drive the X-ADV in an ambitious standing position, all you need is the optional footrests, which are screwed in just behind the end of the long running boards in front of the passenger footrests. This gives off-road an excellent balance and thus even better control over the X-ADV, which is surprisingly easy to move thanks to its low center of gravity. Hard terrain is of course not an issue due to the comparatively short spring travel of 153.5 millimeters at the front and 150 millimeters at the rear and the small tires with 120 / 70-17 at the front and 160 / 60-15 at the rear, but it is respectable how amazingly easy it is Ready to drive 238 kg X-ADV drives off-road thanks to its low center of gravity. The stable handling of the Honda X-ADV is in no way inferior to motorcycles The parade terrain of the X-ADV is, however, the country road - and it doesn't matter whether it is particularly winding or in wide radii, the X-ADV always cuts an excellent figure. The already mentioned engine, or rather its potential, is used almost perfectly by the DCT - in practice it was no problem to stay tuned to the 40 hp Africa Twins. The X-ADV also sets accents when it comes to cornering dynamics, pleasing thanks to its comfortable steering and, above all, its very precise handling. The extremely comfortable sitting position, which thanks to the long running boards allows for an extremely relaxed posture, offers absolute touring comfort (the well-padded saddle does the rest), but the handling is very different from soft and spongy. The high saddle makes it clear that the Honda X-ADV is not a cute city car Both the 41 mm USD fork on the front, adjustable in rebound and spring preload, as well as the rear mono spring strut with ProLink mount and also adjustable spring preload ensure precision that inspires confidence in all situations. The seat height of 820 millimeters also clearly makes it clear that the X-ADV is not a minimalist city flizzer but a real motorcycle, which, as already mentioned, is the smartest way to climb like a normal motorcycle and not cumbersome due to the high footbridge the seat that you bang against five times four times anyway. Even the brakes are far from any cheap solutions that you might (reluctantly) tolerate on a scooter. 310 double discs with radially mounted four-piston calipers on the front are worthy of some "better" motorcycles and the ABS works, as usual at Honda, very inconspicuously. Tidy and pleasantly high fittings on the Honda X-ADV Apart from the excellent driveability, the X-ADV does not make any major mistakes in terms of functionality. The DCT is precise, the windshield is easily adjustable in height five times without tools, and the instruments are mounted at a comfortable height so that you have an excellent view. The readability of the speed and the gear display on the LCD is completely okay, that of the rev counter could be better than so often. The latter is only needed on a machine with a DCT transmission anyway, if you drive in manual mode - which probably nobody will do voluntarily in the long run. A variety of practical features on the Honda X-ADV The "Smart Key" system is very practical, as it allows the driver to leave the key in his pocket, the radio signal from the key is enough for the system to recognize and the ignition is activated by pressing and turning the switch in the front panel. Oh yes, another argument for the X-ADV and probably a serious reason why many mistake it for a scooter - the storage compartment under the seat. With its 21 liter capacity, this easily swallows a full-face helmet and thus underlines the practical side of the Honda X-ADV.