What the hell is this X-ADV! Is it a motorcycle or a scooter? Or maybe this is some kind of Japanese joke? The truth is that the idea for this freak was born in Europe, and specifically in Italy. The Italians are guys who know their job well because they have not only been producing scooters for many years, but they are also the largest consumers of these vehicles in Europe.
If you put the Afrika Twin and the X-ADV next to each other, you'll quickly see how many similarities these machines have in common: a narrow window, two distinctive headlights, wide handlebars with accessories, gold handles for inverted forks. Although no element is the same, you will instantly recognize the similarities.
Scooter vs motorcycle
Is X-ADV the younger twin of Afrika Twin? Of course not! The X-ADV is something of an off-road motorcycle. It looks great, rides well, but racing it off the pavement is a bad idea. Fat slippers or an off-road look won't help. But that’s not the point. Honda's marketing people are well aware that customers love this bike for its looks, so they decided to use that.
It divides and unites
So, can these two cars compare to each other? Let's start with the simplest question, that is, the price. Africa Twin in the version with DCT gearbox costs almost a million Russian rubles, and X-ADV 708,000. The difference is significant, although the prices for both motorcycles are within the normal range of their classes. It's time to take the second step.
Press the starter buttons. Thanks to 270° offset connecting rods, both twins sound identical and resemble the performance characteristics of 90° twin-cylinder engines. Both have distinctive discs and, more importantly, guarantee significant punch from low revs. However, neither of them puts themselves out there to impress with as much top-end power as possible. The 998 cc Africa Twin engine produces 95 hp, while the 745 cc X-ADV produces 55 hp. The 62° angle of the engine block allowed the frame to be lowered so low that the X-ADV resembled a scooter. The wide steering wheel, rectangular display and vertically mounted glass make it look more like a long-distance rally car than a classic scooter.
While driving, you won't even notice that the X-ADV doesn't have a typical continuously variable automatic transmission, only a 6-speed dual-clutch transmission (DCT). About While driving, you won't even notice that the X-ADV doesn't have a typical continuously variable automatic transmission, only a 6-speed dual-clutch transmission (DCT). The falling tachometer needle and the different sound of the twin will tell you about the variable gear ratios in a moment. Africa is a completely different matter. If you don’t ride a scooter every day, then, of course, you will try to grab the clutch handle with your left hand. Only she's not here. In exchange for this convenience, the Africa carries 10kg of extra ballast, because that's how much the automatic transmission weighs.
Honda X-ADV
In both cases, the transmission electronics work surprisingly well. In D (drive) mode, the next gears have a speed of about 3000 rpm. When you select S sport mode, the limit increases to around 4000 rpm. After suddenly lifting off the throttle (in automaker parlance: kickdownie), a sharp reduction occurs and subsequent gears are dropped as the engine revs at high speed. This works quite well, thanks in no small part to the modified software that controls the DCT operation. For those who doubt it, I have bad news: the system only works well when reducing gears.
Honda Africa Twin
Motorcycle Honda X-ADV 2022 review
In the world of motorcycles, it's not often that new thinking arises to create a new generation of machines. But Honda specializes in innovation and in 2016 introduced a completely new concept, completely unexpected - the X-ADV. The thought processes that led to his birth? Note the attributes of a conventional adventure motorcycle - ride-anywhere appeal, an upright riding position that provides excellent visibility and remarkable versatility for both work and play. Then take a look at the typical commuter; It could be a scooter or a motorcycle, but either way it will be easy to ride, maneuverable and loaded with comfort, efficiency and useful storage space. Honda's forward-thinking engineers put them together and something special happened.
The car they created was a rugged, stylish SUV that navigates sprawling cities like it's at home. And while it was loaded with all the premium features that make life in the big city easy, it also had the looks, engine power and chassis capabilities that promised adventure on every trip.
The X-ADV captured the essence of two-wheeled freedom in an exciting new form and attracted the attention of an army of riders across Europe hungry for something new, and proved to be a real sales success. And, having proven its off-road prowess, in the hands of experienced Italian driver Renato Zocchi, the lightly modified version took overall Class 2 victory in the grueling 7,000-kilometre 2022 Gibraltar Rally. And X-ADV does not stand still. For 2022, Honda will improve engine performance, reduce weight, improve styling and add even more utility. Makes the X-ADV even cooler and more desirable in the process.
3kW more peak power for the EURO5 compliant X-ADV engine, plus an extra 600rpm to redline are the main changes, thanks to work on valve timing and intake/exhaust efficiency. Shorter ratios for first, second and third gears provide more reasonable acceleration, while taller ratios for fourth, fifth and sixth gears allow for relaxation at higher speeds and excellent fuel economy.
Throttle By Wire (TBW) offers adjustable engine character with 4 standard rider modes: RAIN, STANDARD, GRAVEL and SPORT, plus a customizable USER mode. This also ensures smoother operation of Honda Selectable Torque Control (HSTC), which now has 3 levels of intervention. The dual-clutch transmission (DCT) has automatic shift modes that are linked to the driving modes.
New frame and component improvements save 1kg. The X-ADV's bodywork is sharper and more aggressive, while the dual LED headlights now feature Daytime Running Lights (DRLs) as seen on the CRF1100 Africa Twin.
For easier access to the ground, the seat has a new contour in the shoulder area. Updated under-seat storage expands and includes USB charging; moving the parking brake to the right handlebar provides greater convenience and frees up space for a useful new glove box. The new TFT instrument display offers Honda's smartphone voice control system.
The 2022 X-ADV will be available in the following color options: Grand Prix Red Graphite Black Matte Beta Silver Metallic Pearl Dirty Gray
Features of the updated engine: - Throttle by wire and an additional 3 kW for a peak power of 1 kW; 69 Nm of torque - Additional 600 rpm to redline - Gears 1-3 shorter for a sportier feel; gears are 4-6 higher for increased efficiency - Complies with EURO5 standard, fuel consumption 3.6 l / 100 km - Licensed version A2 with 35 kW available
The X-ADV's liquid-cooled, 8-valve, parallel-twin SOHC engine design provides excellent low- and mid-range performance. Its relatively long-stroke architecture and specially shaped combustion chambers, combined with a high-inertia mass crankshaft, produce high, effortless torque at very low revs. Leaning forward shifts the center of gravity down for optimal stability; The 2022 update makes it 1.4kg lighter than before.
Thanks to a finely balanced 5% valve timing change (which varies between the two cylinders), as well as the addition of throttle body (TBW) and emissions improvements, the engine makes more power and takes longer to rev up to 7,000 rpm. Red line. Along with the increase in power, it maintains the increased torque above 5,000 rpm for longer.
Peak power is increased from 3kW to 43.1kW at 6750rpm, peak torque is 69Nm at 4750rpm. Along with the increased performance, shorter gear ratios are used compared to first, second and third gears, which improves starting and acceleration in each gear. From 30 km/h the X-ADV covers 20 meters in 1.7 seconds, 50 meters in 3.2 seconds, and at 60 km/h the engine spins at just 2500 rpm. Fourth, fifth and sixth gears are now slightly higher for improved fuel efficiency and the flexibility to use the increased power output.
A 35kW version is available for A2 license holders, which can be easily converted to a full power version by a Honda dealer in due course. Likewise, a Honda dealer can limit total power to 35kW by remapping the ECU.
Dual balancers counteract vibration from higher rpm inertia without affecting the distinct "pulsation" created by the engine's irregular firing order and 270° crankshaft phasing. Bore and stroke are set to 77 x 80 mm. Where possible, the components are designed to perform multiple tasks: the camshaft drives the water pump, and one of the balancer shafts drives the oil pump.
By keeping the number of parts to a minimum, the engine remains lightweight, efficient and reliable.
The X-ADV engine consumes fuel - with a measured consumption of 27.8 km/l (WMTC mode), giving a potential range of 366 km from a 13.2 liter fuel tank. It now also complies with EURO5 regulations, which introduce significantly stricter engine emissions standards compared to EURO4 from 1 January 2022. These requirements include significant reductions in permissible carbon monoxide emissions, reductions in total hydrocarbon emissions by more than 40%, more stringent misfire detection and the introduction of particulate matter limits.
Engine Electronics - Throttle By Wire provides 4 default riding modes plus USER customization - Honda Selectable Torque Control features finer controls and 3 levels of intervention.
Now that TBW controls engine performance and character, the rider can choose from 4 modes covering all riding conditions. Mode selection is carried out by the left switchgear. STANDARD provides a balanced midpoint between engine power delivery, engine braking and HSTC intervention, with the maximum level of ABS intervention. SPORT provides more aggressive engine power delivery and engine braking with low levels of HSTC intervention and high levels of ABS. RAIN conveys low engine power and engine braking, high levels of HSTC and ABS. GRAVEL uses high power and engine braking with low HSTC and ABS. USER offers customizable settings: low/medium/high between engine power transfer and engine braking, and low/medium/high/off. For HSTC.
Honda Selectable Torque Control (HSTC) now offers much softer and more precise control as it uses TBW to control torque sent to the rear wheel, with 3 levels of input signals, as opposed to the 2 of the previous system: Level 1 allows for minimal intervention when some slip of the rear wheel - for example on gravel or mud, and its level of intervention is reduced compared to the previous design. Level 2 is the default setting and provides confident traction under normal driving conditions. Level 3 provides maximum control on slippery roads. HSTC can also be turned off.
Dual Clutch Transmission (DCT) - Different shift patterns are linked to riding modes - USER mode allows you to select 4 settings, from smooth to aggressive.
Honda's DCT technology is in its eleventh year of production and more than 140,000 units of Honda's DCT-equipped two-wheelers have been sold in Europe. It provides consistent, smooth shifting up or down and becomes familiar to use very quickly. It uses two clutches, one for start and 1st, 3rd and 5th, the other for 2nd, 4th and 6th, with the main shaft of each clutch located inside the other for a compact package.
Each clutch is independently controlled by its own electro-hydraulic circuit. When a gear change occurs, the system preselects the target gear using the clutch that is not currently in use. The first clutch is then electronically disengaged and the second clutch is engaged at the same time.
The result is consistent, fast and smooth gear changes. Additionally, because the dual clutches transfer drive from one gear to the next with minimal interruption of drive to the rear wheel, any shift shock and vehicle sway are minimized, resulting in direct and smooth shifting. Additional benefits include durability (as gears cannot be damaged due to lack of gearing), no stalling, low city driving stress and reduced driver fatigue.
The DCT system offers two different approaches to driving - an automatic setting with pre-programmed shift patterns that constantly reads vehicle speed, selected gear and engine speed to decide when a shift should occur, and a manual transmission setting to change gears using the steering wheel paddles. shift type triggers on the left steering wheel.
Thanks to TBW control, 5 automatic shift schedules are available. Level 1 is the most relaxed, with upshifts and downshifts occurring at relatively low revs; it is associated with the RAIN driving mode. Level 4, on the other hand, shifts to higher revs as well as earlier gears for greater engine braking effect; it is associated with the SPORT mode. Level 2 is associated with the STANDARD riding mode, and Level 3 is located between STANDARD and SPORT.
For the riding mode, the GRAVEL X-ADV uses a relatively sporty "G" shift pattern; it has the added feature of reduced "slip" as the clutches operate from full open or closed throttle - to give the driver a more immediate sense of rear wheel traction and the ability to perform controlled off-road sliding. While previously this function was activated by a separate G switch, it is now integrated into the new “G” DCT gearshift map.
USER mode functionality allows the driver to select any DCT shift pattern with preferred changes to other parameters - power delivery, engine braking, ABS and HSTC.
Styling and Equipment - Sharper, thinner and more aggressive styling - Honda's Smartphone Voice Control system enables smartphone communication via a new 5-inch TFT display. - New LED dual headlights include daytime running lights. — The new screen improves protection from wind and weather. - More storage space 22L includes new glove box and USB charger.
The X-ADV's unique head-turning styling, originally conceived and developed by Honda's R&D team in Italy, has been completely refined and slimmed down for 2022. The silhouette remains deliberately upright, but every body panel has been redesigned to create a sharper look. , stronger intention. A side-by-side comparison with the previous model clearly shows how much sharper the new styling has become. More aggressive, sharper, cooler. Just more X-ADV.
The redesigned dual LED headlights now feature Daytime Running Lights (DRLs) that automatically adjust to ambient light intensity for bright, highly visible light for enhanced safety. All lighting is LED.
In terms of ergonomics, the 820mm seat height and wide handlebar set at 910mm provide a high vantage point for excellent visibility, while the seat has reshaped, narrower shoulder contours for easier access to the ground. Whether on the road or on the road, the new X-ADV screen adjusts without tools in 5 positions from low to high to maximize or minimize airflow. The total difference in height is 139mm, with an angle of 11° between the highest and lowest points.
Integrated into the X-ADV driver interface and viewed through a 5-inch TFT display is Honda's new voice-activated smartphone system, which connects the driver to the smartphone while driving and allows control of voice calls, email, music and navigation. A headset is required, and the smartphone connects to the dashboard via Bluetooth; The system can also be controlled using the buttons on the left switchgear.
Durable plastic hand guards deflect wind and rain and keep your hands and levers protected from rocks when off-road. 2.5mm thick aluminum bead blasting protects the underside.
The under-seat storage space expands from 1 liter to 22 liters, accommodates a full-face helmet, and is illuminated by an integrated LED with a textured surface for uniform, glare-free illumination. The USB charging port replaces the car's 12V ACC outlet and is located at the rear of the compartment. The parking brake has moved from the right fairing lower to the right handlebar, making room for a convenient and easily accessible glove box. A tilt-sensing center stand comes standard and allows you to park the X-ADV on a slope without fear of tipping over.
For added convenience, the X-ADV uses a smart key that sits in the driver's pocket, eliminating the need for a key in the ignition, fuel cap and seat. When equipped with a smart key, a single press of the main knob switch turns it on and turns, giving the driver control of the ignition/steering switch and, via two rocker switches, the fuel cap and seat. It also has a "reply back" feature that makes the lights flash for easy identification from a distance, and locks and unlocks the optional Smart Top Box. The clutch mechanism in the main switch prevents the steering wheel from being forced to unlock.
The X-ADV's rear turn signals now have an Emergency Stop Signal (ESS) function. If a negative acceleration of 6.0 m/s2 is detected at a minimum speed of 53 km/h with any brake applied, the hazard lights flash to warn other road users that a sudden stop is occurring. At the same speed, the threshold is reduced, if ABS is activated, to a negative acceleration of at least 2.5 m/s2.
The indicators are also automatically canceled. Instead of using a simple timer, the system compares the difference in speed between the front and rear wheels and calculates when to turn off the display depending on the situation.
Updated 2022 X-ADV Chassis: - New tubular steel diamond frame saves weight and frees up space - 41mm USD cartridge forks and Pro-Link swingarm - Front four-piston radial-mount brake calipers, 296mm wheels and ABS - 120/70 tires R17 and 160/60 R15 front and rear
For the invisible but important progression of the X-ADV chassis, Honda engineers started with a tubular steel diamond-shaped frame and, through careful redesign using different tube thicknesses and weights, not only saved 1kg over the previous frame, but also freed up more. useful storage space.
The rake and trail are set at 27°/104mm with a wheelbase of 1590mm. The 39° steering angle (and 2.8m turning radius) makes the X-ADV maneuverable in tight traffic conditions. The long-travel suspension – 153.5 mm at the front and 150 mm at the rear – corresponds to a ground clearance of 165 mm. The total wet weight is 3kg lighter at 236kg.
For rough terrain performance, the USD 41mm cartridge-style fork is adjustable for spring preload and rebound damping. The adjustable spring preload rear shock is a split-pressure monotube design and controls an aluminum swingarm constructed from a machined hollow crossmember and U-shaped (cross-section) arms - via Pro-Link.
The 17-inch front wheel and 15-inch rear wheel use rust-resistant stainless steel spokes, which contribute to the X-ADV's ability to comfortably soak up off-road conditions. Block pattern tires improve ride quality, and L-shape valve stems make checking air pressure easier. The front and rear tires are 120/70 R17 and 160/60 R15.
Opposite four-piston dual radial mount calipers grip 296mm discs and work through ABS. Which also stands out as a feature of the updated X-ADV.
The new X-ADV is available with a full range of Genuine Honda Accessories including: - Rear Carrier - Smart Top Box - 38L/50L TV Boxes with Aluminum/Color Matched Insert Option - Pannier Stay - Panniers - Right 26L, Left 33L with Aluminum/Color matched insert option - console package - Knuckle guard extensions - side guard bars - Fog lights - heated grips
Go to the entire range of Honda motorcycles, on this page you can find Honda X-ADV motorcycles from other years of production and information about them
A scooter is a scooter
When you drive the Africe Twin down a twisty road, you intuitively look around the apex of the corner. You choose the right line of travel by pushing down on the fuel tank with your knee and forcing the bike to travel in the right direction. The ride is easy and enjoyable, and the bike handles precisely.
Honda Africa Twin
Unfortunately, the X-ADV doesn't offer much driving fun. There's nothing for your spread knees to rest on, so you bounce around the bike, resulting in a less smooth ride line. Additionally, the engine quickly reaches top speed (6250 rpm), giving you no way to exit the corner. This is compensated by effective brakes, significant ground clearance and Bridgestone Trail Wings. However, this does not change the fact that in terms of driving, the X-ADV will always be in the shadow of the Africa.
This is all the more surprising since the technical characteristics of both motorcycles are not very different. Africa with DCT weighs 248 kg. The X-ADV, however, is 241kg, meaning the scooter is only 7kg lighter. The wheelbase or geometry is slightly different. The enduro accelerates to 199 km/h, and the GPS installed in the X-ADV shows a top speed of 171 km/h.
Big differences are observed during off-road driving. Even the footpegs, suspension with 150 mm travel, massive upside-down fork and solid spoke wheels do not help on the scooter. A scooter is a scooter, and no amount of styling treatment will change it.
Honda X-ADV
How DCT works
Honda's DCT dual-clutch transmission debuted in 2010 on the VFR 1200 F. Today it also powers the Africa Twin and X-ADV.
The goal of a dual-clutch transmission is to combine the comfort of a conventional automatic transmission with the efficiency of a manual transmission. The most important element of the DCT is the dual clutch shaft. Its inner part is connected to the odd gears (red), the outer part is connected to the even gears (blue). Each shaft is driven by a separate clutch. When a gear needs to be changed, the appropriate ratio is added to gears that are not currently being driven electrically. When shifting, the first clutch disengages and the second clutch closes with a slight delay, ensuring a continuous transfer of driving force from the engine to the rear wheel. Thanks to this, you change the gear ratio very smoothly.
DCT device
DCT has become Honda's calling card. The system allows you to change gears automatically (A) or manually (M) - you select the switch on the right side of the steering wheel.
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Engine Honda ADV350
The Honda ADV350 engine develops peak power of 28.8 hp at 7500 rpm, and peak torque occurs at 5250 rpm and is 31.5 Nm. The engine has a compression ratio of 10.5:1, so it is not too demanding on the octane number of fuel. Roller tappets, a bushing-mounted crankshaft and a sealed crankcase provide the engine with long service life and high performance. Piston cooling is implemented according to the same principle as on the Honda CRF450R - using oil jets directed inside the piston.
The engine breathes through a 5.5-liter airbox and a 36mm throttle body feeding the mixture through 28mm intake valves. Thanks to the downward flow in the cylinder, air is drawn in more efficiently, which increases the uniformity of fuel combustion. Exhaust gases exit through a straight exhaust port, and the muffler is equipped with dual chambers to reduce exhaust gas resistance.
A 5mm cylinder offset reduces piston wall friction during repositioning, and overall energy efficiency is enhanced by the use of a crankcase air pump, similar to high-performance motorcycles. The pump reduces internal crankcase pressure, reduces oil churning and reduces pumping losses as well as internal rotational friction. The balance shaft dampens vibrations for a pleasantly smooth ride. The CVT transmission with automatic centrifugal clutch is tuned for quick response at low speeds and confident acceleration.
