2017–2026 · Scooter · A variant of the X-ADV
Differences between the standard X-ADV and the SE
The Daily Rider That Wanders
The X-ADV is Honda's answer to a question few would think to ask: what happens when you give a scooter real motorcycle hardware? This generation pairs a 745 cc liquid-cooled parallel twin with a six-speed Dual Clutch Transmission, the only gearbox offered, plus chain final drive, a steel diamond frame, an upside-down fork and a 17-inch front wheel. Output is 59 hp and 51 lb-ft, with the torque peak at 4,750 rpm. Standard equipment includes ABS, traction control, ride modes, a TFT display, smartphone connectivity and a keyless system. That's a serious spec sheet for a scooter!
On paper this hardware is built for everyday duty with room to roam. No clutch lever to work, 65 mpg from a 3.5 gal (13.1 L) tank, an adjustable windscreen and cruise control for the highway stretches: it's a commuter that doesn't stop at the city limits. The numbers also tell you what it isn't. At 525 lb (238 kg) wet with a 32.3 in (820 mm) seat, it's a big, tall machine by scooter standards, and that much weight points to pavement first, not real trails. It suits you if you want motorcycle substance with twist-and-go ease. Classic Honda logic.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 59 hp (43 kW) @ 6,750 rpm |
|---|---|
| Torque | 51 lb-ft (69 Nm) @ 4,750 rpm |
| Displacement | 745 cc |
| Engine | Parallel twin |
| Cooling | Liquid-cooled |
| Gearbox | 6-speed |
| Final drive | Chain |
| Fork | Upside-down (USD) |
| Front brake | 296 mm |
| Front tire | 120/70-17 |
| Rear tire | 160/60-15 |
| Seat height | 32.3 in (820 mm) |
| Wet weight | 525 lb (238 kg) |
| Fuel capacity | 3.5 gal (13.1 L) |
| Fuel economy | 65 mpg (US) |
Equipment check
Chassis
Comfort
Connectivity
Drivetrain
Lighting
Safety
The X-ADV SE (RC 95-SE) builds on the standard X-ADV: the upgraded hardware, the key spec changes and where its character shifts. The full ride, specs, scoring and verdict are all right here on this page.
Equipment the SE adds vs the standard X-ADV
| Spec | Standard X-ADV | SE | Δ |
|---|---|---|---|
| Power | 55 hp | 59 hp | +4 hp |
I've spent years listening to X-ADV riders: in paddocks, at club nights, in owner chats, and in the emails and messages that land in my inbox. Put all of that together and the picture for this bike is consistent. Owners describe a machine that's more fun and more useful than they expected, and they keep naming the same handful of irritations.
The comment I hear most often is surprise. Riders look at the modest power figure, expect a commuter, and then report swift acceleration and a bike that answers with real enthusiasm when you push it. The twin gets steady praise for pulling with plenty of torque from low revs and staying refined all the way up. The dual-clutch transmission comes up almost as often: owners call it smooth and intuitive, with effortless shifts that take the stress out of traffic. Handling reports point the same way. Riders describe stable, neutral steering that reminds them of a middleweight adventure bike more than a step-through, and a chassis that feels balanced on twisty roads despite its weight. The front brakes get singled out too: powerful and confidence-inspiring. Owners call that a standout for a scooter.
Ask owners what they do with it and the list is long: commuting, shopping, weekend trips. Riders consistently call it a true everyday all-rounder, citing all-day comfort, the helmet-sized compartment under the seat and the optional top box for when that isn't enough. Several point out that built-in storage like this is rare on anything with adventure styling. Build quality is the other steady theme. Owners talk about typical Honda fit and finish and a strong reputation for reliability. It gets used. A lot.
The most common complaint is ride quality. Riders describe the rear as harsh and choppy, passing sharp bumps and jolts straight through to you on poor surfaces. Getting on and off is the next recurring gripe: the wide floor area and fairly high seat make for an awkward swing of the leg, particularly if you're shorter or wearing heavy gear, and some shorter owners add that they can't flat-foot it at a stop. Weight comes up at walking pace, with owners calling the bike cumbersome to push around a parking lot. Those who tried dirt say the rugged look promises more than the bike delivers: smooth gravel at best. Home mechanics complain about layers of interlocking bodywork that have to come off for an air filter check or accessory wiring, with a real risk of damaging a panel. And the keyless ignition splits opinion: convenient for some, confusing for others, who miss a plain metal key and a manual backup. Mixed feelings there.
Harsh rear suspension over rough roads
The firmly sprung and stiffly damped rear shock, combined with the small-diameter rear wheel, delivers a jarring ride over rough roads and sharp-edged bumps. Larger impacts are passed through to the rider rather than absorbed, which is most noticeable on broken pavement and when riding with a passenger or luggage.
Build quality inconsistencies on later models
Some owners of the updated (2021+) model report minor quality lapses such as a seat that does not latch securely, panel gaps, and trim pieces coming loose. These appear isolated and may relate to early production runs of the facelifted bike.
Where this Honda X-ADV pulls ahead of — or falls behind — its rivals on the numbers, and the typical bike in its class on character.
Power
Torque
Displacement
Wet weight
Seat height
Forget spec-sheet bragging. Here's who the X-ADV is actually built for.
You're the strongest match here. DCT, a TFT display, phone connectivity and a 745 cc twin cover the weekday commute and the weekend ridge roads, and it's a guaranteed conversation starter at the meetup.
Made for Bay Area Ridge Roads · San Francisco / Bay Area · Skyline Boulevard / Alice's Restaurant
A solid fit, not a perfect one. Twist-and-go ease, 65 mpg and a keyless system suit the daily grind, but 525 lb (238 kg) is a lot of scooter for tight parking. Check the ECU recall work has been done.
Made for New York City · Austin · Los Angeles
If this one isn't quite the fit, these are the bikes worth riding back-to-back against it.
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