![]() But it's just a skosh, and is by no means a dealbreaker. The XMAX surrenders a few cubes with its 292 cc mill versus the 330 cc engine in the ADV350, and that shows up in the 27.62 horsepower output that falls a skosh shy. Credit where it's due, Yamaha even built the thing with traction control to more-or-less match the ride-control electronics suite the Honda enjoys. Wheel size and braking capacity are likewise a tie with ABS a constant across the board. Yamaha runs with the typical front forks for a bike this size, the 33 mm telescopic fork, which is going to be a skosh wimbly compared to the beefy Showa stems on the ADV350. It leads the way with a similar slant to the LED headlights and vented windshield, and behind the leg guards you'll find a step-through that is similarly obstructed by the bodywork, but that sort of fits in with the whole metropolitan-commuter thing. Smooth urban-wise lines and gentle curves give the XMAX an elegance that the Honda, with its rather angular bodywork, lacks. That's plenty for urban, country, and off-road work, though it's a tad hefty at 186 kg (410-pounds) wet for serious rough-terrain service. Twin piggyback Showa shocks float the rear end on triple-rate, coil-over springs that deliver 130 mm (5.11-inches) of travel, while up front, beefy 37 mm Showa forks mark an improvement over its smaller siblings and similar scooter lines with 125 mm (4.92-inches) of travel. Out back we find the usual swing-mount drive system that runs with the engine on the left side, the exhaust on the right side along with an aluminum swingarm-half that completes the yoke. ![]() It's a worthwhile trade-off since this machine is built with actual off-road use in mind as a secondary capability to the street smarts, so it needs some extra buttressing to take the strain. Tubular-steel members on the Honda ADV350 lend the main frame its strength but also are responsible for some of the step-through obstruction.
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