All Duels – Duel Honda NC750S Vs NC700S: Honda gives you the choice – A good alternative to maxi-scooters

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Duel Honda NC750S Vs NC700S: Honda gives you the choice

All Duels - Duel Honda NC750S Vs NC700S: Honda gives you the choice - A good alternative to maxi-scooters

The new Honda NC750S is very close to its predecessor NC700S, but only the 700 is accessible to A2 licenses. These two roadsters, fitted as standard with ABS and DCT, are therefore included in the 2014 Honda motorcycle catalog.. MNC compared them … Duel !

A good alternative to maxi-scooters

To extract the full potential of the two engines (47.6 hp for the 670 cc against 54.8 hp for the 745 cc), nothing beats the S mode which, for its part, never comes up against the switch! The NC then remain on third gear in town, where the 750 shows more convincing dynamism and has appreciable engine braking.

On the road and still in S mode, the rider can only force the motorcycle to shift into sixth gear from around 95 km / h. If the changes made to the electronic management between the two NCs are not as striking as Honda announced, those in mechanical terms are perfectly sensitive. !

Whatever the original speed (zero, 20, 50, 70, 90 km / h …), the NC750S leaves no chance for the NC700S: more tonic, the new bike starts in front of the old one and doesn’t is never caught up. The 7 horses and 8 Nm difference are clearly felt and some may find the reason for this price difference..

In addition, the pleasant vibrations that one feels as the engine of the NC750S takes turns make it a little more alive than the NC700S. At constant speed, however, the two motorcycles compete in discretion.

It is nevertheless in D mode that the NC-whatever-the-displacement-S is truly savored … On a trickle of gas, it engages the second report from 20 km / h then connects the following three when the count -tours indicates approximately 2000 rpm, that is to say at 30, 40 then 50 km / h.

The two small Honda roadsters allow you to circulate in the capital and its surroundings at the pace of most other two and three-wheelers. The pilot is as relaxed as on the handlebars of a scooter, the bag and the lock neatly stored in the trunk … but he has a "real" motorcycle between his legs !

Cool, without ever getting excited, the rider makes his way through traffic. The gentle pick-ups and weak engine braking encourage people to better read and anticipate the actions of other street users. Consumption is even lower: 4.02 l / 100 km over our entire test for the NC750S, against 4.00 l / 100 km for the NC700S. Like what, making the 750 pull longer is good !

When driving, the lengthening of gears goes unnoticed. The fact that the last report is longer (by 3% on the 750 compared to the 700 according to Honda, and + 6% on the other reports) is not felt: the machine still waits 65 km / h for stall in sixth and the two engines must turn at around 4000 rpm to reach 130 km / h.

Precisely on the fast track, the NC750S and NC700S are still as stable. Free from any sizzling, they however lack saddle comfort and protection to consider long journeys. To cut the road, we will probably prefer their NC750X binoculars (to be tested very soon on MNC).

Given the winter conditions of this new MNC duel, the arson was more than limited … On the rare clean and dry portions, our two inspectors Alex Eption and Matt Moissa did not detect any differences in behavior. Logical, since the two machines have the same chassis and running gear !

Motorcycle designed to ride "quietly" above all, the NC700 / 750S and its suspensions perfectly absorb the roughness of deserted departmental roads and handle speed bumps, potholes and brakes well in the overcrowded streets of the capital.

Heading behavior only deteriorates on a fairly bumpy road or when the rider rides over his boots. Before that, the footrests and their lugs will have warned the apprentices "païlotes" that it is time to moderate their enthusiasm, or to switch to a more sporty roadster type Hornet … or CB650F ?!

When it comes to braking, the NC750S quickly shows its limits. A little less powerful than that of the 700, the front brake is controlled via a more spongy touch lever which affects the dosage. Although a little harsh – what do you mean, never happy ?! -, we prefer that of the 700.

More efficient braking of the 700 is also combined: the rear brake pedal actuates a piston of the front caliper. A tip that is very appreciable in town and / or when riding with a passenger who discovers the two-wheeler and its mass transfers !

Thanks to this advantage, the NC700S is doing well in this fratricidal duel. Its A2 "label" is also one of its good points, even if one can wonder if many young drivers want to ride on an "automatic" motorcycle..

In general, the automatic in the motorcycle is difficult to seduce. If no official data has yet been published about the "automatic" license, the manufacturers felt disappointed by the first figures during the last press briefing of the CSIAM.

Addressing wise bikers – therefore experienced, therefore old ?! -, the NC750S is a great choice for those looking for a practical two-wheeler but don’t want to hear about a maxi scooter !

In this new version, the DCT roadster gains in pep compared to its predecessor. In this sense, the extension of 300 euros demanded by Honda does not seem unreasonable. On the other hand, it is more so when you consider its braking, less convincing than that of the 700…

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