All Tests – Honda NC700S Test: Is the bike good in every way? – Besogneuse with a small stride …

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Honda NC700S test: a good bike in every way ?

All Tests - Honda NC700S Test: Is the bike good in every way? - Besogneuse with a small stride ...

Combine utility with pleasure: here is the bet launched by Honda with its new entry-level motorcycle, the NC700S. Modeled on the same mold as the NC700X and the Integra, this roadster is able to appeal to novice bikers… And the others ! Test.

Besogneuse with a small stride…

Very accessible thanks to its "low-perched" seat (790 mm) and its relative narrowness at the crotch, the NC700S immediately puts you at ease: a pilot’s boots of 1.70 touch the ground with almost their entire length , which makes it possible to maneuver without any real effort this 211 kg motorcycle all full made when stationary.

The older ones will not feel too cramped thanks to the fairly low footrests, which protect the lower limbs. Equipped with a handlebar placed at a measured height – the ends of which return to the driver to facilitate gripping – the Honda roadster is taken in hand in less time than it takes to write it down.

The bike is perfectly balanced, steers short (3 meters) and its steering offers a confusing neutrality: enter the NC700S in a curve, let go of the handlebars – on a closed circuit, of course! – and the inclination will not vary by one degree !

As on most Honda, the feeling of having "always known" is felt after only a few hundred meters: the controls offer this alliance of precision and smoothness typical of the production of the world’s leading manufacturer, particularly at the throttle grip which offers a direct connection to the rear wheel.

This flattering observation is however slightly tarnished by the selection, whose smoothness of operation was not equal on each model tested … On some motorcycles with little mileage, the gearshift was rougher and much less silent. Future NC700S owners, do not hesitate to tell us what is going on in the long term thanks to our "Reader comments" section below. !

In the subjects that annoy, note also slight tingling in the footrests around 3000 rpm, which extend to the seat above 5000 rpm. In addition, the protection offered is obviously quite basic: the short gust of wind somewhat preserves the bust, but not the shoulders or the head. After all, it’s only a Naked !

It is less easy to forgive him his uncomfortable saddle over time: after a hundred kilometers, all the testers present on this press presentation suffered from gluteal skin! At first glance, however, the seat seems relatively soft, but its padding must settle too quickly, unless the shape of the saddle itself leaves something to be desired. In any case it is a point to review, especially for a utility motorcycle like this NC700S.

On the braking side, on the other hand, the new Honda does a remarkable job: notwithstanding its somewhat "flashy" device, the NC700S offers completely convincing slowing down, even surprising in view of what some competitors offer much better stocked.

The actuation of the right handle is done in peace, well helped by the excellent dosage which makes it possible to get the best of sufficient power, if not overflowing. Obviously, the device has neither the bite nor the consistency offered by the radial calipers of a CBR. But its smooth progressiveness will be much more reassuring for beginners. !

In addition, Site strongly advises these neophytes to opt for the combined ABS C-ABS (available as an option), which avoids blockages and automatically distributes the braking forces between the two wheels when the rear is activated..

Because not only the four small additional kilos (215 kg fully loaded) that its presence generates will not be felt while driving, but the benefits offered in terms of safety are well worth the "price extension" of € 500 (€ 5,990) ) !

And for our readers who wonder why the NC700S is not in the same boat as the Integra and the NC700X which adopt the standard C-ABS, know that it is a deliberate choice. aimed at keeping the price as low as possible. Incidentally, this will also allow Honda France to try to flood the juicy motorcycle school market, where ABS is not authorized. !

Ah, it’s already over ?…

Easy to learn and a good braking machine, the NC700S plays with the urban environment in a relaxed way. Handy, it is able to "pif-pafer" between two cars with a simple pressure on the handlebars.

It also offers sufficient rearview to ensure its rear, especially in inter-queue traffic (on a closed ring road, of course!) Where the accessibility of the warnings is appreciated at its fair value, as is the readability of the speed figures. on the dashboard. The 100% digital console also offers two totalizers, a fuel gauge, a clock and a tachometer.

And this bar graph-type tachometer requires first of all not to be taken away from your eyes when you discover the NC700S, since its twin-cylinder rupts at … 6500 rpm! As explained in our technical description on the next page, Honda has indeed sought to drastically reduce gasoline consumption and has decided to reduce revs to achieve this objective..

Does the approach seem a bit simplistic to you, even uninviting? Not according to the study carried out by the Japanese manufacturer among European bikers, which shows that 80% of the total use of a medium-capacity machine on a daily basis "is done at speeds below 6000 rpm". We must not frequent the same bikers, but hey…

Because in use, the twin-cylinder of 669.6 cc still leaves a taste of too little. Admittedly, it is available and resumes under 2000 rpm without too much complaining before pushing more frankly from 3000 or 3500 rpm, depending on the gear engaged. The 60 Nm of torque available at 4750 rpm then provides linear but voluntary accelerations … until the switch comes into action very early and quite brutally !

As on the NC700X, the optional DCT dual-clutch gearbox will partially correct this "defect" by automatically shifting to the right gear at the right time. But it will cost you 1000 € extra (6990 € with DCT and C-ABS) and 10 kg more on the scale, which is far from negligible on this type of motorcycles….

Honda France does not intend to sell more than 10% of NC700S equipped with the second generation of Dual Clutch Transmission, whose operation is detailed in its slightest subtleties on the next page.

Verdict: change is now ?

However, despite its "diesel-esque" revs, the NC700S seduces: with a little practice and the abandonment of certain "biker reflexes", it is indeed possible to deal with its lack of extension thanks to its reports fairly long transmission (in sixth at 90 km / h, the twin turns at 2750 rpm).

The Honda then reveals its true face: that of a "needy" with a peaceful character who has chosen to turn her back on performance concepts in favor of daily savings (Honda announces an average fuel consumption of 3.6l / 100 km!) , and which intends to simplify the life of its owner thanks to its practical aspects and its comfort.

Well suspended, the Honda roadster effectively absorbs the dips and bumps with great efficiency: due to their lower travel than those of the NC700X (120 mm front / rear against 153.3 and 150 mm on the X), its suspensions are show a tad drier on small bumps, but this does not affect the course.

Competitors of the NC700S

  • Honda CBF600N : 4-cylinder in-line 599.3 cc, 77.5 hp and 59 Nm of torque, 213 kg full tank (+ 5 kg with C-ABS) – € 6,590 (+ € 500 with C-ABS)

  • Kawasaki ER-6n : 649 cc in-line twin, 72.1 hp and 64 Nm of torque, 204 kg all full (+ 2 kg with ABS) – € 6,499 (+ € 600 with ABS)

  • Suzuki Gladius : 645 cc V-twin, 72 hp and 6.5 mKg of torque, 202 kg all full (+ 3 kg with ABS) – € 6,399 (+ € 500 with ABS)

  • Yamaha XJ6 : 4-cylinder in-line 600 cc, 78 hp and 59.7 Nm of torque, 205 kg all full (+ 5 kg with ABS) – € 6,499 (+ € 500 with ABS)

    • The roadster is also more sporty than the trail: lighter and more responsive, the NC700S becomes almost playful. "Almost", because the wheelbase and the high caster angle (1525 mm and 27 °) favor more stability in curves than agility in rapid changes of angles !

    Above all, the NC700S suffers from two critical points in "arsouille" mode: its restrictive ground clearance (140 mm) and its frustrating lack of extension. Because on its handlebars, better not to make the wrong report when sounding the load: too high in the turns when entering a curve (like at … 4500 rpm!) And it is the breaker assured at the exit !

    In this, the NC700S is not the descendant of the legendary CB500 – more playful in the turns – and does not play exactly in the same court as the sparkling Kawasaki ER-6n. Although Honda assures us that it is a "fun concept"and a motorcycle"fun to drive with lively, intuitive and reassuring handling" !

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