All Tests – Honda NC700X motorcycle test: the utility-eco-trail! – Eco class travel

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Honda NC700X motorcycle test: the utility-eco-trail !

All Tests - Honda NC700X motorcycle test: the utility-eco-trail! - Eco class travel

Objective of the Honda NC700? Attract several types of two-wheeler users with a roadster, a scooter and a crossover built on the same mold. And given the qualities unveiled by the NC700X during its first test, the concept seems to have a future !

Eco class travel

Conversely, the NC700X will leave fans of mechanical sensations unsatisfied. Unsurprisingly, given its "eco" positioning, the Honda unit is not the expressive type. No power peak is to be expected in the last graduations of the tachometer, otherwise moderately readable. On this point, the late twin of the CB500 was much more exciting.

Ultra available, the bi parallel accepts on the other hand to resume at 2000 rpm without knocking. Even a little below if you know how to show respect with the accelerator, as the injection is soft and precise: a very good point for urban strolls, where the typical trail position – high and wide handlebars, straight bust – and the excellent turning radius (35 °) are equally appreciated.

In the same vein, the saddle offers a commendable softness while the smoothness of the false tank at the level of the crotch largely compensates for a ground clearance and especially a considerable seat height (respectively 830 and 140 mm). Result: a 1.75m driver easily touches the ground with the full length of his boots.

From 3500 laps, the NC700X showed satisfactory conviction, given its power of barely 52 hp. Willful if not playful, its propellant has enough vigor to avoid having to knit the selector. Which is pretty good, since the six box is a bit rough compared to the usual Honda standards..

Devoid of vibrations thanks to the presence of a balance shaft, the twin cylinder then takes its turns without weakening until the red zone placed at … 6500 rpm: a real diesel! The ignition cut, quite marked, then cuts the quid to the two cylinders that we feel however attracted to higher heights. Yes, but here it is: the faster an engine runs, the higher the stresses, and the more fuel it consumes. !

However, if the thrust does not tear the arms, it allows you to pass calmly … provided you stay tuned to this long stroke mechanics (73 mm bore x 80 stroke). Required too low in the towers, this block compressed to 10.7: 1 indeed lacks liveliness on the last reports, while the frustrating lack of extension limits the interest of "bleeding" downshifts.

As a result, the (optional) dual-clutch DCT transmission (Dual Clutch Transmission) and its three driving modes (two with automatic gearshift and one with manual selection on the handlebars) could be a valuable ally to keep the twin in its optimum operating range.

In addition to these structural mechanical constraints, there is also a significant mass to be moved: 218 kg all full. Despite its petite appearance and the abundant use of plastic, the NC700X is not really a featherweight! The fault, in particular, with the generously dimensioned tubes of its "Full steel" frame or with its banal swinging arm of square section forged in the same metal..

Fortunately, the mastery of the world’s leading manufacturer in terms of weight distribution erases any feeling of heaviness: self-stable from the first "millimeter-hour", the small Crossover offers a childish grip and its 17-inch front wheel is placed with disconcerting ease.

Healthy, the NC700X is based on a chassis rigid enough to withstand all the stresses that modest cavalry can generate: the traction of the 160 mm rear tire is never faulted, while the wheelbase and the angle of large column (1540 mm and 27 °) ensure remarkable stability without compromising handling.

Basic, the suspensions – also common to the Integra and the NC700S, only the travel differs (153.3 mm at the front, 150 mm at the rear on the NC700X) – honestly fulfill their functions. The whole is homogeneous and comfortable, if not ultra progressive in all circumstances.

If the non-adjustable fork happily refrains from stiffening the front when entering curves on the brakes, on the other hand it absorbs small shocks too dryly. At the rear, only the lack of responsiveness of the mono-shock absorber (adjustable in preload) ends up betraying it: during heavy loads, the bike sometimes settles excessively in search of downforce, without this affecting the handling. of course.

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