Table of contents

• Entry-level motorcycle from Honda Honda NC 700 S in the top test
• MOTORCYCLE points evaluation / conclusion
• Technical data / noticed
• Offers for the Honda NC 700 S

Artist

12th pictures

Honda

1/12
Honda NC 700 S – The naked bike is powered by an in-line two-cylinder engine of 670 cubic meters.

Honda

2/12
Honda NC 700 S – according to Honda, the parallel twin should produce 48 hp at 6250 rpm. Honda is targeting owners of the A2 driver’s license, which will come from 2013.

Honda

3/12
Honda NC 700 S.

Honda

4/12
Honda NC 700 S.

Honda

5/12
Honda NC 700 S.

Honda

6/12
Practical: The Honda NC 700 S has a storage compartment that can easily accommodate a full-face helmet. The tank (14.1 liters) gave way to favorably under the driver’s seat.

Honda

7/12
Honda NC 700 S.

Honda

8/12
The hydraulically operated disc brake system of the NC 700 S is equipped with the Combined ABS system from Honda.

Honda

9/12
Honda NC 700 S.

Honda

10/12
Honda NC 700 S.

Honda

11/12
Honda NC 700 S.

Honda

12/12
Honda NC 700 S.

motorcycles

Honda NC 700 S in the test: the entry-level motorcycle from Honda

Entry-level motorcycle from Honda
Honda NC 700 S in the top test

As a naked bike variant of the sister model NC 700 X, the S version is another 500 euros cheaper. How dear does the 48 hp entry-level bike sell its skin? The Honda NC 700 S in the tough top test.

Gerhard Eirich

04/26/2012

She could if she wanted to. No, the other way around: she wanted to, if only she could. Confusing? Sound too negative? Everything will be cleared up. The thoughts just mentioned at the end of a test day are anything but negative. Rather, the innocent white entry-level Honda amazes with discreetly sporty talents that one would not have suspected here. What could you do on winding country roads if the engine had more power? Memories of the old Suzuki SV 650 come up. How much fun this small motorcycle with its 70 hp was right away and how amazed and unmasked many performance-spoiled old hands: You don’t always have to move beyond 150 hp to have fun. And at the end of the day, this also applies to the NC 700 S, even if you imagine how much more fun it could be with 20 hp more on board. Enough of that, after all, there is a good reason that Honda has tuned the newly developed Twin with its stately 670 cm³ to “only” 48 hp: The upcoming driver’s license regulation (from 2013) allows novice drivers exactly this performance. Seen in this way, Honda already has a very hot potato for those who want to save money, driving schools or simply all those in the fire who are simply looking for a good and inexpensive everyday all-round bike.

To be clear once again: Not that the new model with its 48 hp is mercilessly underpowered. The two-cylinder merely represents its very own philosophy, which is not based on top performance and a fascinating performance kick, but rather aims at harmonious, even power delivery. A feat – the engine easily shakes the 48 hp out of its sleeve at 6250 rpm, can concentrate fully on a full torque curve and spoils you with stress-free characteristics. Suitable for the demands of a beginner bike. From 2000 tours you can safely pull the tap and reap the gently onset, clearly noticeable, if not brutal, propulsion. As mentioned, there is nowhere the right kick, and pronounced ease of turning is not one of the twin’s strengths. The limiter drops at 6750 rpm – which in tight overtaking maneuvers can force you to change gears unexpectedly early and at an inopportune time and cost valuable time. The latter is not due to the transmission – upshifts are quick and precise with short shift travel. Downshifting, on the other hand, requires a bit of emphasis, the six-speed box then looks hard and bony all at once, especially in the lower levels. The clutch presents itself smoothly and accurately metered; newcomers will have no problems with this unless they have fingers that are too short – neither clutch nor brake levers are adjustable. A clear red pen violation, controllers probably had to implement the need to save here in order to make the extremely low price possible.

Buy complete article

Entry-level motorcycle from Honda
Honda NC 700 S in the top test

10 pages) as PDF

€ 2.00

Buy now

Fortunately, the fuel economy has also jumped over to the engine: thanks to skilful coordination and various design tricks, the two-cylinder is satisfied with exceptionally little fuel (3.5 liters / 100 km), and the NC 700 S is thus fighting for the crown of the most economical motorcycles ever . Incidentally, this also applies to the crossover sister model NC 700 X and the Integra scooter due to the identical unit of motor, frame and wheels due to the modular system. If you have doubts about the last remnant of fascination in view of so much reason and balance, the good intentions of Honda should at least be pointed out: The 670 cm³ engine is neither pounding nor shaking synchronously (emphasis was placed on smooth running and freedom from vibration) , still counter-rotating, thanks to its crankshaft with a 90 degree crank pin offset and 270 degree ignition offset, it should show the characteristics of a V2 engine. Admittedly, the heavily muffled sound of the twin can definitely be heard, but it is a long way away from the pithy V2 baller of a Ducati, for example. In return, it offers further, rational advantages, such as, for example, its strongly (by exactly 62 degrees) inclined installation position. This ensures a low center of gravity and, like the tank embedded in the frame triangle under the seat bench, helps to centralize the masses, which has a positive effect on handling and neutral driving behavior. This is where the differences to the crossover variant gradually come to light, which offers more driving comfort, but also “works” more when you drive briskly. In addition to the design of the side flanks, the front mask and the handlebar shape and position, it is above all the spring elements that make the difference.

Subscribe to MOTORCYCLE videos on Youtube

jkuenstle.de

The co-driver is also relaxed, but his bench should be a bit wider.

With 120/120 mm (front / rear), the S version offers less suspension travel (NC 700 X: 154/150 mm), less ground clearance and the lower seating position. Even when climbing the bare, the seat height, measured at 800, is 25 millimeters lower, the relaxed knee angle remains, the narrower, optimally cranked handlebars lie comfortably in the hand – the ergonomics could hardly be better. It contributes to spontaneous well-being as well as the impeccable steering behavior that is familiar after just a few bends and the brilliant neutrality. Even setting up in an inclined position is practically completely alien to the new, and it does not plunge dramatically deep during hard braking maneuvers. On the contrary: the tight design almost exaggerates it a little when it comes to damping. Incidentally, only the preload of the rear shock can be adjusted. The initially poor response to transverse joints improved in the course of the test – apparently she needed the almost 1000 test kilometers to run in. What remains to be observed in terms of chassis, however, is the tendency to pass on even mediocre bumps almost unfiltered. The Honda behaves rather coarse on bumpy stretches and, by the way, with its (fully pretensioned) shock absorber, it quickly reaches its limits in two-person operation. Nothing changes in terms of safe driving behavior, handlebar flapping is never an issue, whether alone or in pairs.

However, the comfort offered by the barren pillion seat, which tapers towards the rear, could quickly become an issue. There was actually no need to save here, slightly wider buttocks protrude onto the handles that are close to the flanks. The example of the brake or brake discs shows how sensible savings can be made – without sacrificing quality and functionality. Thanks to its small diameter, the small disc at the rear fits completely into the large disc at the front, so both can be punched out of one workpiece as an inner disc and outer ring, thus minimizing waste and saving material. The effect of the CBS combination brake (the rear brake and one of the three pistons of the saddle on the front wheel are activated by the foot pedal, the hand lever only acts on the other two pistons at the front) is impressive. Both levers should always be operated for optimal deceleration of the easy-to-dose system. But even with a two-finger pull on the hand lever, crisp deceleration values ​​can be elicited from the individual disc, which are usually sufficient in normal cases. The ABS works brilliantly in any case, regulating at short intervals, reliably opening before blocking, but building up the brake pressure again just as quickly and energetically. No route is wasted, the 700 is from 100 km / h after only 39.4 meters – an excellent value. Even numerous hard maneuvers in a row do not force the brakes to their knees, and there is no noticeable decrease in the effect. The Honda proves to be so well equipped even for the holiday tour fully loaded with pillion passenger and luggage, the permitted payload of 209 kilograms is practical. The NC provides a full 21 liters of storage space ex works – that is what the opening storage compartment in the dummy fuel tank holds. Thanks to the practical shape, you can even stow a full-face helmet in it.

jkuenstle.de

Know where: The fuel filler cap is under the foldable and lockable pillion seat.

The filler neck for refueling the tank bladder, which is positively positioned in the triangular frame, is located under the fold-out pillion seat that can be unlocked with a lock in the left side part. Would you like more storage space for luggage, for example a 35-liter topcase and 29-liter case, or a practical main stand for chain maintenance? Honda offers both as accessories. There is no solution here, however, for the cockpit with the difficult-to-read tachometer or the footpegs that scratch the asphalt quite early on in an inclined position. Unfortunately, the latter set limits to sporting activity at an early stage, but there is nothing to complain about with the full-throttle straight-ahead bolt – the steel tubular frame bridge frame can only be tempted to stir gently and immediately, even in the event of deliberate interference. Incidentally, full throttle here means 160 km / h specified by the factory, in practice with a lot of acceleration sometimes the speedometer well over 170 km / h in the long sixth. The NC naturally reaches these regions faster in the fifth, which also extends to tachometer 168, then the limiter regulates it.

But full throttle orgies and top speed are unlikely to be in mind for anyone interested in an NC 700. More like the everyday virtues mentioned at the beginning. The enormous range of over 400 kilometers with the 14.1 liter tank, thanks to the extremely low fuel consumption, also fits in with this. Another plus point: the long service intervals – the NC only needs to be inspected every 12,000 kilometers. And because Honda does not have the 700 series built in a low-wage country with sometimes dubious manufacturing quality, but in its own production halls in Japan, the processing of the new naked bike (apart from a few loveless detailed solutions) is also okay. At the latest when you look at the incredibly low price of almost 5500 euros (plus ancillary costs), the last petty complaint falls silent anyway.

And best of all: With all the factual advantages and arguments of reason, the petite Honda is also really fun. The driver just has to want to.

MOTORCYCLE points evaluation / conclusion

jkuenstle.de

Although the NC can be moved quickly, it is not a handling miracle.

engine
The smooth-running, unspectacularly evenly pushing twin gets down to business from the very bottom, but does not develop any real bite or even revving. The good-natured two-cylinder proves to be the ideal choice for an entry-level bike and does not stress with ambush-like performance. In addition, the smooth-running clutch is gentle on the driver’s hand in stop-and-go traffic. The poor pulling power measured in the long last gear, which is almost designed as overdrive, costs points.

landing gear
On a level surface, the rather sporty and tightly tuned naked version can be circled very neutrally and precisely through the curves and awakens the desire for more power and more freedom from leaning. On bumpy roads, however, the S with its overly damped fork starts to trample, while the suspension strut clearly reaches its limits in pillion mode. In faster bends, changing lean angles require a bit of emphasis – the NC can be moved quite quickly, but not a handling miracle.

everyday
The ergonomics appear perfect for drivers of almost all sizes. The passenger does not have to bend their knees too much either, but the seat cushion should be a bit more generous. The view in the mirrors and the light are not praiseworthy, the wind protection is naturally nil. The decent workmanship and the long range thanks to the low consumption are to be praised. With the permitted 209 kg payload, the Honda offers a good, practical average.

security
the tight chassis set-up allows the flawless CBS combi brakes to develop their full potential and bring the braking forces to the asphalt very well. The single pane at the front bites hard, the ABS regulates at short intervals and keeps the deceleration values ​​at a high level. You have to be prepared for the early rest stops.

costs
long inspection intervals and low fuel consumption keep costs down. Praiseworthy – after all, an inexpensive entry-level bike should also be inexpensive to maintain.

Price-performance
In view of the number of points achieved, a sensationally low price leads to an excellent grade of 1.1.

	Max points	Honda NC 700 S.
engine	250	110
landing gear	250	166
everyday	250	146
security	150	108
costs	100	78	Overall rating	1000	608	Price-performance note	1.0	1.1

Conclusion

Bargain hunters who pay attention to the value for their money will get their money’s worth with the NC 700 S. With the cultivated, evenly pushing twin, the good controllability and the foolproof brakes, it makes it easy for beginners. Its stiff, precise chassis is also fun for experienced people who are simply looking for a smart everyday bike and for which 48 hp are enough. respect.

Technical data / noticed

jkuenstle.de

Full bearing: the oil level is not read from the sight glass, but determined using a dipstick.

engine
Water-cooled two-cylinder four-stroke in-line engine, a balance shaft, an overhead, chain-driven camshaft, four valves per cylinder, rocker arm, wet sump lubrication, injection, Ø 36 mm, regulated catalytic converter, 12 V / 11 Ah battery, mechanically operated multi-plate oil bath clutch, six-speed gearbox , O-ring chain, secondary ratio 43:16.
Bore x stroke 73.0 x 80.0 mm
Cubic capacity 670 cm³
Compression ratio 10.7: 1
rated capacity 35.0 kW (48 hp) at 6250 rpm
Max. Torque 60 Nm at 4750 rpm

landing gear
Lattice tube bridge frame made of steel, telescopic fork, Ø 41 mm, two-arm swing arm made of steel, central spring strut, directly hinged, adjustable spring base, front disc brake, Ø 320 mm, three-piston floating caliper, Ø 240 mm, single-piston floating caliper, composite brake, ABS.
Cast aluminum wheels 3.5 x 17; 4.5 x 17
Tires 120/70 ZR 17; 160/60 ZR 17
Tires in the test Metzeler Roadtec Z8, front “E

Dimensions + weight
Wheelbase 1525 mm, steering head angle 63.0 degrees, caster 110 mm, spring travel f / h 120/120 mm, permissible total weight 424 kg, tank capacity 14.1 liters.

Service data
Service intervals 12,000 km
Oil and filter change 3.4 l
Engine oil SAE10W40
Front fork oil SAE10W
Spark plugs NGK IFRG6G-11K
Idle speed 1200 ± 100 / min
Tire pressure solo (with pillion passenger) front / rear 2.5 / 2.9 (2.5 / 2.9) bar
Warranty two years
Colors black, silver, white
price 5490 euros
Additional costs around 265 euros

jkuenstle.de

Horns instead of flashing, unusual arrangement of the switches.

Noticed:
positive

• At 5.45 meters, the turning circle is pleasantly small and recommends the NC 700 S as a manoeuvrable city runabout.

• The ergonomics are very successful, small and large drivers feel well accommodated straight away, the handlebar width and cranking are impeccable.

negative

• Horns instead of flashing If you are used to the usual arrangement of switches, you will have to change the position of the NC 700 S in view of the reversed placement.

• The thick passenger grab bars are difficult to grasp with small hands and are also placed too close to the seat bench for people with wide buttocks.

Offers for the Honda NC 700 S

Used Honda NC 700 S in Germany

As one of the first A2 bikes, the Honda NC 700 S still cuts a fine figure today. Anyone who is interested should take a look at the used motorcycle market. There you can find the Honda NC 700 S in top condition and at reasonable prices: Used Honda NC 700 S in Germany

Related articles

• Honda CTX 700 N in the test

  Bilski 15th pictures Bilski 1/15 The Honda CTX 700 N is the implementation of a very simple idea to combine the best attributes of cruiser and street…

• Endurance test final balance Honda NC 700 S

  Photo: www.r-photography.info 54 pictures www.jkuenstle.de 1/54 the Honda NC 700 S is a solid companion – not just for beginners. Gargolov 2/54 It was…

• Test Honda CB 1300 S ABS

  fact motorcycles Test Honda CB 1300 S ABS Test Honda CB 1300 S ABS Half a bowl, whole thing Honda has given the CB 1300 a half-shell fairing and the ABS…

• Comparison test: Honda Hornet, Kawasaki Z 750, Suzuki GSR 600

  Jahn motorcycles Comparison test: Honda Hornet, Kawasaki Z 750, Suzuki GSR 600 Comparison test: Honda Hornet, Kawasaki Z 750, Suzuki GSR 600 ABS shooters…

• Comparison test Honda CBF 1000 F and Suzuki Bandit 1250 S

  Bilski 32 pictures Bilski 1/32 The CBF 1000 F looks more elegant, dignified, sleeker. The 1250 Bandit comes across as beefier, more powerful with a more…

• Comparison test: Honda CBF 600 S and Kawasaki ER-6f

  Gargolov motorcycles Comparison test: Honda CBF 600 S and Kawasaki ER-6f Comparison test Honda CBF 600 S and Kawasaki ER-6f They don’t shine in the…

• Endurance test final balance Honda CBF 1000

  Bilski motorcycles Endurance test final balance Honda CBF 1000 Endurance test final balance Honda CBF 1000 CBF 1000: Balance & Video Screw on, look at,…

• Endurance test final balance: Honda Fireblade

  Bilski motorcycles Endurance test final balance: Honda Fireblade Endurance test final balance of the Honda Fireblade Conclusion after 50,000 test…

• Top test Honda Hornet 600

  Bilski motorcycles Naked bike Top test Honda Hornet 600 Top test Honda Hornet 600 Salute Europe’s top seller 2002. Unfortunately only 25th in Germany. So…

• Comparison test Honda CBF 1000 and Honda CBF 1000 F

  Jahn 10 pictures Rudolph 1/10 Even when the going is steep uphill, the CBF 1000 F pulls on without ceasing. Rudolph 2/10 Now adjustable: the spring…