Menus
- Crisis solution
- Discovery
- In the saddle
- In the city
- Departmental
- Motorways and expressways
- DCT transmission
- Accessories
- Conclusion
Crisis solution
Honda revives the basic motorcycle with its NC 700 S: a floor price, practical aspects borrowed from the scooter and consumption at the top of the daisies. Developed for young drivers, this little Honda has weighty arguments that should also appeal to all bikers looking for a "good horse" to ride on a daily basis without breaking the bank..
Do you remember basic motorcycles? Yes, yes, remember the late Suzuki GS 500, Kawasaki ER-5 and other Honda CB 500s who delighted so many school motorcycle students and young drivers until the early 2000s. Well this category has now disappeared. I can already see some who will retort to me that at Kawa, the ER-5 was replaced by the ER-6 and that Suzuki had the SV and now the Gladius. Certainly, but power (and prices) have increased in a decade and “beginner” machines develop at least 70 horsepower, or at least 20 more than the machines mentioned above. We are no longer talking about basic bikes but rather entry level. As for Honda, the manufacturer has stopped producing small twin cylinders since 2007…. At least until today with the introduction of this NC 700 S. This motorcycle is not strictly speaking a basic but several elements appearing in its specifications during its development (accessibility, ease of driving, robustness and savings in purchase as much as in use) make it, in fact, the heir to the CB 500. But the recipe has been updated ….
Discovery
According to an in-house study of mid-size users, they spend 90% of their time at less than 140 km / h and only occasionally exceed 6,000 rpm (only 20% of the time). The new 670 cc twin-cylinder was therefore developed in this direction. Typed "long stroke" (stroke greater than the piston bore) to promote low-end torque, it delivers 35 kW (47.6 hp) at 6,250 rpm and 60 Nm of torque at 4,750 rpm.
Admittedly, these figures are a bit weak in the face of the competition and will not make anyone fantasize, not even young people allowed. But the latter will be delighted to learn that this engine is in full compliance with the future European license A2 which provides from 2013 for a power limitation of 35 kW (just under 50 hp) for drivers under 24 years of age and less than two years of experience. And failing to excite the cortex, this low efficiency allows Honda to announce an average consumption of only 3.57 l / 100 km and service intervals of 12,000 km, with iridium spark plugs requiring replacement only every. 40,000 km. The bird’s appetite of the NC 700 S, combined with the 14.1 L of the fuel tank, gives it a theoretical range of almost 400 kilometers.
A dual clutch transmission is also available as an option. It offers three operating modes: Manual with gear changing via two triggers on the left stalk or (optional) a more traditional foot switch, and two automatic modes promoting consumption (Road), or driving pleasure ( Sport).
The chassis, of the Diamond type and made of steel tubes, has the same configuration as the Aprilia Mana, namely a fuel tank placed in the rear loop of the frame in order to free up storage space (21 L). in front of the pilot capable of accommodating a full face helmet.
To conclude, let us recall that the NC 700 S shares its engine chassis in the Honda range with the trail-roadster hybrid NC 700 X and the Integra scooter. The S, all transmissions combined, is only available in a 35 kW version, while the Integra and the “X” in its DCT version develop 52 hp.
In the saddle
Unlike the “X”, the style of the NC 700 S plays on sobriety. Available in black or white, the only stylistic joke of the little roadster comes down to the yellow borders framing the boot lid on the gray variation. The finish is generally of a good level and apart from an electrical harness which should have been integrated a little better, nothing comes to scratch your retina. We will still deplore the lack of adjustment on the brake and clutch levers and the lack of evacuation of excess fuel under the saddle in the event of overflow at the pump ….
The dashboard displays the union minimum in information with an analog tachometer, a digital speedometer, the time, the total mileage and two trips as well as a fuel gauge with 5 sticks.
Once in the saddle, you will find all of Honda’s expertise in terms of ergonomics. The piece of foam allocated to the driver, 790 mm from the ground and very narrow at the junction with the false tank, will allow small riders to comfortably put both feet flat and even have their legs slightly bent which is rare enough to be emphasized. The saddle handlebar footrest triangle defines a most natural position, even for those over 1.80 m. Okay, that’s it, but you have to go. A push on the starter, a little bit of the clutch (a bit hard), we go first and off we go ….
In the city
In a few hundred meters, we feel that all the Honda DNA is present in the NC 700 S. We take our marks in three minutes flat and after a few kilometers, we master the little roadster as if we have always known it..
Admittedly, this is almost constant at Honda, but the effect is still stunning. Especially here, the twin tilted to 62 ° and the tank under the saddle significantly lower the center of gravity. Suddenly, the NC 700 S seems much lighter than its 211 kg all full and the evolutions at low speed are a treat..
Neutral gear at the angle, precision, agility, tight turning radius…. The little Honda is perfectly in its element in an urban environment, whether it is to evolve with the step stuck in the traffic or to squeeze between the queues. Contrary to the presentation of the X, the gearbox was not excessively hard but on the other hand seemed to lack precision in its locks, causing false dead spots to appear. The phenomenon did not affect all the machines during the presentation, but this disparity in “consistency” suggests that the said gearbox will require a conscientious break-in to function perfectly. The engine perfectly supports the cycle part. Able to resume idling in the first three gears, it delivers a large portion of the 60 Nm of torque from the lowest revs and offers very correct revivals. The twin even accepts to resume at 1,500 rpm in 4th (35 km / h) and 2,000 rpm in 6th (60 km / h) without reluctance.
Departmental
The Chevreuse valley, the setting for our test, offered us some nice sets of turns to test the dynamic qualities of the NC 700 S. You might as well tell you right away, this Honda is not cut out for attack even if she willingly lends herself to this game.
Road holding is very healthy with an ideal suspension compromise between firmness and comfort, well-controlled hydraulics and good agreement between front and rear. On bumps, the NC 700 S tends to pump its suspensions but never breaks up. Fortunately, because no settings are available…. In the sequences, the roadster swings from one angle to another effortlessly, aided by a reasonable tire rise at the rear of 160, and the front axle offers reassuring precision as the pace increases..
But you still have to deal with a few “fuses” starting with just correct ground clearance and braking (a simple 320 mm diameter disc pinched by a 3-piston caliper) which lacks a bit of attack and feeling. and asks for the grip to deliver all its power. Fortunately, the front-to-rear coupling to the pedal ensures a constant attitude on hard braking, allows a trajectory to be corrected in the middle of a turn without the bike freezing and ABS is on the lookout. There remains the motor case. Its very smooth character and low maximum speed (6500 rpm) tend to trigger the breaker regularly. Once integrated the specific instructions for use, things work out. Shifting gears earlier to get out of the turns on torque, but we’re still surprised by the twin’s “turbo diesel” side. A few millimeters on the throttle is enough to provide a vigorous boost, but hardly any more is achieved by screwing the handle to the stop! In short, the NC 700 S keeps the speed going but leaves the encephalogram desperately flat. Effective ? Yes ! Fun? no….
Motorways and expressways
Like any bad self-respecting roadster, the NC 700 S is not suited to long runs. We naturally settle on a small 130 km / h and the small windscreen is only effective when lying down on the tank. As for the saddle, despite its softness, it quickly taints the hindquarters. Too bad because at 130, the engine purrs at a small 4000 rpm in sixth. The "cycling" jersey will be mandatory on long journeys to take advantage of the 400 km of autonomy. We didn’t try the top speed exercise but the NC 700 S should, like its cousin X, be able to hit 200 km / h on the odometer..
DCT transmission
The DCT dual-clutch transmission was not available on our test models at the time of presentation (it will be at the end of May) but Honda has kindly provided us with NC 700 Xs equipped with the famous system. And the gain in enjoyment as much as in driving comfort is a real plus on a daily basis despite the additional 17 kg on the scale. The automatic Drive mode, very smooth, is particularly suited to developments in urban areas and will, if necessary, adjust to the most suitable speed and gear as soon as the right handle is opened wide. The Sport, although a bit harsh in low-speed gearshifts, remains within the optimum range of the twin and offers welcome additional engine braking on departmental roads. It is even possible to override the automatic mode by changing gear manually, the self-adaptive management system returning to “full automatic” mode as soon as the paddles are no longer used on the handlebars..
Accessories
The Honda accessories catalog has a whole range of accessories to transform the NC 700 S into a mini GT: side cases (29 L), top case (35 L), screen with larger dimensions, heated grips, plug 12 V in the trunk, central stand, leg and foot deflectors…. However, no "comfort" saddle on the horizon.
Conclusion
The Honda NC 700 S is typically the kind of machine that will create controversy on the forums. Very utility-oriented, it probably lacks that little spark that will appeal to the “typical” biker whose buying reflex is conditioned by the sacrosanct triptych “look-price-power” (it’s not me who says it, it is the marketing department of all the manufacturers….). On the other hand, it should perfectly hit the target defined by Honda. Easy to learn, suitable for all sizes and with an engine perfectly suited to future legislation, it has solid arguments to appeal to future young drivers. The practical aspects (trunk, DCT, reduced consumption, reputation for reliability) should appeal to bikers looking for a tireless two-wheeler and at a moderate cost of use to ensure daily commuting, Sunday outing and a possible departure on vacation. And if fuel prices continue to rise, low fuel consumption (equivalent to that of a 125 scooter) should in itself become a selling point !
The manual version, devoid of the C-ABS, is also available at only € 5,490 while the entry-level Suzuki, Yamaha and Kawasaki start at a minimum of € 6,000. The C-ABS version incurs an additional cost of € 500 and the DCT model, originally delivered with the C-ABS, raises the rating to € 6,990. A justified additional cost with regard to technology but which should unfortunately limit its large-scale distribution.
Strong points
- Consumption
- Ease of driving
- Storage
- Price
- The optional DCT
Weak points
- Saddle comfort
- Motor character
- The price of the optional DCT
Competitors: Suzuki Bandit 650, Yamaha FZ6 Fazer
Honda NC 700 S technical sheet
available in Darkness Metallic Black, Digital Metallic Silver and Pearl Sunbeam White.
User reactions and testimonials on the
motorcycle guide
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Thank you for this try !
There is one thing that shocks me about the driving position, why tilt the bust out of the turn? Is it to avoid having the head in the lane which arrives opposite?