Honda NC 700 X motorcycle test

Menus

• Transgenic camel
• Discovery
• In the saddle
• In the city
• Motorway and expressways
• Departmental
• Part-cycle
• Braking
• Comfort / Duo
• Consumption
• Conclusion

Transgenic camel

Discovered at the Milan Motor Show, the Honda range is enriched with a new range of 3 midsize machines, available on the same chassis and engine base: the NC 700 S roadster, the NC 700 X hybrid aesthetic between trail and road roadster and the Integra scooter. Developed more particularly in peri-urban spaces and intended for everyday bikers, these new products aim to meet their specific expectations, defined by the winged brand by: practicality, safety, economy.

Despite an entry-level positioning, the firm of Hamamatsu assists in economic choices, innovative technological solutions in the design of these models. Thus, a brand new in-line twin-cylinder unit, strongly tilted forward (62 °) animates their hearts. This engine architecture is reminiscent of that of the manufacturer’s legendary CB 500, lively and enduring. However, it is here much less the raw performance than the search for both approval at low speed and lower consumption that have gone into its development. The results announced on this last point are astonishing: 3.6 liters per 100 km…. ! That is the consumption of a 125 cm3 vehicle. As a corollary of this, maximum power is only 52 hp (38.5 kW) at 6,250 rpm, just before the breaker. But according to the in-house study, 90% of trips are made at less than 140 km / h and 80% at less than 6,000 rpm. Torque and availability therefore presided over the design of this model. Simplicity and compactness also: distribution by a single camshaft and supply by a single injection body; the water pump and the oil pump are respectively driven by the camshaft and the balancing shaft. Economical also in use, overhauls are every 12,000 km.

NC 700 S and X are also ready for the evolution of European legislation on the new A2 license, imposing a maximum of 35 kW. Compensating for these limited values, the announced 6.2 m / kg of torque is reached from 4,750 rpm. The engine power already available before this speed is close to this value, in view of a barely marked curve.

Another notable element, the transmission of the two motorcycles can, as an option, integrate a double-clutch gearbox. This offers three modes: Manual, Road and Dynamic. The first allows gears to be changed via a trigger on the left stalk. The other two, automatic, respectively offer to favor fuel consumption or improve dynamism (greater revs between each gear).

Discovery

Identical to the S model, the NC 700 X, designed for comfort on long journeys, adorns its sides and front face. The fairing takes the design of that of the VFR 800 X Crossrunner but keeps the machine its compactness. Less complex and enveloping, the style energizes the line of the roadster, giving it a more road and almost adventurous image. This feeling only grows with the addition of a wide handlebar, with high-pitched grips. Likewise, the suspensions offer greater travel than those of the S version: 153.5 mm at the front and 150 mm at the rear (compared to 120 mm front and rear). Only the shock absorber offers a spring preload adjustment.

The lighthouse supports a small adjustable bubble … unfortunately with a key. It is also fixed by four screws. The handling is all the more unpleasant and the difference in protection minimal. As this is, at the outset, very limited, once again it will be necessary to use the accessory catalogs for a high screen. Below the optics, a small spoiler stretches towards the sides. These house a lockable storage box instead of the usual tank. Accepting most full-face helmets, this vast space is a real good point in everyday life. It will also allow you to take rain pants, type U lock, glove, chain oil spray or any other effect, on longer trips.

The diamond-like frame in tubular steel structure seems to fall from the machine. Indeed, due to the on-board trunk and the inclination of the parallel twin, the tubes dip more than usual to enclose the block. Important advantage: the center of gravity is only better placed, the masses being at the lowest. The tank follows this approach, positioned under the pilot seat. Its filling hole is located under the passenger seat, hinged at its end and holding vertically to facilitate refueling. Its unlocking command is the same as that of the trunk, but by operating the key in the other direction.

Dynamic, the rear loop rises skyward, sheathed by the trim. Two passenger handles hook onto it, long and ergonomic, with a locking appendage for turnbuckles or other spiders. Remote from the hull, the lights are housed on the mud flap element, no doubt for a better aesthetic integration thereof. Less successful but very pragmatic, the choice of a rectangular section swingarm is hardly surprising. Unlike braking, entrusted to a single 320 mm front disc, rare on current machines and 240 mm rear. Their petal-like shape provides a clean look and, economy of scale, both elements are cut from the same sheet of metal. The standard C-ABS system, combining the front caliper when pressing the rear lever, ensures efficient operation.

In the saddle

Welcoming and narrow, the NC 700 X has its comfortable seat placed 830 mm from the ground. Particularly accessible, the road roadster also takes care of its ergonomics. Riding position upright, hands comfortably placed on the top and wide handlebars, low flexion of the legs … only the rider’s footrests take up a less natural place, being slightly set back. The large plates supporting them are also used for those of the passenger. Spaced apart, each other’s feet are sure to touch each other.

Weakly marked, the tank hump widens towards the nose gear, with the ridges of the indentations running through the knees, giving the rider an impression of space and compactness. With a correct finish, the fork crown supports a fully digital and fairly complete speedometer unit: tachometer, engine speed bar graph type but rather readable, two partials, a totalizer, clock and fuel gauge. Missing a gear engaged and engine temperature warning light. The tachometer shows a red zone starting at only 6,500 revs, suggesting a limited range of use.

Finally, the Honda can increase its carrying capacity by the optional addition of suitcases shallow but ideal in traffic and a top case. Heated grips, fairing protection and additional lights will complete the mimicry of big trails.

In the city

The stainless steel silencer distills a muffled, very discreet sound. Rather alert, the in-line twin made the crew take off smoothly. The length of the gears and a certain flexibility make it possible to move into 4th gear at 35 km / h at 1,500 laps, and to start again correctly. Easy to place in traffic, the NC 700 X weaves its way through with precision and great agility. Its very low center of gravity works wonders and the machine feels light despite weighing 218 kg fully loaded. A very tight turning radius complements excellent maneuverability. On the other hand, the gearbox, precise but very firm, does not call so much praise. The availability of torque fortunately avoids manipulating too often the lever of a selection hardly inclined to softness.

Motorway and expressways

From the access road, free rotations of the throttle grip lead to sharp revs…. Also quickly punctuated by ignition cuts due to early arrival in the red zone. The twin indeed takes its turns easily but sees the breaker stop its momentum a little sharply.

The speed is good and the NC 700 X purrs, at legal speed, at 4000 rpm on a 6th gear of the overdrive type, making the revivals anemic as it is long. There is no doubt, then, that the consumption of the precious unleaded liquid will be minimal. However, then relaunched in the laps and its pilot lying on the tank, the new Honda grips almost 195 km / h, in complete stability. The balance shaft filters out most vibrations at any RPM. Long-term journeys on board are all the more comfortable and the rear view is excellent and perfectly clear, with a wide field available.

Departmental

The engine profile requires, as we have seen, instructions for use. For maximum efficiency, steering must be ensured on the torque, choosing the gear to do everything: the fourth. At 90 km / h, the twin is riding its best torque wave. From 3,000 to 6,000 laps, the approval is very fair, allowing peaks of nearly 150 km / h…. well beyond the permitted limits. Without being demonic, the raises are satisfactory and allow rapid overtaking.

The large lever arm of the wide handlebars steers the Honda midsize smoothly and naturally over the hilly roads of southern Portugal. Docile, the NC 700 X lets its crew admire the high red ocher cliffs, fringed with foam, plunge into the deep blue of the ocean. Contemplation off mode, it’s time to tackle a series of sharp turns. The fitment of Metzeler Z8 tires, 160/60 rear and 120/70 front, gives the roadster-trail an appreciable liveliness. It goes from corner to corner with no downtime. On the other hand, the unevenness of the coating makes it waddle and pump gently as to the rhythm of a Lusitanian fado.

Not very sensitive to the grip of the brakes on the angle, the Honda does not suffer much from its simple front disc. Admittedly without biting, the braking shows good progressiveness and the C-ABS completes the reassurance of strong decelerations on wet or dirty roads..

Part-cycle

Simple and healthy but lacking a bit of rigor on bumpy surfaces, the NC 700 X is not tricky. The desire to contain production costs requires rational choices, the suspensions of which are the first manifestations. The rigid tubular frame handles these approximations of cushioning without flinching and the whole is efficient and safe.

Braking

Safe for a serene daily life, we can only blame it for a lack of attack. The Honda C-ABS system provides satisfaction for everyday use and remains in line with the model’s claims.

Comfort / Duo

The NC 700 X is ideal for getaways for two. Integrated trunk, upholstery, position, passenger support and engine behavior make this machine a good "mule" for the duo, especially with the addition of suitcases. Only the feet of the crew may cross due to the slightly short plates.

Consumption

This is THE strong point of this model. Our test on varied roads, combining high speeds, relaunches but also evolutions at more constant speeds revealed average fuel consumption in line with the manufacturer’s forecasts. Between 3.9 and 4.2 l / 100 km, these make it possible to further reduce the appetite of this machine on a daily basis. Gentle acceleration, low speed axle connections… .3 liters per 100 for a 700 cm3 twin are no longer unthinkable! The small tank of only 14.1 liters then allows almost 400 km of autonomy ….

Conclusion

Surprising concept that this NC 700 X. Mixture of genres, combining a scooter-type trunk with a trail-type position on a roadster chassis, this Honda above all succeeds in its consumption objective. However, its low available speed range and its relative performance are also the consequences. A compromise machine, Hamamatsu’s novelty rather looks after the everyday with an elegant aesthetic and welcoming and practical ergonomics. We still regret the absence of a standard center stand.

Inexpensive in terms of sensations, this Honda is also on the price side, available now at € 6,490 in manual gearbox and probably even less for the NC 700 S model…. The dual clutch versions (DCT) costing € 1,000 more, will arrive in the first quarter of 2012. The colors available for all are Digital Silver Metallic, Darkness Black Metallic, Pearl Sunbeam White. The pretty shade Magna Red would eventually arrive in France
It’s hard to find any competition for this NC 700 X. The Aprilia Mana 850 GT ABS, with a small boot, but much more powerful, asks for € 10,599 to be yours. On the scooter side, the Suzuki 400 and 650 Burgman Executive are priced at € 7,099 and € 10,499 and within the Honda firm, the Silver Wings 400 and SWT 600, at € 7,490 and € 8,090. More expensive, these high-performance and otherwise more spacious and protective vehicles hardly seem destined to enter into a commercial conflict. And the fans of the motorcycle could however ogle towards a sister, 2,500 euros more expensive, of course, but equipped with a gimbal and bulky suitcases…. : the NT700 Deauville ABS, offered at € 8,990. We are never better betrayed than by our own.

Will the new Honda seduce, as its creators hope, the chosen target? Everything is a matter of choice of use and relationship to its mount. A detriment of character in favor of an astonishing utilitarian pragmatism, of which consumption and low price are not the least advantages. Thoroughbred against enduring camel…. Delicate prognosis. The manufacturer expects 1,000 NC 700 Xs to be sold for the coming year. Will you be part of it?

Strong points

• Consumption
• Engine availability
• Storage
• Comfort
• Price

Weak points

• Reduced engine operating range
• Dry selection

Competitors: Suzuki DL 650, Yamaha FZ6 Fazer

Honda NC 700 X technical sheet

available in Darkness Metallic Black, Digital Metallic Silver and Pearl Sunbeam White.

User reactions and testimonials on the
motorcycle guide

See also the full test on the same basis of the Honda NC 700 S

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