All Duels – Duel Honda NC750S Vs NC700S: Honda gives you the choice – The game of seven differences with Honda

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Duel Honda NC750S Vs NC700S: Honda gives you the choice

All Duels - Duel Honda NC750S Vs NC700S: Honda gives you the choice - The game of seven differences with Honda

The new Honda NC750S is very close to its predecessor NC700S, but only the 700 is accessible to A2 licenses. These two roadsters, fitted as standard with ABS and DCT, are therefore included in the 2014 Honda motorcycle catalog.. MNC compared them … Duel !

The seven differences game with Honda

The first two differences that fans of Scrooge Magazine instantly notice are the nose screen and the central part of the engine guard: respectively smoked and black on the NC750S, they are transparent and gray on the NC700S.

The "all new" Honda therefore takes the advantage thanks to these small aesthetic changes … But these alone do not justify the additional 300 euros of the 750. And this is not the third difference noted by Site which risks reversing the trend !

Honda did not brag about it when presenting its: the NC750 "S" for its roadster version, "X" for the trail and "D" for the Integra, all abandon combined braking (from rear to front) and fitted with a "simple" ABS…

This decision, which curiously does not lower the bill – final! – of the three red two-wheelers, has at least the merit of visually lightening the front axle: the 3-piston caliper and its double hose are a little "gas factory" on the NC700S, which is not the case. case with the new double piston assembly fitted to the NC750S.

It is also at the level of braking that we find – have you found, precisely? – a fourth difference between the NC750S and the NC700S … It is located at the other end of the circuit, at the end of the handlebars: yes, the lever of the "seven and a half" has an adjustment wheel !

While the 700’s front brake control spacing is fixed, the 750’s can be varied in six positions that allow adults and children to lay their knuckles exactly where they want them. It’s a detail, but it can be important for some.

Note that it is still impossible to adjust the clutch lever … for the simple reason that it does not exist on these two small Honda DCTs! The trap was a bit big, Site agrees, and its readers – who, as everyone knows, have a somewhat more developed sense of observation than others – will have carefully avoided it. !

Even before getting on the two bikes, Alex Eption and Matt Moissa notice that the coverings of the two saddles differ: all you have to do is put one glove on the seat of the 700 and the other on that of the 750 to highlight the lack of grip of the first, from which the glove invariably slips !

When driving, this translates into poorer braking maintenance: activation of the quadriceps is essential to stay on the rear part of the NC700S saddle, logically wider than the front part. More stable therefore, the saddle of the NC750S unfortunately still lacks softness.

While getting on the motorcycles, we realize that Honda has not touched the driving position: typical roadster – what did you expect ? -, it turns out to be pleasant for the majority of users. Placed low, the saddle allows the little ones to put both feet on the ground, despite the imposing right crankcase. And the footrests are not set too high, they do not penalize the tallest.

The handlebars, quite short and curved, naturally bring the pilot’s elbows closer to their sides and free the view in the mirrors. Likewise, the footrests are not perpendicular but slightly bent backwards, so that the heels are wedged naturally – more or less depending on the morphologies – against the plates..

It is only by inserting the looooong coded key into the switch that we discover the penultimate difference: there is a tad more info on the dashboard of the 750, which also has same advantages and disadvantages as that of the 700.

The tachometer is not the most readable and precise. Its red zone, unchanged, begins a little before 6500 rpm. Below is an odometer (with at the start 3015 km on the 700 and 430 km on the 750), a clock, the speed – displayed in large! -, the gear indicator light engaged and the DCT mode selected: "D" for Drive or "S" for Sport.

By means of the button placed on the left of the panel (the one on the right is mainly used for resetting partial trips), the pilot replaces the indication of the total mileage with a trip A or B. The NC750S then stands out by delivering instantaneous and average consumption (in l / 100km) and total consumption (in liters), which the NC700S did not do.

We note in passing that like the 700, the 750 offers a large storage tank: 21 liters of empty space instead of the traditional tank! For example, this chest swallows a full face helmet like Shoei XR1100 (size M) all round, but must force itself a little to swallow a Scorpion Exo-750 Air (Size L).

By observing in profile these two Honda roadsters and their very flat false tank, we say that the NC750S could have accepted to round off a little, in order to accommodate an even larger bag or helmet. Scooter users would have been all the more impressed … and tempted ?!

On the other hand, the lines of the NC750S would have benefited from being not more aggressive because it is not its niche, nor necessarily more original, but more endearing, even perhaps more classic? Still as low and narrow, the look of the NC hides their weight well: 226 kg all full made for the "seven hundred and fifty", 225 kg for the "seven hundred".

But this difference in weight, undetectable by observing and moving them, is not the seventh difference that Site retained during the owner’s tour: to detect it, you must start the engine because it cannot be seen, it get along !

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