Menus
- Harpoon the competition
- 3 cylinders in line, 660 cm3, 81 hp and 64 Nm, 189 kg full made, 7,995 euros
- Discovery
- In the saddle
- In the city
- Motorway and expressways
- Departmental
- Part-cycle
- Braking
- Comfort / Duo
- Consumption
- Video test of the Trident
- Conclusion
Harpoon the competition
3 cylinders in line, 660 cm3, 81 hp and 64 Nm, 189 kg full made, 7,995 euros
In the early 1960s, the Speed Twin was the British brand’s most famous sports motorcycle. But to increase in displacement without facing the heavy vibrations inherent in the vertical twin, two engineers, Bert Hopwood and Doug Hele, designed a three-cylinder block derived from the Speed engine, by adding a cylinder and two crankshaft bearings…. Installed in 1968 in a new machine, the 740.4 cm3 unit was given the surname of Trident T150, because it was advertised as having a top speed of 150 mph (241.4 km / h). Noted in competition, its reliability problems with more common maintenance adversely affect the model. The succession of many vertical joint plans and the inability to produce better with the obsolescence of the firm’s tools at the time finally made the machine disappear 11 years later.
In 1991, Triumph relaunched the Trident, now available in 750 and 900 cm3 and developing 87 and 98 hp respectively. The two machines once again house a three-cylinder, but latest generation and water-cooled, steel beam frame. The models bowed out in 1998.
The 1992 Triumph Trident 900
2021 heralds the return of this historic model with an equally attractive machine, equipped with a three-cylinder and announced as affordable. Because with its new Trident 660, Triumph is clearly attacking the Japanese hegemony over entry-level midsize roadsters which monopolize the top 10 sales with the Yamaha MT-07, Kawasaki Z 650 or Honda CB650R. But now the English have landed, it will bleed.
And to judge what gives the Triumph Trident 660, direction the volcanic roads of Tenerife (Spain).
The 2021 Triumph Trident 660
Discovery
Without a doubt, this is a Triumph. At a time when some are struggling to retain some of their originality, the Hinkley firm is declining, with great relevance, its identity. Purists may regret a livery without a reminder of the original Trident, with in particular a red-black-gold graphics. Unlike a 2021 Monster, however, the Trident uses an important DNA code: the lines of its fuel tank. Immediately recognizable, classic and timeless, the (only) 14 liter canister tilts forward to enhance dynamism and modernity. A feeling reinforced by the plastic inclusions ribbed in its indentations. An equally neovintage round fire precedes it. But of course all the lighting is led. Fairly minimalist, the instrument cluster surrounded by silver plastic dominates the optics. Lower down, scoops with shades varying according to the dominant color chosen frame the engine. Under the seat, the side covers hide empty spaces. The spirit of compactness is reflected in the one-piece saddle, flush with an equally short rear loop. Sheathed in an equally reduced covering, its tubular supports end in a discreet light almost hidden under the seat. A sleek overall design supported by a license plate holder and offset indicators on the swingarm.
The DNA of the manufacturer of Hinckley is found in the lines of the roadster
In order to offer an affordable machine, Triumph puts its novelty on a brand new specific chassis, but obviously less worked than the all-aluminum one of the Street Triple. On the Trident 660, steel thus makes up the entire tubular structure that is 20 kilos heavier than that of the 765 cc roadster. But the whole thing has the merit of being discreet. Perimeter type, the main element integrates the three cylinders as a supporting element. Derived from the old block of Street 675 and common with that of Street Triple S, the boiler of the Trident displays an identical displacement, but different ratings. Its 660 cm3 are obtained by a bore stroke ratio of 74 × 51.1 mm (compared to 76 × 48.5 mm for the Street). This longer race bodes well for better availability and a rounder character, which makes it easier to handle. The entire mechanics is also prepared for this with 67 internal modifications. And not least: new crankshaft and pistons, cam profiles, air intake, exhaust, crankcases, clutch and gearbox. Certified Euro 5, the triple now delivers 81 horsepower at 10,250 rpm and torque of 64 Nm at 6,250 rpm. It should be noted above all that it is available over a wider range of use with 90% of this force accessible between 3,600 and 9,750 turns..
The tubular steel frame is completely new
Strategically, these values place the Trident at the top of its segment performance. It thus outclasses in figures the best-sellers MT-07: 75 ch and Z 650: 68 ch, but also the SV 650: 76 ch and 797 Monster: 73 ch. English education obliges, our roadster also knows how to stay in its place in the family; so as not to offend the very neat Street Triple 660 which comes out, 95 horsepower. Finally, the data of the Trident mainly allow the clamping for the needs of the A2 license: 47hp at 8,750 rpm and 59 Nm at 5,250 rpm.
The three-cylinder is taken from the Street Triple S and derived from the old 675s
The news does however benefit from an electronic Ride-by-Wire accelerator with two driving modes Road and Rain. They adjust the injection mapping (response to the handle) and the level of traction control, which can be deactivated. The up & down shifter is logically optional on this entry-level model. You can still stack gears when braking thanks to the anti-dribble and assisted clutch.
Equipped with a Ride-by-Wire, the Trident receives two driving modes
The breath of the Trident bursts into a compact and aesthetic exhaust placed under the engine. Catalyst and silencer thus optimize the center of gravity. Agility should be there with a geometry favoring dynamism. The wheelbase of 1.401 mm rubs shoulders with a caster angle of 24.6 °. Barely different values from the Street 660.
The compact silencer is placed under the engine
Nicely designed, a double asymmetrical steel swing arm entrusts its movements over 133.5 mm to a Showa shock absorber adjustable in preload. The 41mm SFF (separate function) inverted fork is from the same supplier, non-adjustable and slides 120mm. Economy obliges.
The Showa inverted fork is adjustable in preload
No excess on the braking side either with two-piston Nissin front calipers biting 310 mm discs. The opposite retarder, a single piston element, tightens a 255 mm fret. The assembly is under ABS monitoring to stop the rotation of the 17-inch 5-spoke aluminum rims. They are wrapped in quality envelopes: Michelin Road 5 in 120/70 and 180/55.
The 17 "rims are fitted with Michelin Road 5
Despite being more economical in construction, the Englishwoman claims a contained weight of 189 kg when fully loaded. Likewise, the general integration of the elements, although less perfect, is very correct for this type of machine. We may regret a hose that is too visible on the left side, a few loose wires and an expansion tank less hidden than usual. I am demanding, but Triumph has accustomed us to an unusual level of elegance. Moreover, the surface treatment of the engine casings and the general finish are of excellent quality..
The Englishwoman weighs 189 kg all full facts
Importantly, the maintenance interval is set at 16,000 km and the English manufacturer claims the most economical intervention in the segment, because it is faster (25% on average). A quality to be taken into account in the medium and long term. Also, an LOA service starts at 76 € monthly.
In the saddle
Intended for a large audience, the Trident 660 offers an accessible seat at 805 mm. Narrow at the crotch, the one-piece saddle further optimizes ease. The same goes for the passenger seat. We regret the lack of standard grab handles. These will be priced at 159 €. In the absence of a potential companion, its bolted boot rest plates can be easily disassembled to obtain a single-seater…. Slightly set back, the pilot’s footrests, placed low enough, allow the legs to flex without excess. Likewise, the driving position is natural, without pressure on the right handlebars..
The brake lever is adjustable in spacing and the ergonomics of the controls are very correct.
The saddle reaches 805 mm high
Under the eyes, the instrumentation is reduced to a color TFT screen that is readable, but not devoid of reflections. It concentrates a number of configurable functions on the large left stalk. A multi-directional keypad allows navigation in the many menus. The information display can be personalized in this way: gear engaged, odometer, two partials, average and instantaneous consumption, engine mode, ABS and anti-slip, clock and the power of the heated grips (optional).
The functions are adjustable via the directional pad on the left stalk
The connectivity option allows, via your smartphone, the management of your calls, your music playlist, but above all a very practical simplified GPS guidance. We will also drive a possible GoPro or check the tire pressure. Only regret in the technological table, no USB socket.
The meter can be connected as an option
In the city
Round and ample, the voice of the triple 660 appeals to the ear. Here too, we recognize the house style, without economic compromise. The block takes the roadster with flexibility and a controlled force. Smoothness of the clutch, precise selection although a little firm and widely available engine contribute to a flawless urban pleasure. The block agrees to resume without difficulty from 1,500 laps on the fourth report at 40 km / h.
The three-cylinder picks up very well from 1,500 revolutions
Like that of the mechanics, the control of the cycle part is just as easy. On board, the behavior of the Trident is predictable and pleasant. Completely in line with the young permit target. Intuitive, the roadster is then easily placed in traffic and narrow spaces, also helped by a correct turning radius. The Englishwoman wanders there with her stylish composure between the walls, but I would have appreciated a slightly wider handlebars in order to optimize downforce. Finally, well designed, the mirrors return a sufficiently wide, very clear and clear field thanks to their cutout..
Urbanities under control, we can’t wait to discover the other qualities of the Trident 660 on a more dynamic background.
The roadster adapts perfectly to city driving
Motorway and expressways
Full from low revs on the intermediates, the Hinkley boiler snores forcefully and takes its turns with vigor, easily bringing the crew to the legal motorway. And beyond. We approach the 200 km / h towards the red zone or the triple leads without dragging. These accelerations sometimes make the switch reach the switch, but also perceive the emergence of vibrations in the handlebars and the footrests. At constant speed, they are not very troublesome. But the transient phases make them more noticeable.
There are vibrations during heavy acceleration, less at constant speed
At 6,000 laps in sixth at 130, the comfort is good, the mechanics stuck at the top of its peak of torque. But on this somewhat long report, the raises will not be overwhelming. We will enter the 5 for more liveliness. The character of the Trident also makes you want to leave the straight tracks for a much more nuanced playing field. Like this sparkling 660.
Departmental
The new Triumph charms its pilot with the availability of its mechanics. Slightly greasy at mid-speed, the block diffuses its force over a wide range of the tachometer. Its internal evolutions are felt as well as the presence of an oversized crown. An element that brings responsiveness but also better control of acceleration. In fourth, we dynamically wind the contrasting curves of the volcanic island relief. Volunteer from 4,500 revolutions on the intermediates, the revamped 660 also likes to be maintained in the towers, beyond 6,000 rpm. This is where the boiler is most dynamic. It delivers, without violence, a constant and ample thrust, tenaciously towing the crew. The exhaust underlines the acceleration of an increasingly hoarse chant, amplified by the rumblings of the airbox at around 8,000 rpm. This playful efficiency without surging power benefits the pleasure and ease of handling. At high speed, we also like being able to stack gears on the limited-slip clutch without locking the rear wheel. For a pilot with little experience or not wishing a sporty operation, this triple brings a tasty mechanical life.
The 81 horsepower engine delivers its power without violence
Especially since it is finely controlled by precise injection to take full advantage of the torque. This keeps the throttle on the angle smoothly and the relaunches are safe, also controlled by high-performance electronics. With the help of traction control, the rear casing easily handles the maximum 64Nm of torque. I would have preferred a less wide rise, but also less round. While in keeping with the easy and safe orientation of the Trident, these envelopes do not however give the best of the agility of which the roadster is capable. However, they gradually wedge the T660 when cornering and provide good guidance. Neutral, the cycle part gives the pilot complete confidence. But the rapid evolutions and changes of angle would be more dynamic with tires with a more pointed profile. Fortunately the geometry easily compensates for this point.
The round profile of the tires affects the agility of the roadster.
Compact and responsive, the Triumph remains efficient, aided by pleasantly calibrated suspensions. Although entry-level, these elements are satisfactory. On the corner, even on bumpy roads, the Trident remains sound and does not come apart. Soft cushioning properly absorbs irregularities in the bitumen, even the biggest compressions, without dryness. We regret more a free fork hydraulic which lets the fork plunge too quickly when braking. Likewise, the motorcycle straightens up when cornering when the lever is taken. Lacking in progressiveness, the front caliper is less subtle than the whole machine. Don’t worry, ABS is watching. If you do not rush the Trident 660 too much, the efficiency is very good and a fast coiled riding will be the best technique on your handlebars to keep pace.
The Trident remains very effective on small roads
Part-cycle
Rational, the cycle part is the most homogeneous, ensuring the Trident efficiency and safety. Neutral, the Triumph drives effortlessly and ensures healthy shifts at all times. Compact, its geometry contributes to these dynamic qualities.
The rear shock absorber offers appreciable comfort
Braking
The front calipers deliver a sometimes surprising bite. We would appreciate a progressiveness greater than the grip of the lever. We will compensate, especially in curves, with the rear clamp, remarkable in its implementation and much more dosable. Well-calibrated ABS also provides additional safety.
Biting, the front calipers ensure good progressiveness in braking
Comfort / Duo
The shock absorber mounted on rods contributes to the appreciable comfort of the Trident 660, supplemented by a thick saddle. The ease over the miles makes you want to ride far. Well received, the passenger will follow without difficulty, provided they offer the grab handles.
The saddle is rather comfortable, too bad the passenger handles are optional
Consumption
Between 4.9 and 5.1 liters per 100 km recorded on our test of variable pace, but generally dynamic. What to drive 250 km before the break with the 14 liters of the tank. A completely correct autonomy and a very contained consumption which contributes to the economic side of the machine.
The 14-liter tank allows you to drive at least 250 km between each refueling
Video test of the Trident
Conclusion
Alluring, the Triumph Trident 660 redefines the entry-level code, taking proper attire to the next level. Young permits have been lucky for a few years. They can access motorcycles "first handlebars" particularly rewarding and efficient. Easy to get started, useful assistive technologies, efficiency and style! AND its always voluntary block with a distinctive sound adds to the charm. Displayed at a price that strives to be affordable, the English is not produced in Albion but in Thailand. Like now almost all of Hinkley’s production. The Trident 660 asks for € 7,995 to be yours and enter the premium Triumph universe. What to give cold sweats to the tenors of the segment. Starting with the Yamaha MT07 and its € 7,299. More affordable, its aesthetic does not have the elegance of the Englishwoman nor its finishes and qualities of part of cycle equipment. Identical finding for the Kawasaki Z 650, at the same price of € 7,299. The Englishwoman has definitely set the bar very high…. There remains the Honda CB650R at 8,249 euros. Superb, well equipped and more efficient in dynamics, this Japanese only fishes with a mechanical personality in withdrawal.
Attractive and efficient, the Triumph Trident sets the bar very high
The Hinkley firm likes to surprise bikers and competitors with unexpected and always stylish machines. With this Trident 660, Triumph throws a pavement in Japanese tea cups.
Remarkably equipped and displaying an alluring mechanical character, the English roadster takes on an elegant British identity that is assertive to attack the market. Faced with the empresses of the moment, the Trident is likely to replay them a Waterloo roadster.
Strong points
- Assertive and elegant style
- Motor character
- Cycle agility
- Performances
- Equipments
- Pleasant sound
- Saddle comfort
- Finishes
- Assistance (ABS, anti-slip, anti-dribble)
Weak points
- Front brake lacking in progressiveness
- Transient vibrations
- Too round tires
The technical sheet of the Triumph Trident
Test conditions
- Itinerary: winding roads with variable surfaces
- Weather forecast: sunny, 19 to 3 ° C
- Motorcycle mileage: 170 km
- Problem encountered: ras
Test equipment
- Nishua NXR-1 Carbon Helmet
- Vanucci Tiffoso jacket
- Jean Vanucci Armalite
- Vanucci Touring IV Gloves
- Vanucci RV4 Boots
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Ducatevo> The Goldwing has always cost the price of a good car. On this side, it is not the one that has increased the most – to compare with a 1250 RT or GS for example.
yeah … I know, it wasn’t very thin.
Nothing to do with HD 😉✌️
compared to the equivalent, Mercedes S class, Audi A8 … new prices are over 90k
HD we love it or hate it, there is no middle ground and it is quite expensive in maintenance but a rustic and indestructible engine.
I had Honda, indestructible but smooth.
Now I’m looking for motorcycles with character, not free from flaws but very far from this Gold Wing
To all those who express themselves on this machine that I have been driving for over a year before and I no longer have a car; I was driving a Pan European 1300 (25 to 30,000 km per year for over 22 years). Do it, try it, live it, or move on to something else that’s convenient for you. I am a test pilot for car / motorcycle magazine pays de la loire (maine et loire). This machine is successful, safe, economical 5.2 l per 100 km, versatile, etc. And yet I tried bcp.
Cordially
It consumes little and is not expensive to insure: 480 euros all risks for me. 10 or 20,000 km how much do we lose?
Not my type, but it’s still a great bike, to have a long distance road trip for 2, it must be the best!
I find her rather pretty, but just the weight scares me.
I had the chance to try the Bagger version today.
The weight (367kg in running order) scared me too. Well, as soon as the bike is running, the weight is quickly forgotten. The Goldwing is even impressive in terms of agility given its size..
The 6 cylinder is a marvel.
And finally, as much an automatic gearbox on a standard roadster-style motorcycle, I would be bored, as the DCT on this machine is a treat because it is perfectly suited to its standing..
In short, I think it’s a motorcycle to try at least once in your life.
10k haircut I guess, like a car
40 years that I dream of it but I still cannot financially
Occasionally there are some very affordable. Even if kilometers
The engine is said to be capable of over 400,000 km.
In the past, the motorcycle was a popular and utility vehicle for those who could not afford a good car..
I had a 1000 GL in 1975, it makes me want to buy one for a leisurely stroll … This 1800 is too much money, too many pounds, too many gadgets! I would be too afraid to damage it, hello stress…
In fact, it only needs 2 wheels … Bof, it’s more of a motorcycle …
For the equipment of the old "basic" motorcycles, I would point out that a 400 Bandit in 93 (the second versions, never had the first) had in series (because the options were for cars) a guard. rear mud, which we call today, a central stand, a rubber protection for the axis of the clutch lever, a choke on the handlebars (which my TRX of another price did not even have in 96), and a protective grid on the radiator.
And it was entry level, simple and badly finished.
Ok, with that it had a damping to make people laugh and it would rust while sleeping outside, but since how long the motorcycles do not have these kind of little touches??
The optional passenger grips take the concept of ridiculously small and unusable seats to the end, after all..
What jumps out at me about this bike is its front fender which is just there to add some color. It is therefore not intended to ride in the rain or on gravel this bike…
It’s not like we can see the radiator just above without a grille to protect it.
I quibble but on a daily basis …
Yep.
And a BSA Gold Star, a Brough Superior or a CB 750 Four were far from "popular models".
Clear, clean and precise test, exactly what I was looking for
I have exactly this model and I love the tidy, quiet side of the engine which becomes a fury past the 8000, we really take a kick in the ass. Likewise the sound of the original pot is quiet at low revs but gets really nice going up the towers!
I just bought the 750 s box mecha and ………… I’m very happy.
it is not a lightning of war but the torque delivered very early makes that the times or accelerations are quite sufficient.
the chassis is great on the other hand the simple front disc can be revealed just in the mountains in duao.
The 750 emits a very nice muffled sound.
Used to grinding wheels of more than 100hp, I was afraid of being bored on the handlebars of this nc 750s of 2019. not at all except on 4 tracks. We drive differently: on the torque as on the large displacement twins.
The fuel tank is great, the consumption ridiculous 3.3l / 100km over 6300 km. the chassis is healthy, manoeuvrable like a bicycle while being very stable and therefore reassuring. simply honda reliability.
Make no mistake, this is not a sports car, but a cool (but fast) motorcycle to drive a bit like a custom. But a custom that would have brakes, ground clearance and comfort
First try!
Thank you for this LRDM test.
Anti-crisis motorcycle "bland" ?…
A + … VVV … zouc.
I think it’s a good machine. Not one that turns heads (neither does the CB500) but a wheel that starts and runs for a long time for cheap ….
Good at doing everything, but without fun? if I understand correctly, it seems cheap, it could be a commercial "success" for those who drive every day and seek above all reliability (honda) and economy. In these times of crisis, it seems pretty good to me.
It’s never been more than 15 years that it is the case for any roadster
.
Me, I have a mana, I was wondering why Aprilia was the only one on this brilliant idea of a trunk neither seen nor known (we put the helmet there to go for a walk hands free, the envelope to post at the corner of the street, the wallet for the toll)…
Automatism, we got used to it very well, but blah, apart from keeping the upper part of the left shoe clean, we no longer know what to do with the fingers of the left hand…. In short, why not, but it’s not as good as in a car when you spend the time to engage / disengage in traffic jams !
The low consumption, so much the better because the boxes, they consume less than the motorcycles with lots of quintals to pull … (to be checked in real "motorcycle" driving), the low price, so much the better, there will be money left to go and take pots (even if it would be necessary to add a central and heated handles), but about fifty horses, that scares me a little, even if I spent the age of making the c… What about duet covers by example ? And then, the weight … It’s always too heavy! We have to wait a little longer I think the competition is tougher
Motorbike = pleasure
Motorcycle = passion
These two words would not be a little missing on this news ….. machine ???
Thank you for the precision of the 55kw !
I was also a little worried about having so few CVs…
Personally, I have been driving a Deauville 700 ntv for 3 years (and 78,000 km anyway) and therefore I am thinking of changing machines.
I like this one I must say: especially the amount of the check and the torque at low speed! As I also do a lot of town, an engine that picks up very low, it’s real comfort..
The suitcases look well integrated.
2 bp left:
– Why chain transmission? is that I am used to the gimbal and that I have
Thank you for the precision of the 55kw !
I was also a little worried about having so few CVs…
Personally, I have been driving a Deauville 700 ntv for 3 years (and 78,000 km anyway) and therefore I am thinking of changing machines.
I like this one I must say: especially the amount of the check and the torque at low speed! As I also do a lot of town, an engine that picks up very low, it’s real comfort..
The suitcases look well integrated.
3 bp left:
– Why chain transmission? is that I am used to the gimbal and that I do not want to pay for a chain kit every year !
– Why is a bubble so small ?
– What about leg protection? ???
In short, to try…
Finally, for the notion of passion and pleasure, when you do 26,000 km per year, the real pleasure is comfort !!
Good evening,
3 editorial questions (before I go to see the "beast" in the dealership):
1) is there a possibility of fitting a tank bag (Held system, of this type:
[shop.held.de]
where I need a frame tube just after the tank to hang the 2 strips visible on the left of the photo) ?
2) how to hang a saddle bag, in addition to the passenger footrests? (my Oxford has 4 attachment points and it is larger than this model:
[www.oxprod.com])
3) futile: why Honda-France did not import it in red ?
thanks in advance !
The engine of the NC 700 X develops 51.8 horsepower! (Max power 38.1 kW at 6,250 rpm (copy and paste from Honda site on the Integra which has the same engine).
Another question for the editor: when I do Pomme-P (Print) I only get page 1! Why so much hatred? :
Hi everyone.
For me the power seems right to me
but no central and the protection is a bit tight.
I have a Deauville 700 from 2010 with almost 70 hp checked on the bench
which is perfect with the gimbal, I won’t change it for this one, and since my average consumption has stabilized at 3.9 l / 100 in mixed cool / incisive driving, or a full tank every 400 km, and in duo tested over 19,500 kms.
To have it for two weeks, here are my reviews (my old FZ6 S2 ABS motorcycle)
Very well
5990Ђ in 35kw version (compatible with new license: it’s good for resale!)
Consumption: Less than 4L
Revision: every 12000km
Bitumen connection between the tracks, we don’t feel anything
Super c-abs braking
Lighting
Gearbox
Chest instead of the tank
Resumption between 2 and 5000 rpm until 5th
Agility
Look
Not good
Saddle (I have pain in the ….) Too inclined and / or slippery or simply too hard.
On a degraded road, it’s not comfortable.
The legs / feet take too much air
Gap of wind a little tight (shoulder and helmet)
6th too long and unusable under 3000 rpm. Painful acceleration in 6th.
Comfort in traffic jams. Sore palms, too much pressure when decelerating or braking or coating the handles a little hard.
Despite the agility, more delicate to place between the cars (compared to the FZ6). Width between mirrors and width of the handlebars.
Saddle height for 1m75
Get off the motorcycle to refuel
Some details a little cheap
No center stand
No indicator of the gears engaged in manual gearbox
The meter lighting is too powerful at night
Conclusion: nice bike but not very comfortable. The engine / gearbox duo is ideal for the city and surroundings. Overtaking at high speed is a bit laborious but hey we know it’s not 100hp. To my taste the design is successful except perhaps the windshield not really integrated into the look. Braking is great and angle changes very fast, she turns short. Between the cars it is less fun and the retros are at the height of the vans, too bad. Still, for the purchase price, the consumption, the remote revisions and the brand, it’s still not bad.
voilou
A little disappointing…
Compared to my expectations, in any case !
No doubt there is a target, but I’m not one of them !
The lessers :
Very uncomfortable saddle
No center stand
No extension
Lack of power (we are very quickly at the switch)
The pins in the collars first … it’s limit !
The tank under the saddle: a ineptitude for me who "always" have a pile of luggage stowed on the passenger seat !!!!
Most :
Light
Swift
Handy (very pleasant, high and wide handlebars)
Good leg position
Economic
Meter readable even in direct sunlight
The roughness of the road is well erased (and cracks and other potholes in the passes, at the end of winter, that’s not what is missing !!)
Too bad, a nice little trail, light, not too high, cheap and not greedy … it could have been my next…
But no !
I will therefore continue the tests.
I have been riding the NC700X for 3 weeks and I find this bike super enjoyable. It must be said that I came out of a 650 GSXF, a very heavy and unwieldy motorcycle.
The NC700X is light, manoeuvrable, not very greedy and, icing on the cake, has a trunk in place of the tank. This small safe saved me a lot of agent because no more top case needs. Riding in NC700X is in my opinion a state of mind (flow, calm, it rolls), in short a return to the bi of the 60s. On the other hand, for a young driver this bike seems ideal and very reassuring to me. .
I bought it in May 2012 after many years without having touched a handlebar and (don’t laugh) without ever having driven a motorcycle of this displacement or of this "power" (I still have an Enfield 350 but it is 12 CV breaking everything!).
In short, at 52 years old, I was having a hard time leaving the dealer’s garage. To date (09/25/2012), 9,900 km on the odometer because I use it mainly to go to work – 140 km round trip and this, practically in all weathers.
I now feel totally confident with this bike that I will not hesitate to describe as brilliant, and I insist, for the use I make of it: VERY manageable, correct riding position and comfort, protection OK provided to buy the high screen (otherwise painful turbulence from 120 to 125 km / h) and which allows you to drive cool at 145 – 150 km / h, practical trunk, good braking, great engine flexibility, reduced consumption. Obviously, confidence coming, I’m no longer at 3.45 L / 100 at the start but now at 4.0 – 4.1 L / 100, enough to do 2 round trips to work and still have a few tens of km in reserve.
No real criticism except, as for others, the saddle a little slippery (we adapt) and, unlike others, I find it a little sensitive to the longitudinal joints in the asphalt.
Its weight put me off a little at first but quickly fades with use. The saddle height (I am 1.77 cm but with long legs) allows me to have both feet on the ground when stationary.
Easy in the city, flexible, but also very comfortable on small roads and highways, it is perfect for those who want to get back to riding or just learn.
And ESPECIALLY do not believe that its limited power is synonymous with absence of pleasure: its overall homogeneity makes it a machine with which there is really a way to have a good time, unless of course you are a fan of high. pure and hard.
In short, given my needs, I have not an ounce of regret about this choice.
Hi everyone
Me is Laurent 39 years old and the 700x is my 12th motorcycle in 7 years of license: and yes I am unfaithful and I get tired quickly…
On the other hand I got an idea of what rolls with in order:
TDM850
FZ6
BMW650
TDM900
600 Tenere
750 Seven fifty
600 XJ6
er6 N who made Corsica in duet
Versys 650
1000 varadero
Xj6 diversion F
Honda 700 ncx
Well this Honda will stay longer than the others !
I find her super agile, it is with her that I take the most angle because reassuring and great handling.
Its trunk is great and very practical, and personally I find it really manoeuvrable both at a standstill and at low speed. (I am 1.74m tall)
In comfort, apart from the Varadero 1000 it is for me better than the others, the buttock pain occurs after 2 hours of driving, which is not bad for this price of motorcycle.
Regarding the power, we would not be sorry to have 10 or 15 more horsepower but the engine is torquey at the bottom and allows to run "coiled-fast" up to 150 without problem..
Beyond that I find it more interesting and the bike is not made for high speeds.
I put a Leo exhaust which makes it more melodic (it’s very subjective because it was really too quiet for me …)
And finally, Madam also appreciates this mount which has already 4000 km for its passenger comfort and the quality of the grab handles..
And if it can be useful, the meter lighting is adjustable on the dashboard .
Have a good trip to all
Varadero 1000 -> NC 700 X … and find the latter great.
there are really inexplicable opinions.
But I am not critical. The important thing is to find the right frame.
What’s great about the NC700 is:
– an autonomy of more than 300 kms
– you put all your money in the tank (who becomes your friend)
– you refuel by recovering your money from the tank
– and you only put 10 liters under the saddle (for 300 kms)
Otherwise, what about piloting level, between 1000 and 4000 revolutions / minute.
Great torque all the time, a bit turbo-diesel, but excellent.