Honda NT 650V Deauville - a comfortable touring bike

Appearance

The Honda NT 650V Deville looks more aesthetically pleasing than many representatives of the touring class. And this manifests itself in the following: tourists often have a very angular appearance, but here all the corners are smoothed out, and the bike looks somehow “cosmic”. Especially if the frame is silver in color.

However, the headlights and mirrors also give the motorcycle a resemblance to an alien ship from science fiction films. And given the smooth dynamics on a flat track, such associations will probably arise often. Rarely can a touring motorcycle be said to be beautiful, but in this case it certainly is.

Comfort

The dashboard looks simple and clear. Nothing else is needed. The rational primitiveness of the instruments is a good solution for motorcycles, because it helps to quickly obtain the required information and immediately concentrate on the road again.

The windshield is tall enough to protect the eyes and face of an average-sized person, but not too large; it fits harmoniously into the overall design. Much the same can be said about containers for things: not too large so as not to interfere with aesthetics, but practical enough to meet the standards and functions of the tourist class.

Hello, I'm NoAdO. I would like to say thank you to the guys who complimented my style last time. Dear Grfree, as well as everyone who wants to read about another not very well-known model on an autumn evening, grab some tea, sit back, it won’t be fast. And may someone who knows more correct me!

Story

Before we look at who the Honda NT700V Deauville is, we will have to take a couple of steps back in time. 1988, the beginning of production of the Honda Bros 650 motorcycle. Being quite an advanced model for the market of those times, Bros was produced in several variations - with a chain or cardan, with or without a body kit, in versions 650 and 400 cc. Having existed for only 3 years except for the European version, it nevertheless still travels along the roads of our vast homeland and has its loyal fans.

Does it look like Deville? Clearly not yet. Is it just a frame? Devilles have it also diagonal. Well, the engine, yes.

And so? It's getting closer. For those who haven’t noticed, we have a cardan drive here. It was the European modification of the NTV650 Revere that existed right up until 1998. Many (including your humble servant until recently) were mistaken in assuming that Deville’s roots go exclusively to the Pacific Coast - now I think this is not entirely correct.

From 1989 (that is, a year after the launch) and until 1998 (until the end of reverb), there was such a device as the PC800 Pacific Coast. Despite the fact that both the NTV650 and PC800 were equipped with V-twins and a cardan drive, that’s where the similarities ended. Revere was intended for the European market, coast - for the American market. Revere is 650 cc, coast is around 800. Revere is a road builder (although there were versions with a body kit, optionally even with boxes), coast is a beginner-friendly tourist. What is one trunk worth:

Speaking of tourist modifications, from Revere’s photographs I found at least 3 body kit options, I’ll give you one of them:

And so, 1998 comes, production of both the PC800 and NTV650 ceased and they were replaced by the NT650V - Deauville. Revere → Deuville. NTV650 → NT650V. The Pacific Coast finally disappeared as a model line and this is not surprising - in parallel with it, the ST1100 Pan European was produced since 1990 and 3 tourists with a small pitch (650-800-1100) were simply not needed.

In fact, the first Deville was a Frankenstein of the motorcycle world - road bike roots, a non-detachable trunk like the PC800 but opening like the ST1100. The design also became more “Panovsky”, even fins appeared. Honda loves unification:3 In 2002, the model underwent some changes, in 2003 the “big brother” was updated to ST1300 and 2005 was the last year of production of the model - not surprising, because apart from the catalyst and lighter pistons, by and large it was still the same engine from throwing , originally from 1988. 17 years is a long time, it was time to change something.

NT700V Deuville

What was changed? The engine volume and its parameters have increased - it has become stronger, less vibration-laden and acquired an injector, and the design has been significantly updated. The 700th model lasted in production from 2006 to 2014, having undergone 1 “restyling” and having different configuration variations depending on the region, equipment and position of the heavenly bodies... difficult. Speaking of the name, even here everything is not simple. Some people pronounce the name as "Diavel" - and this is incorrect. This is not a Ducati Diavel. The most common option is “deville”. It will be read as “devil” in English, but this is also incorrect - Deauville is a commune in France, so the correct pronunciation is Deauville. However, they rarely use it and I do not recommend searching by this name - you are guaranteed a ton of advertising from stupid KP Deauville marketers. Perhaps they are so stupid that you will get it just by reading the article. Sorry.

Versions

Unfortunately, I will not be able to ensure 100% reliability of the data in this part - they simply do not exist and I have to “compile” them myself.
All the differences are in front of you: There are “major” and “junior” versions. Seniority is determined by the presence of ABS and the HISS system (built-in anti-theft protection), while many resources go even further and state that the combined brake is also a privilege of the “senior” model. This is not true. It is easy to determine the presence of ABS by the characteristic comb, wire and the inscription “Combined ABS” on the fender. By the way, space for the block is also provided in the younger versions. HISS is written on the padlock.

There is a Tour version. I can’t say whether it’s even more “older” than the previous one or whether it’s the same thing, but the Tour is defined by the presence of a Honda saddlebag in the back (not the one in the picture above) and a small trim on the radiator that depicts a plow, but not very successfully. But at least it partially protects the boots from wind and water. I also came across a motorcycle with a built-in transponder system (though for Japanese roads) but I can’t say whether this is a privilege of the Tours, the Japanese versions or just an aftermarket. Also on the Tour versions, aftermarket pads are often found on the knees. They are sold separately, but I don’t know if they are included in the standard package of the Tours or not. The aftermarket items in the photo above most likely also include deflectors for turn signals.

The division “before 2008 inclusive” and “after 2008” differs mainly in the fact that older models have fewer options for adjusting the glass, and this is done by cunning manipulations with the caps and the key, while with new ones you just pull the glass with your hands and that’s it. Someone might say “hey, fizhers have been powered by electric motors since 2001, what the hell?” Gentlemen, it's simple. Fyzher - trampoline. Deville - no. How much does a motor cost for a fizher in rubles?) That’s why Honda has its own way (yeah, especially the Gold, geez).

And the last division is between Europeans and Americans. While Americans have transparent rear turn signals and illuminated front lights, Europeans have red turn signals, the lights do not light up fully, but they have blinkers and emergency lights. Yes, you read that right - Americans don’t have this. Well, by the way, in Europe the model is called Deauville, and in America - NT700V and the corresponding inscriptions are printed on the lids of the cases. Thus, in the photo above is an American, tour version.

First impression

Approaching the motorcycle, the first thing you notice is a big Brazilian butt. This form of plastic has not left anyone with whom I have spoken indifferent. Either you like it or you don’t) By the way, there is a “synthol” version of this ass - you can seriously put bigger lids on it. The fit is straight and almost ideal for my height of 185 - I didn’t want to change anything at all. When taxiing, the motorcycle really resembles a road bike with an inflated body kit, although many years have passed since that drop. This results in resourcefulness in an urban environment and less directional stability compared to the same fizher, for example. What do you want? The base is shorter.

Engine

What is the main thing in a motorcycle?
That's right, motor. I can’t (after the cruiser) say that it pulls right from the bottom, but you don’t need to turn it either - 3 thousand is enough to start vigorously accelerating the motorcycle, which is also facilitated by fairly short gears. Yes, for its 680 cc (and you thought 700, right?)) the motorcycle does not have enough stars in the sky and you don’t want to compare it with 600 cc road bikes, but if you want, you can “give it some heat.” Based on the results of spontaneous rides with Hornet and Vulcan 1.6, both drivers said that they expected much less agility from this “cow”. The agility of this motorcycle is so high that while riding the gymkhana, I not only easily passed where on the Tiger I had to be more modest and careful (although the Deville has more weight), but also managed to roll the entire plane of the rear wheel, without leaving the so-called “chicken stripes” ", which somehow hints that this motorcycle can be tilted quite significantly.

Suspension and chassis

I can’t say that the suspension is downright magical, but thanks to the external twist bar, you can always tighten or, on the contrary, loosen the rear so that the motorcycle behaves as it should.

The cardan here is a “typical” Honda one of these years. It is so “typical” that I seriously have an eyelet for a shock absorber on it. This is for the Shads, Deville has a monoamort. But there is an ear.

Brakes

Here I would like to say a few flattering words about the Nissin calipers and the system as a whole. I have a non-ABS version, but there is a combibrake. This means that there are 2 296 mm discs on the front wheel with 3-piston calipers and when you press the front brake, 5 of them settle the bike quite significantly. Why 5? Because the 6th piston acts separately and in conjunction with the rear 2-piston caliper. At least that's how I understood the system. I don’t presume to say 100%, but I got the feeling that the contours are not connected. The beauty of this system is that only in artificial tests, when I deliberately hit the pedal with all my strength, did I manage to lock the rear wheel. Yes, we are all drivers and we understand perfectly well that the conditions on the road can be very different, but I liked the combibrake and the brakes in general. In addition, the system with a pin in terms of replacement is a wildly pleasant thing because climbing to the caliper behind this trunk is not an amateur job.

Arcs

The built-in (!) safety bars deserve special mention - U-shaped metal pipes are hidden under the fins, which will take the blow in the event of a fall. Unfortunately, unlike the Pan, this will not protect your rear covers. But such care in itself is undoubtedly pleasant.

Tourism

The touring component on this motorcycle is represented by adjustable glass, side leg fairings, glove compartments on the handlebars, built-in side cases and the ability to attach a rear one.
And of course, your passenger can stand on the running boards, lean erotically on your back, stick her thin palm behind the steering wheel... and adjust the light because God knows a man’s hand can’t turn around there! The glove compartments on the steering wheel don’t do anything unusual - one is locked, the other is not, you can put a pair of gloves, a can of 0.33 or a cup of coffee 0.4 and that’s basically it. The only special feature I can mention is the built-in “heating” from the engine - if you really want to carry a cold drink there, add more ice. But the coffee will remain hot.

Things are much more fun with side panniers. I could not find exact volume figures, presumably it is 22-25 liters for each half. Of course, they are locked, while the buttons are hidden in the handles that the passenger holds on to, so you won’t immediately understand how it opens. At the same time, if the covers are not wide, I did not notice any problems with getting through in heavy traffic. And having a rear case of as much as 56 liters, I have a volume of 100 liters... and have no problems in traffic jams. Although it depends on who you compare with, of course.

On the track, everything is not as rosy as we would like. The short wheelbase means that the motorcycle does not stick out as monolithically on the course as the Shadow or Tiger did, although this does not cause any special problems. The comfortable cruiser for me is 130, although people have ridden 160. But with a cruiser of 130 the approximate consumption is 4.3-4.4, and with a cruiser of 100 (yes, it happened) I got 4.02 at 92m and 3.79 at 95m. We are also pleased with the wind protection - we drove in the rain for more than an hour and managed not to get the passenger’s feet wet, despite the fact that she did not have rain pants. But we didn’t stop, and I, as the driver, apparently had good protection from the rain. The driver in the city will get wet, these are the shoulders and the front of the thigh - at traffic lights.

Passenger

The passenger's seating position is also upright, with the legs slightly moved back. The passenger can either lean on the driver or lean back towards the rear trunk. Plus, this bike has the most comfortable passenger grips I've ever owned. Seriously, I haven’t ridden a Gold or RTx as a passenger, but the same Fyzher simply failed this competition miserably. The seat is also wide and pleasant, and its total length, including the ears to the tank, is 94 centimeters! Unfortunately, my limited experience has identified the fizher as the most familiar and relatively suitable touring bike for comparison. I understand that it is not too correct to compare like this, but I will continue because somehow I don’t see any successors or competitors from Deville. CTX700? Where's the cardan? Where are the built-in panniers? NM4? Is it possible to have something less pretentious and still on a cardan? I really do not know.

Flaws

There are no motorcycles without flaws, and I will honestly tell you everything I know, and the first parameter will be the width.
The width of this device is METER. Don't believe the pretty numbers on the website - they don't take mirrors into account. On the other hand, no one bothers you to put them away in a traffic jam, but the impression, of course, was spoiled. The second and much more significant drawback is the locks and lids in general. If the Gold Wing and NT650V had 2-layer covers with loops between the layers, then here it is an ordinary molded non-elastic plastic, and the ears are fixed to 3 stiffening ribs and additionally “reinforced” with a wall whose thickness is less than a millimeter! As a result, if you constantly exceed the weight standards specified by Honda, you easily risk breaking this unit, and repairing these parts is difficult because you need to position the hinges extremely precisely. The reverse part, the locks, is also imperfect - there are complaints about poor performance and jamming. Both can be solved extremely simply, although not entirely aesthetically, by installing an external bracket:

I would also include the edging of the muzzle and the sidewall with the grille as problem areas - they are slightly peeling both on me and on almost all the devilles that I have seen. And if the rear black plastic can be heated with a hairdryer to restore the color, it won’t work here. It doesn't affect the speed, but it spoils the view, which is a shame.

Well, the last point is the engine. Compared to the 650, the 700 model vibrates significantly less, and specifically on my device, significant vibrations begin around 6 thousand revolutions. Unfortunately, they hit the passenger footrests much harder, so in my case I won’t be able to go above ~140. But we don’t even have roads with such restrictions :3 Otherwise, the engine behaves perfectly at speeds up to 100 and to perform sharp overtaking on the highway you will have to drop at least 1 gear.

Results

Oddly enough, the Deville, although it looks more like a tourist, is an excellent compromise motorcycle for the city and the highway.
It doesn't feel like a behemoth in the city, and it's quite capable just to drive on the highway. Unless, of course, your goal is to get from point A to point B or the point of an accident, the main thing is to quickly. A year ago I was selling the Tiger, hoping that the Deville would become the motorcycle that you could ride in the city and get on the highway, albeit not super-fast, but within the limits allowed in the Russian Federation. Well, this dream has come true. And although after 100 horses of the in-line three, 65 Japanese mares do not grab stars from the sky, I would not dare to call it “boring”. From the very beginning of the purchase, it feels like your favorite sneakers - cozy, familiar, but in which you can also run if necessary. You can race it, but just shh, guy, take it easy. This is not necessary. You are not on a sport or a big sport tour, no one cares how fast you are. You just roll for your own pleasure, enjoying the views. At least an hour, at least in St. Petersburg. This is a guy that fits the bill, like an old childhood friend whom you haven’t seen for ten years—like he’s new, but still familiar. Of course, if you want adrenaline, gun racing, night, speed... this is not the place for you, no. Perhaps, in many ways this motorcycle would be called “pensioner” if I didn’t understand that it can ride fast. He just doesn't demand it from you.

When I called Devil sellers, I was tormented by the question - why do people want to sell them, what don’t they like? And do you know what was one of the most popular answers? "to another deville." Fresh, with ABS, but deville style. Less often - you need more cubic capacity. Then I didn’t really understand what the point was in exchanging an awl for soap. Now understand.

PS Some of the photos are from the Internet, the cherry deville in the photos is mine. Thank you for your attention.

Dimensions and weight

Of course, this is a large vehicle compared to both sportbikes and road motorcycles. Anyone who purchases such a bike must have the appropriate physical strength to handle it properly. Otherwise, there is a risk of not being able to control the car, even if it has a relatively calm character.

Dimensions:

• tank – 19 l;
• ground clearance - 130 mm;
• curb weight – 248 kg;
• height – 1260 mm;
• width – 780 mm;
• length – 2215 mm;
• seat height – 814 mm.

The weight including fuel is comparable to that of sports touring motorcycles. So, if you have already driven a sports tourer before, mastering this model is unlikely to be a difficult task. If you have never driven anything heavier than a dirt bike before, you will have to get used to it so that this bike does not cause problems.

Test drive and owner review of the Honda NT650V Deauville model

Honda NT 650V Deauville
Pan Europe for the poor, a dead donkey, a tourer for pensioners - what do the owners of the Honda NT650V Deauville hear about their motorcycle.

Deauville begins its lineage with the NT650 Revere, Hawk GT, Steed, Bros RC31, Honda Bros 650, and it can also be related to the first Africa Twin and all Transalps due to the 650 cc V-twin engine - all of these are essentially the same the same motorcycle with different variations: chain/cardan drive, tank of different capacities, names for different markets. It was the Revere model that replaced the Deauville in 1998. Having presented the same Revere at the next motorcycle exhibition, but already dressed in plastic, Honda positioned the Deauville as a tourer. The people didn’t appreciate the joke and didn’t understand who THIS was for anyway? 223 kg of dry mass (sic!!) at 55 HP, and this is on the crankshaft, when these dead mares go through the cardan, there will be 35 donkeys left in the rear. But...the motorcycle went on sale, and, strangely, for all those who choose a motorcycle based on papers and not feelings, it sold quite successfully. So successful that it went through two upgrades and now continues to be produced in the 700cc version (hello to the new Transalp 700 - the same engine). What is it that attracts Europeans so much about it, and what do our people not understand about it?

So. Engine.

The Transalpovodov forum claims that they travel 250-300 (sic!) thousand to the capital. Here's Wikipedia on this matter. It's a lot. That's a lot. But, this is the price to pay for a non-boosted engine with low power, for the sake of a longer resource. Its power is enough. Yes, yes, it’s hard to believe, but it’s enough. The engine’s power is smeared in a thick layer over the entire rev range, it doesn’t drive evenly and pulls without any grabs and kicks in the ass, like on an in-line 4. Maybe after 4 thousand it drives a little more cheerfully, but in general it’s not very noticeable. It is normal to roll in 3rd gear for 50 km/h at 1700-2000 rpm, and then it will gradually accelerate. Row 4 will not forgive such treatment. It will require you to keep it around 4-5 thousand rpm all the time. A shrill hysterical woman.

Adjustment of valves using the nut-bolt principle, to the delight of the home handyman. In Yamaha it was necessary to conjure with washers. And take this apart, look at the gaps, compare with the table, select the necessary washers, if necessary, order new ones for 5 bucks/piece. That is, the spendthrift is out for a couple of weeks. In Honda it takes a day or two if you do it slowly the first time.

Consumption - 4 liters per 100. Yes. a modest 4 liters. Ukrainian comrades from moto.ua claim that a consumption of 3.5 liters or even less was noticed. But I would count on 5-6 no more, and on the highway 4 is the norm. If it’s more, there’s something wrong with the carbs, valves or bearings. My consumption is 6 liters in the city in winter - there the warm-ups are more frequent and longer and the air is colder.

Suspension

Primitive. Telescope in front, rear shock absorber with preload. That's all. What do you want? Do you just want to drive or take turns at near-space speeds? If the latter, then please - Pan Europe or Vyfer. This is enough for “just driving”.

Landing.

Honda NT 650V Deauville

Direct and comfortable. I drove almost 1000 km a day and felt fine. Better than riding a fence from Super Tenere 750 (part one, part two). The passenger didn't complain either. Recently I sat down to try on the Bandit 1250 - I was disappointed - its seat is hard, like a board covered with the skin of young dermantine.

Mirrors.

This is perhaps the first motorcycle on which I see what I want to see, and not my shoulders or elbows.

Equipment

Two built-in trunks: before 2002, 16 and 18 liters, but with the ability to purchase tuning ones of increased volume, after 2002 - 18 and 24, but without the ability to increase them. That's it.

There are also two small glove compartments in front - the one on the right is locked with a key, but as a rule the lid does not have hinges and therefore looks like an ashtray. On the left - conditionally not locked. Conventionally, because if you turn the steering wheel all the way to the left and lock it, you’ll fucking open the glove compartment.

In front there is also space for the standard (sic!) radio and for speakers + it looks like there is wiring for them. The speaker + amplifier set is sold either by an official dealer, or you can come up with something yourself.

The central trunk needs to be installed, although there are models with the original trunk, in the color of the bike, but in my opinion this is unnecessary. Because it costs a lot if you didn’t get it with a motor, and its capacity is so-so - compared to what you can buy for less money. The case must be able to accommodate 2 full helmets. And without any “you just need to find the right position.” I put it on a shelf and closed the lid. All. I have a Givi E45 - to close the lid you have to move the helmets on their sides, looking for the correct position. 52 liters from the same Givi are more appropriate here. HOWEVER, it should be noted that this largely depends on the shape of the case itself - you can put 2 helmets in a 40-liter case and not worry. There is enough space under the seat for a rain cover, a small set of tools and a U-shaped lock (should have been in the original). So that people who tinker with original instruments have their hands dry - demand it or bring down the price if it is not there. You can't unscrew a spark plug without a proper spark plug. The original key copes best with this task.

Brakes

Until 2002 Brembo, the usual two pistons in front and one in the rear, unremarkable. After 2002 - Nissin - this is already more interesting: a combined brake system (Combined Brake System). The point is that when you press the rear brake, part of the force is distributed and goes to the front, where one of the three pistons presses on the pads. Thus, when you brake with the rear, you brake with the front at the same time. This is definitely a plus. There are enough brakes, but when you’re really loading up and don’t play around + you’re driving with a passenger, you feel that the braking distance has increased. Plus, when fully loaded, the moto’s face becomes even lighter, which means the front wheel locks with ease of peeing on your fingers, so I consider the rear brake to be the main one for driving.

Cardan

Honda NT 650V Deauville

Opinions about him are polar. Some people like it, some don't. When I was driving from England to Latvia in a super Tenere, I lubricated the chain at stops, after 500 km+ the rain had been pouring down all over Poland since Berlin. On Deauville, I once looked at the speedometer and realized that I had already driven 5 thousand km on it. And this means lubricating the chain at least 10 times, but given the constant rains, I think it should have been lubricated 20 times, no less. Or install a boiler. Another plus is that you don’t have to tighten the chain. The moment that always bothered me was “did I set the wheel level?”

Rubber

The motor has low power, which means the wheel doesn’t slip into the axle box, which means the tires last a long time, I think the rear one should last more than 10 thousand km. Mine has gone 6-7 so far and is starting to square.

Plastic.

It is difficult to disassemble for the first time, especially when all the bolts are there and the fastenings are not broken. Practice shows that this phenomenon is temporary, and with a reduction in bolts and fasteners, removing/putting on plastic is reduced from 1 hour to 15 minutes. I want to rip the creator's hands off for the plastic. It has a complex shape and is very fragile.

The tuning possibilities are limited only by the owner's imagination. Well, yes, it’s a tourer, albeit a small one. Installing music is easy. Although I don't understand why. Plastic body kit - it is possible to purchase an additional plow or full plastic that hides the entire engine. Not for everybody. Wind Deflectors - there are upper ones - are mounted on the muzzle, buffeting the oncoming air flow, and so well that many do not even use heated handles. There are also lower ones - with them your feet get less wet. These four pieces of plastic are simply a must-have - without them, a tourer wouldn’t be a tourer. Various glass burdocks or at least a small stub that will block the flow of air. Enlarged panniers for models 1998-2002. And also the new one from 2006. This is not fair for those who have a 2002 model. airbrushing is easy, because there is room to turn around - there is enough plastic. heated handles, seats, cigarette lighter, etc., while you must not forget about the voltmeter, otherwise you will find a dead battery on an over 220 kg motor, this is very unpleasant - all this has a place to place and a place to hide. Try to attach some of this to a classic and you will understand what I mean: hide the wires aesthetically, put buttons somewhere + rain will flood the whole thing. In Deauville, the face under the glass almost always remains dry, and there is a lot of space under the plastic + the generator pulls the whole thing. The English comrade installed heated seats, heated handles, heated gloves, heated soles + flashlights/bulbs, and only after all this he complained that in the “all inclusive” mode the moto drained the battery at idle.

Specifications

Acceleration to 100 and top speed are moderate here. Just what you need for a touring motorcycle. No sudden start or prohibitive maximum speed. Of course, there are disc brakes here. Nowadays they try not to use drums, especially on such heavy machines as this one.

Technical characteristics meet the class requirements one hundred percent. The driveshaft is justified here. Five gears are enough. An important advantage is the fairly low fuel consumption, considering how much gasoline costs.

Review of the Honda NT 650 Deauville motorcycle

I have a 2002 Honda NT650V deauville. Moved from boxer. Basically I was looking for a little tourist. I really like the motik. The appearance is not flashy. Doesn't attract attention. It drives well, also steers and brakes. After 2001 there is a combined brake system. Again the cardan. Although for me it’s not mono-writing. Consumables are not expensive. There is rubber for it. 92 gasoline digests normally. I don’t even know what to write about him.

Hi all! My Deauville and my wife drove it for 4 seasons across half of Europe. good, cheap tourist. Fuel consumption is about 3.7-6 liters per 100, depending on the speed limit. The engine is reliable and high-torque, the dynamics are not particularly good, but the reliability is at the level. 5.5 sec -100 km/hour. In 30 thousand kilometers the speedometer drive cable has broken down. Thanks to its considerable weight, the motorcycle is very stable on the highway, the wind protection is at the level, after Doville I no longer want to ride other motorcycles without developed protection. 92 Benz sells well.

My firstborn. Our combined mileage is 4000 km. It handles well and is just great on the highway. Very responsive to counter-steering and at the same time stable in straight-line motion, potholes, etc. Doesn't tend to do wheelies or stoppies. Under very intense braking, the front wheel jumps on the asphalt, all behavior is quite predictable and controllable.

Maximum on the highway with touring glass is 170 km/h. 120-140 is his comfortable speed. Although the last time I went to Brest, it was 140-160 all the way and it didn’t bother me. Consumption 3.5 at 90, 5.3 at 120-130. A wonderful thing is the combined brakes. Tires Michelin Road Pilot, I haven’t driven the other one, this one has only advantages. By dynamics. This is not a sport. But 5.5 to hundreds - 99% of cars don’t accelerate like that :). The dynamics up to 120 are quite decent. At the same time, in the fields the second one pulls from 0. I drove with the second number and it’s not felt on the highway. His strong point is comfortable and economical movement to a given point. The footrests are cleverly made - for two positions of the feet, more sporty and tourist (such as city and highway), very convenient. Technically very reliable /nothing extra/.

The fit is comfortable, classic (for my height of 177 cm). The seat allows you to move back and forth. High clearance makes it possible to drive on sidewalks. Spacious trunks will come in handy when traveling and more. Safety bars covered with a plastic casing. Among the nice additions are foot protection shields from water, heated grips, an alarm system and a “cigarette lighter” in the side glove compartment.

At first I went and looked for cons. They were found in the form of a soft fork (treatment - oil change) and a small glass (touring ones are in tuning catalogs).

I enjoyed everything. 650 is quite enough for both the city and the highway. Not “sport” of course, but still. Due to the V-shaped engine, the width of the device is very small. I was stressing over the panniers. Wasted my nerves in vain. They are not wide, roomy and easy to use. The side ones open conveniently. There are straps inside to hold luggage. The combined brake system is worthy of respect; it has saved the day more than once. A 19 liter tank is enough for 250-300 kilometers. Wind protection at a high level. When it rains, your hands get a little wet. I'll put in regular plastic shields, they'll be enough.

I haven’t used the regular seats with music yet. But their presence indicates the seriousness of the engineers’ approach to the owner’s comfort. For the passenger there is a backrest on the central trunk and comfortable handles, the wife is always “for joy without traffic jams.”

During the season we managed to drive about 5 thousand miles. A little. But this is only for work and back and evening rides. It was not possible to get to the “long-distance” route. Summer trips to the countryside to the beach with my wife confirmed the correctness of my choice. They took a lot of things with them in their trunks, and even a melon for dessert was not superfluous.

Appearance

I won't write anything. There are tons of photos of Doville on the Internet. Therefore, I don’t see any point in telling you how beautiful he is.

Landing:

Here I “hit the top ten”: the distance from Chernigov to Solnechnogorsk in 12 hours and 2 stops. the numbers speak for themselves. Just in case, my height is 174 cm.

Control

No special skills are required when driving both on the highway and in the city.

People often ask, “What’s it like on it after ebbing?” I'll say this. As soon as I bought it (September 2010), it was a little unusual, even with such a difference in weight, but when I sat on it in the spring, I had the feeling that I had been driving it all my life. It’s certainly not a problem in traffic jams, but I don’t feel any hellish discomfort.

Power point

In my subjective opinion, the thrust-to-weight ratio is in complete order. If you want 60, you want 160 (max 180) and I don’t need more. Besides, flying 200 on our wonderful roads is a direct path to success IMHO. Good traction from the bottom, no “kicks”, everything is exactly like a locomotive. Consumption depends on the speed of movement, I pour 92. work at home - about 5 liters. for Valdai with ebriks - 3.5l. MKAD - Kievka 160-180 - 7 or more.

Maintenance and repair

There is nothing special. Everything is simple and clear. True, there are a few hemorrhoids with plastic, but everything is learned by comparison, try changing which thread of the cable, say on a BMW CL 1200, then you will find out what hemorrhoids with plastic are. There are no problems with consumables. The most serious failure is the fuel pump. According to the behests of the fathers, I stuck 1100 rubles from the stove for 20 minutes of work.

Cardan

I will say this, for 15 thousand kilometers I spent 15 minutes of time and 200 rubles on servicing it. How long does it take to service a chain? The procedure for removing the rear wheel, say, from the SB400 is not much different. I got it right in choosing the main gear.

+ Comfortable seating, good engine, low fuel consumption, and of course, feel free to sign me up as a cardan fan!

— the side panniers are not removable (they make it difficult to remove the rear wheel, but not fatal). there is no fuel gauge, everything would be fine, but when the gas runs out, the pump pushes air and quickly breaks down, at different speeds it is difficult to focus on mileage.

2003 Honda DeVille, 650cc, 12k miles. from England thanks to Ilya for delivery and customs clearance and Sashka for preparation and repairs

I waited a long time for rubber bands in the carbs to replace the frayed ones, the fuel pump malfunctioned - they replaced it with a Kawasaki one. By the way, it was also dull at first, for the first 40-50 miles (I’m not yet used to converting them into kilometers) at full throttle the engine did not spin more than 5 thousand revolutions, the maximum speed was 120 km/h, respectively. But then, apparently, the pump expired, everything worked as it should

The motorcycle is not heavy, a little over two hundred kg, not wide at all, despite the integrated panniers, quite high in the saddle - I rest my toes on the ground. not like on the KTM, of course, but not with the whole foot.

Original trunks do not shine with volume, everyone knows this. But they ARE! And you don’t have to carry a backpack with you anymore, your back doesn’t ache, your shoulders don’t ache. The sales are unusual; I still can’t shake the feeling that I forgot something at home.

A high windshield, extensions on the fairing, mud flaps under the sliders: wind and dirt protection at a high level.

The seat is comfortable for both the pilot and the passenger, wide and comfortable. The landing is classic, although after KTM at first it seemed that the steering wheel was too low.

Drive - cardan :good: Tank - 20 liters. You drive about 160-170 miles to the reserve.

The black protrusions on the fairing are not just plastic sliders. Beneath them lie confidence-inspiring safety bars.

Power 57 hp The motorcycle confidently accelerates to 140 km/h, then it also accelerates, but not so intensely. There are videos on YouTube like “200 km/h on the speedometer of my Deville,” but in real life I’m not interested in that. With a passenger up to 100 km/h the decrease in dynamics is not very noticeable, then the difference becomes noticeable. Handling is nothing like my previous bikes. Still, the diagonal frame is weighty! The rear doesn't lead in corners and doesn't move on bumps. The front tire is 120 mm; it rides on cut asphalt as if it were freshly laid. The brakes also improve compared to my previous equipment; the two discs at the front do their job properly, which I already had the opportunity to verify: yesterday on the highway. The enthusiasts turned left at their red light, hospitably presenting the right door, a BMW with a big nose at the wheel. One thing that confuses me is that when braking, even at moderate intensity, you can feel a beating on the steering wheel. Apparently, we need to look for a new pair of brake discs and pads.

In short, I'm happy: dance3: After a whole year of inactivity, life is getting better!

What do the owners say?

One review noted that parts are now difficult to obtain, making maintenance difficult. Otherwise, this motorcycle does not cause any complaints. The machine is aesthetic, comfortable and durable. A noteworthy point: the reviews advise that you carefully choose a motorcycle so as not to buy a copy that is already significantly worn out.

IMPORTANT! It’s impossible to get a new bike now, but a used one is fine. But before that, it is advisable to watch a video on how to choose a motorcycle wisely. According to some descriptions, sometimes it is enough to ask the owner to take several detailed photos, from which it will become clear whether it is worth going and looking at the motorcycle at all.

As for the dashboard, it is convenient and laconic. This is good not only for the touring class, but also for bikes in general. And most owners agree with this. After all, even on a smooth, leisurely motorcycle, the rider has little time to familiarize himself with the instrument readings.

The NT 650V Deauville is a good car, which is distinguished primarily by its beauty. However, this tourist is also okay with practicality. It’s difficult to say whether this is the most convenient travel item or not. For many this is probably true. The model has no noticeable flaws.

Hellolife

The time has come to talk more fully about the operation of the Honda NT650V DEAUVILLE based on the results of the past 2 months from the date of purchase. It seems that the period is not long, but in these two months 7,000 kilometers were covered, of which 2,000 were in the city in dense city traffic, and 5,000,000 as a result of long-distance travel across Russia from St. Petersburg to the Southern Urals and back.

My first impressions, for me as a person of small height, about 170 and not having enough weight, were that the motorcycle was a bit heavy. At first it even seemed that I would not be able to put it on the center stand or lift it if I suddenly fell on its side. But I got used to the first one, and unfortunately the device failed twice. It turned out to be quite possible to raise it. In general, I can say that the motorcycle is quite suitable for driving even by a girl, you just have to be careful when rolling and braking and stopping, especially when turning.

I’ll start my review of the operating experience with the city, where the Honda NT650V Deauville, despite the fact that it is a tourist, feels very good. As standard, the rear panniers do not interfere when driving between rows, and the mirrors are located above the level of the rear-view mirrors of most sedans, but at the same time at the level of the mirrors of jeeps and Gazelle-type trucks, which you just need to pay attention to when driving. In general, the widest part of the Honda NT650V Deauville is the rider's knees.

Having experience driving vehicles of various classes, and comparing it with the Honda NT650V Deauville in city traffic, I can safely say that I have never met a more sane and responsive vehicle, and here’s why. Despite the small power of 56 horses, this device leaves the traffic light in 5.5 seconds to a hundred, which is faster than 99% of cars, while the acceleration is controlled and soft, but that’s not even the point. The most important thing for me was how it behaves at low speed, this is movement between the rows at low speed, and the convenience of starting from a stop in a traffic jam, controllability of gas supply at low speed when maneuvering in traffic (up to 20 km/h) - and so here the v-twin shows itself in all its glory with an optimally selected power take-off moment. In general, I must say that I did not feel any specific moment, like on sports motorcycles the engine opened after 7 thousand revolutions; rather, on the contrary, there is a feeling of a smooth and uniform reaction of the engine to any movement of the throttle handle. When dropped, the cardan and small volume gently brake the motorcycle without causing fear that the rear wheel may skid; when unscrewed, they accelerate confidently and smoothly. This allows you to fully control the situation and forgives many of the motorcyclist’s mistakes.

We must pay tribute to the engineers of the Honda NT650V Deauville for the weight distribution of the motorcycle; when moving at low speed, the device does not tend to fold or go to the side. You can move for a long time at a speed of 1-2 km/hour and still maintain your balance. At the same time, in terms of taxiing and maneuvering, everything is very good, the Honda NT650V Deauville is a little resistant to laying down, yet the long wheelbase and touring body kit with a uniform center of gravity make themselves felt. But if you get used to it, it won’t be a problem to reach the footrests. By the way, the suspension is adjustable at the rear, and you can select a mode in accordance with the quality of the road surface or driving style.

In general, it cannot be said that a motorcycle is an ideal option for the city, and if there is a need to use a motorcycle only for the city, that it is better to ride a smaller and lighter device, I myself would probably choose even an octushka (a device with a capacity of 125 cc. ) as a second motorcycle specifically for the city due to low consumption. Speaking of expense. The consumption of the Honda NT650V Deauville in the city is about 5-6 liters, depending on driving style. The comfort of the classic seat and the height of the saddle allow you to comfortably spend a long time on the move and control the flow of vehicles by seeing the entire situation on the road from above the roofs of cars.

In technical terms, there are no more negative aspects than when driving other devices with a water-cooled engine. No one has ever encountered overheating of this device in traffic jams, and indeed its homeland, as well as the greatest popularity of the Honda NT650V Deauville, is in the country where the production is located - in Spain. You yourself understand the climate there. There is nothing to say about the reliability of the VT series V-twin engine from Honda, and the operation of the gearbox has long been a model and standard in the motorcycle world. At this point I’ll probably put an end to the description of the device in urban conditions; if you have any questions, I’ll answer in the comments below. Write.

Well, the technical characteristics of the NT650V Deauville General data Year of manufacture: Class: Drive type: cardan shaft Drives: Consumption, l per 100 km: 8.3 Maximum speed, km/h: 185 Acceleration to 100 km/h, s: 5.5 Engine Number and location cylinders: V2 Number of strokes: 4 Engine capacity, cubic meters. cm: 647 Compression ratio: 9.2 Gas distribution system: camshaft in the cylinder head Valves per cylinder: 3 Cooling system: liquid cooling Cylinder diameter, piston stroke, mm: 79×66 Power, hp/rpm: 55.7/8000 Torque torque, Nm/rpm: 55/6000 Number of carburetors and diffuser diameter, mm: 2×36.5 Number of gears: 5 Chassis Front suspension: telescopic fork Rear suspension: pendulum, with central shock absorber Front brakes: disc Rear brakes: disc Dimensions and weight Length, mm: 2220 Width, mm: Height, mm: 810 Wheelbase, mm: 1475 Ground clearance, mm: 150 Front tire size: 120/70-17 Rear tire size: 150/70-17 Dry weight, kg : 223 Fuel tank volume, l: 19

Read the continuation... Honda NT650V DEAUVILLE review, review and operating experience part. 2 – Track