"Goose" in flight? Test drive a used Honda NC700X

RU-MOTO rating

• Reliability
• Chassis
• Appearance
• Comfort

4

Verdict

The motorcycle is in demand and has gained some popularity in previous years. You can use it even in its factory form, and if you also follow the common tuning recommendations, then for a novice motorcyclist it can turn out to be a real godsend.

Honda is a world famous Japanese manufacturer of cars and motorcycles. It gained fame thanks to the combination of high quality, oriental sophistication in design and unique style.

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One of the newest developments in the line of motorcycles from this manufacturer is the NC700X model . This is the best option for those who are looking for their first sports bike, without yet having experience in operating such vehicles.

Honda NC700X profile view

When developing this motorcycle, the engineers sought to create a model that would be comfortable for daily commuting, but at the same time have an attractive sporty appearance.

Specifications

The NC700X has the following parameters:

• maximum speed – 195 km/h;
• fuel consumption – 27.7-27.9 km/liter, depending on the modification;
• acceleration 0-100 km/h – about 6 seconds;
• motorcycle weight - 228 kg curb weight and 427 kg - total.

Seven steps?

The performance of the gearbox left me with mixed feelings. On the one hand, like all new Honda motorcycles, the gearbox of the NC700S model is “intelligible” and clear, and the lever travel is short. On the other hand, due to the already mentioned non-obviousness of the moment of gear shifting, due to which at almost every gearbox stage the naked engine inevitably “stuck” into the cutoff, I began to get confused and by the end of the test I already believed that the motorcycle had seven gears...

However, this is not a complaint about the gearbox itself, but about the tuning of the engine, whose even “shelf” of torque pampers the rider and allows him to forget when and what degree of transmission he chose. A bit of uncertainty in this matter is also introduced by more than moderate vibrations of the in-line “two”, which even at maximum speed operates as smoothly as at idle. The braking system is not the NC700S's strong point. However, considering that the motorcycle belongs to the budget segment and costs even less than the 649 cc CB650F, you should not expect outstanding braking dynamics from the device.

For city driving, which daily presents the rider with surprises in the form of cars suddenly changing lanes and old ladies running across the road, a front 3-piston Nissin caliper and a rear 1-piston caliper are quite enough. Traditionally for Honda, the NC700S model is equipped with combined ABS. Based on the purpose and positioning of the device, it is not surprising that its suspension is not much more complicated than on mountain bikes of the average price category: a non-adjustable fork with stays with a diameter of 41 mm plus a pendulum rear suspension with a simple monoshock absorber “implanted” in the Pro Link lever system.

The energy consumption of the chassis is typical for motorcycles of this class: front and rear wheel travel is 120 mm. At the same time, the potential of the suspensions is sufficient even for entertaining, let’s call it that, driving on a go-kart track - it is even more sufficient for everyday movement around the city, and during the test tests of the device there was never a case where I wished the NC700S had a more advanced chassis.

Price

The NC700X model is new (its release in Europe took place in 2011, it began to hit the market en masse in 2012-2013). Despite this, the used motorcycle market already contains offers for sale, and the cost depends on both the year of manufacture and the extent of the mileage. Here are some examples:

The huge difference in the cost of used motorcycles is striking, which is due to the different condition of the vehicles being sold. As for the new NC700X, it’s unlikely to be found newer than 2014 - starting in 2015, they were replaced by other, related models from the NC700 series.

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Price for Honda NC700 of different years of manufacture. Screenshot from the auto.ru portal

Our verdict

The suspension is soft, the seating position is comfortable, the engine runs very smoothly and pulls well at any speed. It’s convenient to move around in the city, on the highway, and it’s not scary on the sand. Minus - the brakes are weak, it would need more power. Otherwise it would be the perfect motorcycle. But with an amendment - for those who need to ride, and not race or “show off”. Question price? It costs about $4,500 on average for a copy from 2012, that is, not much more expensive than the Goose from the “Motovelkos” F650GS, if it is in good condition. But cheaper than the newer “caterpillar” F800GS.

What alternatives to this motorcycle do you know?

Tuning examples

Tuning Honda NC700X

The fact that the motorcycle is imported somewhat limits the possibilities for tuning - all the necessary parts are not always at hand. For this reason, only the appearance, which can be decorated in one way or another, is usually subject to improvement. Experienced owners also recommend replacing the muffler and windshield.

Test drive HondaNC700X

The economic turbulence of recent years has not been in vain for the motor market. Even manufacturers who maintained a fairly high price level are starting to produce budget models. The Honda NC700X belongs to this segment. What, besides the price, is good about the next crossover from Japan was revealed at the global presentation of the new product.

The NC700X comes in three versions - basic, with ABS and with automatic transmission. The latter will be noticeably more expensive and heavier.

The NC700X is a unique motorcycle. First of all, its main advantage can be felt without starting the engine. And without even getting behind the wheel. Of course, we are talking about a luggage container in place of the gas tank, into which the integral helmet must fit. And he actually fits in there! True, for the process to go smoothly, it is advisable to have a head of minimal size. Because my medium-sized Marushin climbed there only with the help of brute force. And he flatly refused to go back. True, the prudent Japanese foresaw for such a situation. And they specially organized the internal space so that the helmet fits in “face” up. Then you can lift the glass and pull it out by the chin.

However, it is a sin to laugh at such trifles. The container turned out to be really very convenient. In addition to the tools and instructions, which are there by default in special recesses and take up practically no space, you can stuff a lot of useful things there. And for tourism, this detail is absolutely priceless: it perfectly replaces the rear case, while some more junk can be fitted back under the net and do without inconvenient and expensive suitcases. And with suitcases, the motorcycle will completely turn into a truck, capable of going around the world.

The designers killed two birds with one stone with fuel consumption. They not only made a nod to environmentally-obsessed Europeans, but also reduced the volume of the gas tank, which turned out to be very useful, since due to the trunk the layout had to be compacted as much as possible. At the presentation, fantastic figures of 3.5 liters per 100 kilometers were announced. Usually such statements turn out to be extremely far from reality, but, to our surprise, representatives of the plant suggested that at the end of the test we stop at a gas station and see how much gasoline was actually burned. Of course, the figure turned out to be slightly higher than announced. But five liters per “hundred” is also a quite decent result, especially considering that most of the road the throttle was pressed to the stop, and the rev limiter was triggered countless times. If you drive in tourist mode, the catalog consumption will be quite achievable, and you won’t even have to wait for a tailwind and turn off the engine when driving downhill. That is, it will be possible to get from Moscow to St. Petersburg with one refueling, like in a fairly economical car. True, you will need much less gasoline, and therefore less money.

In general, if you read everything written above, the NC700X will seem like the best motorcycle in the history of mankind. In fact, not everything is so smooth. And this, again, becomes clear already at the stage of familiarization with the technical characteristics. From such a volume you expect 70–80 horsepower, like the Kawasaki ER6 or Ducati Monster 696, although the latter is in a disadvantageous position due to the air cooling system. But in this case, even “dropsy” does not help: less was removed from the in-line two-cylinder engine than from modern “single-barrel” engines. Only 50 horsepower is an anti-record by the standards of the motorcycle industry.

Of course, we were told a lot about statistical studies, according to which only “one percenters” drive faster than 140 km/h in the world, and only Casey Stoner raises the revs above 6000, and even then not at every race. But in the lower part of the range the engine works as it should. Naturally, this turned out to be a slight exaggeration. The bottom and middle roughly correspond to the average “two” of the “650–800” class. But with this one the most interesting thing begins around 7000 rpm. And just when you expect the beast to finally awaken in the NC700X, it shatters all your dreams with the vile chirping of the limiter. It’s very difficult to get used to this: if you put it in a higher gear, the engine drives very sadly. However, if you get the hang of keeping the revs in a fairly narrow range (from 5000 to the limiter), then you can move more or less briskly. But to do this, even in sluggish city traffic at speeds of up to “hundreds,” you will have to lubricate the gearbox foot with your toe, like the bolt of a rifle in a competition. And if the flow in some places allows it to open up to 150, the number of switchings will generally exceed all reasonable limits.

It is most pleasant to drive on an open road at a speed of 130–140. But if desired, the speedometer can be increased to 180. However, you will need a downward slope, a tailwind and a “facing the tank” pose. And 170 is achievable in almost any conditions. The main thing is not to close the gas, because if you slow down a little, then you will have to accelerate for a very long time.

The NC700X is touted as a “motorcycle with light off-road capabilities.” In fact, even among crossovers it will be among the most asphalt-oriented. Because driving it on the ground is still a pleasure... At best, it is suitable for driving on a flat dirt road 200 meters from the highway to the dacha. Even cracks in asphalt are not treated in the best way. But the crossover position comes in very handy: this is not yet a supermotard with a straight back and raised elbows, but it is no longer a neoclassic that bends the driver.

The same luggage capacity affected the chassis. The designers had to stretch the motorcycle, increasing the wheelbase. One would think that this would make the chassis as boring as the engine. But the narrow tires and other little tricks played a role: the NC700X maneuvers much better than you might expect. The suspension also performs better on the road than most crossovers. Like the “big brother” Crossrunner, the NC700X is not much inferior to the neoclassic on asphalt. And some are even superior. Of course, its suspension is far from the Hornet, but it is quite comparable to the CBF600. Since the NC700X is considered an economy class motorcycle, several ways to reduce costs have been invented specifically for it. The most interesting one is the production of brake discs from a single steel plate. That is, a piece cut from the front disk, after appropriate processing, becomes the rear disk. Naturally, you can’t make two front discs this way, so we decided to be content with one. Oddly enough, it works quite well, especially with such a motor. Usually the price tag is directly reflected in the appearance of the motorcycle: a “straw” pendulum, a rawhide steering wheel, a tidy alarm clock, or some other detail constantly reminds the driver and others that this is a cheap product. Here, it was not possible to notice any obvious savings; in appearance, the motorcycle is only slightly inferior to the aforementioned Crossrunner.

In addition, the appearance can be changed. You don't even have to do anything yourself: Honda releases a kit that makes the NC700X look very similar to the BMW GS. Arcs, light bulbs, glass - you can’t tell them apart from afar. And although the price in Ukraine for the NC700X will be set closer to the end of the year, and deliveries themselves will begin in 2013, it promises to be very affordable, and certainly (they say almost half) cheaper than the GS.

And for such a difference in price you can forgive a lot. Especially if you remember about the trunk and efficiency. Yes, the engine here is not the fastest. But in long-distance driving it is not the dynamics that win, but the stability of the ride. Traveling 400 kilometers between gas stations at a speed of 130, you will go much further than a crazy sports biker who stops three times more often to pour in the next liters of fuel with trembling hands. Moreover, it is comfortable to sit here, and there is protection from the wind. It's very good to cover long distances around the city. In Moscow, if you go to work on a sportbike or a powerful naked bike, you can easily burn a tank of gas. If you drive every day, then an impressive amount accumulates in a month. Here, costs are reduced by about half. And with such arithmetic, a sluggish engine and other little things are perceived somewhat differently.

Text: Nikolay Bogomolov

Photo: Honda

About breakdowns

The issue of breakdowns of the Honda NC700X model is practically not covered on specialized forums. The reason for this lies not in the “invincibility” of the motorcycle, but in its youth - it appeared quite recently, so most owners have not yet had time to “kill” it. The only thing people sometimes complain about is the unreliability of the paint, which wears off very quickly in places of constant contact.

You can download the complete operating manual (manual) here.

What about off-road?

It’s easy to ride through the forest, but due to alloy wheels and the lack of crankcase protection, you can’t compete with classic small-capacity enduros. There are tires with a universal pattern, which do not hum on the track and allow you to move more or less calmly on the sand. The pendants are soft, but difficult to break through. The handlebars are high, so you can comfortably stand in a stance to overcome obstacles. In general, light off-roading, primers - all this is easy for the NC700X.

You can install crankcase protection, but the clearance here is not the highest, but will become even lower. And it will need to be unscrewed when changing the oil, which is not very convenient. The filter can be changed from below, so the protection will have to be removed in any case.

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Competitors and analogues

For the NC700X, the main competitors are its colleagues from the Honda NC700 series - especially for models that are current as of 2015. The most representative model is the Honda NC750X, the difference of which lies only in a more powerful engine. There are analogues from other manufacturers, for example:

• Kawasaki ER-6;
• Suzuki SFV650 Gladius;
• Yamaha MT-07.

Each of these models is very similar in its characteristics to the NC700X, but at the same time, they are all still being produced, and have slightly higher engine power than the NC700X.

Helmet inside

However, whether the model’s design is good or not is a purely personal question and belongs to the category of holy wars of discussion unfolding in the network space. But one thing cannot be taken away from the Honda NC700S: the motorcycle looks original and is unlike anyone else! Except perhaps for the co-platform creations of the Honda concern...

A distinctive feature of the NC line models is a unique steel frame, the lower pipes of which rush from the steering column to the engine crankcase at a minimal angle and are lost under plastic shields that partially cover the engine. The Honda power plant itself attracts attention with a cylinder block strongly inclined towards the front wheel, which harmoniously fits into the unusual frame. Due to this layout and original design, the NC700S has several unique features that distinguish this naked bike from its classmates.

And, perhaps, the main feature for which I fell in love with the Japanese naked bike from the very first day of the almost week-long test is the impressive trunk volume, quite unexpectedly located on the NC in the place where the gas tank usually “lies” on other motorcycles! The “locker” is indeed stylized as a fuel tank, and for most people the trick of removing a full-face helmet from the “gas tank” is an unexpected trick.

Especially for gas station workers who, every time they refuel a motorcycle, approach the false tank and humbly wait for the owner of the NC700S to open the fuel tank. The real gas tank of a naked Honda is located in the “tail” and even mainly in the center of the device, and the filler neck is covered by the passenger seat.

In addition to the constant wow effect and the ability to place a spacious trunk in the traditional place of the fuel tank, this arrangement has another undeniable advantage - good mass centralization. Add to this the ultra-low nature of the Japanese naked bike due to the design features of the frame and the location of the engine, and you will get not just banally simple and easy handling, but truly amazing maneuverability, literally mental obedience, for which the NC700S can be forgiven for all its shortcomings! . But more on that later.

Despite the design features of the NC model, the ergonomics of the device are classic: straight and comfortable fit, moderately wide handlebars, controls standard for Honda motorcycles of recent years, fairly low footrests and a low seat height. The latter quality will be especially appreciated by those of average height who are unlucky enough to be included in the Russian basketball team.

Owner opinions and reviews

This motorcycle can be assessed in different ways, but in general it corresponds to the high level declared by Honda. It is convenient for both everyday use and for solving more complex problems of moving over long distances.

Screenshot No. 1 of the owner’s review with the nickname “Muztorg”

Screenshot No. 2 of the owner's review

First impression

One of the obvious advantages of the bike can be seen without even getting behind the wheel and starting the engine. We are talking about the luggage compartment, which is located in place of the gas tank. According to the designers, it should fit an integral helmet, and it really does fit. True, those with large heads will have to work hard before their helmet will fit into the trunk. The second task that such motorcyclists will face is to take the helmet back out. The Japanese obviously foresaw this situation and made the trunk in such a configuration that the helmet fits in face up. This makes it possible to lift the window and pull the helmet out by the chin.

However, the container turned out to be very successful and useful. In addition to the instructions and a standard set of tools, which are located there in special compartments, you can put a lot of things in the trunk. The luggage compartment will be especially useful on long trips. It practically replaces the rear case. And if you add a rear net and a couple of suitcases, then you can even go on a trip around the world on the bike.

Marketing [edit]

The Integra is sold as a scooter in many markets,[16][17][18] but as a touring motorcycle in some. For example, it appears in the 2012 Honda Netherlands touring brochure, along with famous touring cars such as the Goldwing 1800. [19] Reviewers noted the model as a hybrid of a scooter (or maxi-scooter) and a motorcycle. [20] [21] Guy Procter of Motor Cycle News

referred to the Integra as a "super scooter" but wrote that it was "better understood as a decisive bridge between public transport and motorcycles", noting that it appealed to both motorcycle and scooter riders, as well as car switchers, in a way the previous hybrid failed to do ,Honda DN-01. [22]