2012 Honda NC700X DCT ABS Road Test Rider Magazine

13 Июн 2015 | Author: | Комментарии к записи 2012 Honda NC700X DCT ABS Road Test Rider Magazine отключены

2012 Honda NC700X DCT ABS Test

The 2012 Honda is aimed squarely at new and returning and experienced ones who want an second bike.

Photo Kevin Wing


November 8, 2012

Motorcycles are not Even if your main in buying one is to accomplish a daily like commuting with the possible vehicle and fuel few riders would be satisfied a motorcycle that is as dull as a We still want performance excites us, looks that our passions and make the right and an overall ride and features are well suited to what we to do, whether it’s sport adventure riding, cruising, or all of the above.

Not a problem, sir, this way. Check out $12,000 beauty with 120 It’s fast, sleek and 40 mpg!

Forty mpg? so 10 years ago! My neighbor’s gets 42 mpg. $12,000, are you We’re on a budget. What ya’ got?

Exposed sump, and 17-inch front wheel the NC700X to graded dirt

And that’s just it. There isn’t much out there ticks all the boxes for new riders or experienced ones who want an second bike. Most if it’s cheap and gets 60 mpg a boring slug, and if it makes our race the price and poor economy give us a heart

Honda has responded to this by offering several new low-cost, appealing motorcycles and scooters—CBR250R, PCX150—to give new and returning more options. But its lineup suffered from an enormous gap between the $4,099 CBR250R and above it more full-sized isn’t a cruiser.

Generous cornering clearance and handling make for serious fun on roads.

Enter the NC700X, and to be gobsmacked. I kid you not—this is the bike of you have been asking more. The base model $6,999, weighs just 474 gassed up and has appealing, adventure-bike and suspension travel with low, upright seating make it pretty good for about any kind of riding.

And you find its full-face helmet-sized storage compartment on anything in price range that a scooter.

So what’s the catch? there isn’t one really, as as you’re willing to spend all of time riding the way we usually most of it—in the rev range 6,500 rpm, the NC700X’s To put that limit in perspective, large-displacement bikes and big V-twins lower redlines of 5,500 rpm or so. But in the range, 6,500 rpm is unusually air-cooled singles of this rev to more than 7,000, twins to 8,000 rpm and more.

you’re a racer or sportbike we rarely ride our bikes at engine speeds, though. the 6,500 cap on the NC700X parallel allows a number of things to into place—namely that lighter engine components can be in a long-… design that low- and midrange torque, as as fuel efficiency and cost.

at 29 liters each, the bike is quite narrow with the saddlebags installed.

That may like damning with praise, but even more modern automotive engineering—which it is. calling its engine half of a Fit car engine is a bit of a stretch, that SOHC 16-valve in-line and the NC700X mill share architecture, like their 73.0 x 80.0mm bore and Accessing available technology cut and development time.

Its long … and 270-degree crankshaft with counterbalancer the NC700X develop plenty of with a nice loping and feel without vibes. tricks like a single throttle body for the twin-cylinder and a unified exhaust port for cylinders increase fuel and lower costs by allowing a shorter catalytic converter.

the NC’s engine forward 62 gives the throttle body a shot at the intake ports, and the a lower center of gravity for nimble handling. Light, aluminum roller rocker with screw-and-locknut valve-lash are used for the first time in a The engine styling is simple but with piping minimized and plastic covers hiding metal just doing its

The bike is a global one, designed and built to meet the and fill the model lineups of countries around the world one bike.

Optional tall light/protection bar, lower deflector cowl and luggage installed on our NC700X test

The idea is versatility, accessibility and at a price that lowers the to a do-everything, grownup motorcycle. to that goal, Honda the NC700X with an automatic transmission with Drive and modes as well as manual A limited number of test meant we asked for one to review all the options, including the DCT, also meant we couldn’t test it (the front must be spinning to shift out of

American Honda doesn’t power specs, but in Europe the is rated with 47 horsepower at rpm (51 for the standard transmission bike) and lb-ft of torque at 4,750, to a mid-sized cruiser, so there’s power for most solo even with the full of luggage and accessories.

At the press intro, the standard we sampled had a light clutch and shifted smoothly and easily. We spent a lot of time riding our NC700X DCT ABS in manual shifting to get a feel for what the standard bike is like. The engine is and makes a nice burbling under acceleration, and cruises at a 3,200 rpm in top gear at 60 mph.

lived up to the efficiency promise by a whopping 59.8 mpg average being ridden quite and two-up at times. The low redline take some getting to, particularly when passing or spirited, sporty riding, you’ll bang into the rev if you don’t upshift soon Most solo riders adapt to this easily, never even notice it, but if you two-up regularly you will wish for more power and

Digital display is compact but Parking brake lever is by mirror mount.

For 2012, revised the VFR1200F sport-tourer’s DCT transmission to operate more and the smaller, lighter 2nd Generation DCT for the works even better it. Of the two auto modes, Drive is quick to upshift, noisy and used just for saving but Sport works well in fact, closely imitates my own points. And in this bike, it doesn’t you can override it, which an enormous difference in the DCT’s

Clutch and foot shift are absent, you can leave the throttle on you shift, and the bike automatically to first at stops in any of the three I ended up alternating between and manual modes, using the shift buttons on the handlebar both on most rides, and the combo enough that I it briefly after switching

At $8,999 for the DCT ABS model, offering the of an automatic dual clutch on an economy bike for an additional strikes me as kind of a non-sequitur, it does make the bike easy to ride. You don’t to get DCT—except that in this it’s the only way to get ABS brakes, American Honda’s explanation is it chose the standard and DCT ABS model as having what it believes to be the appeal for its customers.

Translation? AH riders who want ABS will want DCT, too. time will tell. if the bike sells well, it can room for the middling ABS, version (NC700XA).

Integrated compartment holds 21 liters of or a full-face helmet.

On either the or DCT ABS model, you’ll enjoy a but reasonably comfortable rider’s that is low and narrow enough I could get both feet on the ground, even with my inseam. The NC looks adventure-touring big but is really about ¾ the size of of them, with higher, rearset footpegs and a slightly but equally tall handlebar.

riders may find their a bit cramped, but those of us closer to the can ride in comfort all day. may have the same complaint legroom, and will definitely a better seat if they any better, but the grabrails are great.

We were pleasantly surprised by the and linear feel of the NC700X’s despite just having a disc in front. They worked better than bike in the comparison test follows and inspire confidence, two-up. On our DCT ABS test bike, the ABS smoothly and seamlessly when too, and is linked rear-to-front to with hard stops.

We did having an adjustable brake but I guess that’s the price you pay. Suspension front and is basic and only has inconvenient preload adjustment in back, but set for your weight, it handles everything thrown at it well it’s damped and sprung on the side. Handling is very with a light, flickable to the steering that helps it like a sportbike on its excellent Roadtec Z8 tires.

It has lots of travel and decent ground so you rarely find the peg feelers, but 17-inch front wheel limits dirt riding to a pace on graded roads.

scalloped brake rotor is by 3-piston caliper; ABS is optional.

out with the full 40-pound of Honda accessories for the NC700X, our DCT ABS bike’s wet or curb weight from 505 pounds claimed to 545 knocking its remaining load down to 390 pounds. The standard ABS) model only a claimed 474 pounds and has the same of 935 pounds, so if you’re looking to its carrying capacity, start the standard model.

Both that great 21-liter storage compartment where the tank would normally be, has an auto trunk-like lid you can slam on an amazing amount of stuff including a large full-face The tradeoff is that the fuel is under the passenger seat, that you remove a seatbag to No big deal really, since at 60 mpg you can more than 220 miles fill-ups, and your mileage probably be better.

Among the extensive accessories were designed for the NC700X, the top trunk, wind deflectors, heated grips and 12V accessory are especially functional and work The optional bigger windscreen can be improved upon by the aftermarket, it’s still quite

Therein lies the crux of the matter, too—if it sells and it probably will, the aftermarket answer any question that has not. Thing is, this is one that already ticks all the for a lot of riders. If you’re not looking for a lot of and just wanna ride, the is the answer.

SOHC parallel shares some design the Honda Fit car engine.

2012 NC700X DCT ABS

Base Price:

Price as Tested: $11,598 ABS model, MSRP $8,999, Tall Windscreen, Fairing Accents, Fairing Air Deflectors, Bar, 45-Liter Trunk, Saddlebags, Centerstand, Lower Deflector, Heated Grips,

Honda FES 150 ABS
Honda FES 150 ABS
Honda FES 150 ABS


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