Honda NC 700 X: Lots of good reasons

20 Feb 2015 | Author: | Comments Off on Honda NC 700 X: Lots of good reasons
Honda Faze

Honda NC 700 X: Lots of good reasons

March 27, 2012 | Filed under: Honda | Posted by: Rana Abaidullah

Honda does not rely solely on high performance bikes or scooters utilities. The manufacturer develops a new strategy, and present three models based on a common basis and designed to meet the needs “essential”. First representative of the “family”, trail Honda NC 700 X wants versatile, economical … no-nonsense end?

Honda NC 700 X: First attempt

For the press launch of the NC700X. we were invited to Portugal, with a stopover on the Portia circuit, to try the new CBR 1000 RR. It was of course no question of calibrating the new Honda NC700X on the fabulous track in the Garvey, but it shows the diversity of the Honda catalog for 2012, between high performance and new pragmatic.

In short, if you missed the show in Milan, the Honda NC 700 X is based on a common technical base (motor and cycle parts unpublished) which will also equip the NC 700 S, a basic roadster and the Integra, a maxi-hybrid scooter. But for now, so let us approach the novelty of the day.

Simple, but not cheap

Aesthetically original and modern, Honda NC700 X appears quite consistent, and frankly less odd than the Cross runner, yet it takes a little profile. The NC 700 X is not really massive; its size is related to the displacement, no more, no less. By “around the house,” we do not rave on the proposed equipment. Steel frame, swing arm rectangular steel tube, single disc front brake (on a 670 cm3 amazing vintage 2012): it smells undeniably the economy.

However, the plastic of the bike designed between Japan and Italy – but actually meeting the country of the Rising Sun – are properly adjusted, the paint beautifully sequined welds and correct. In short, the NC 700 X is simple but not cheap.

Easy as a trail

If the data sheet indicates a saddle height of 830 mm, the boarding is none the less rather accessible. Thanks to the shape of the seat, it is possible to reach the toes of both sides of 1.65 m. An adjustable seat would still not too many. Defined as a crossover – a bike that mixes genres – NC700X approximates much of trails in terms of ergonomics.

Torso straight, arms slightly apart: at least it’s relaxing and you can see far enough ahead. The parallel twin, totally original, heating gently; With 670 cm3 and a crankshaft timing to 270 ° (as a Yamaha TDM 900), he is discreet enough. Nothing too surprising: it would surely more than the seed of utility rumbles like a trail adventurer.

As we had only the version with manual gearbox, it has not been possible to judge the approval of the new dual-clutch transmission, specially adapted to the Honda NC700X. For now, we scroll speeds as on any bike and we must recognize that the box does not offer the same pleasure as that of other Honda. The grip is none the less a formality and the first U-turns and maneuvers highlight the low center of gravity, good turning radius, ease in slower paces: there is the ease of trail in all that.

Horses useful not futile

The big question of this first trial involved the all new parallel twin, whose design efforts primarily on accreditation-like usual, the ease, and smoothness and fuel economy. Easy side, there is little problem: clutch and throttle controls are obvious to be assayed. Soft side, I imagined it more velvety, more particularly at low speeds round. In fact, this twin does not want to go below 2500 rev / min in current use, while its maximum torque (6.2 daNm) is situated only 4 750 r / min.

Let’s not exaggerate: urban developments do not require pouncing on the clutch for a yes or a no.

However, side-looking usual approval, the boiler scores; the times between 50 and 140 km / h are far from ridiculous. On fast track, and a boost is exceeded and carefree, even as a duo, we double without sweating with fear. Only a slight vibration coming parasitize the handlebars to 5500 rev / min. Acceleration longer supported or overtaking on winding county show a lengthening rather limited.

The red zone begins at 6500 r / min and the limiter located some 500 lap’s later sounds very brutal, making the bike heckle. You soon realize that it is essential to use this engine on the couple, between 3000 and 6000 rev / min. This may lead to reactive the opening of the handle (like all modern engines), lively and finally effective on the beach after all reduced.

Be careful with fans 4-cylinder or longer, they should not find happiness here. Maximum performance side, of course, the 51.8 hp. of the NC700X does not panic chromo. Expect a big 185 km / h on motorways counter – German … – Obtained slowly due to the sixth very long but has the advantage of lowering the engine speed to 4000 rev / min to 130 km / h. At least it provides an engine speed based on the motorway and is probably involved in reducing consumption.

It only remains to swallow kilometers, sit comfortably and moderately sheltered behind the small bubble series.

Honda Faze

Relaxing at all times

Over the miles, we discover a motorcycle quite effective. Thanks to its relaxing typed trail, which also supports a standing pilot? Good news for lovers of trails, although the countryside getaways are soon limited by the road profile tires. The behavior reveals a subtle blend of agility and stability.

And on the road, the 17-inch wheels add precision, especially Metzeler Roadster Z8 roadways Interact, persuasive on this bike.

Reading the road is very good and comfort is at the rendezvous, although the suspension (especially the fork) is a little dry on the small bumps. Also, if you change quickly from one angle and shines nervously against the fork causes a slight pumping. Against all odds, the single front brake disc “does the job” and the C-ABS Honda is once again displaying its effectiveness. Small coffee stop and hop, you slip the headset into the cargo bay formed in the false tank.

As a Mana, we will quickly get used to this cunning arrangement. Too bad it lacks a pilot and a protective coating, especially as the larger helmets seem to return to shoehorn.

The pit stop to check the average of the day: 4.2 l / 100 km against 3.6 liters/100km announced by Honda DCT version. Not bad but not exceptional either given the modest power, even if the Honda NC700X must take extra pounds. The Maxi test the Kawasaki Versys 650, for example, reported an average consumption of around 5.18 l/100 km, with a more powerful engine.

The debate begins, but if consumption “annual” is approaching 4 l/100 km, it is already very convincing.

Appraisal : improved, but quickly endearing

In the end, Honda NC700X is born. Assembly in an honorable way, it is not poor. The trunk, but could be improved, quickly becomes endearing. And the bike as a whole can also quickly become. Effective, easy to take, always comfortable, healthy and fun in turns, it draws upon the approval on a daily basis.

This will be an excellent companion every day, which will need to go on a weekend once a poorly equipped. And approval engine does not spoil the trip: it will simply get used to driving at low enough and plans to write off the extension. In return, you’ll spend less frequently in the gas station attendant.

In the case of “less”, this also extends a short hair (so to speak …) we will be outside sometimes improved damping and pettiness in equipment such as gear indicator missing – while it comes standard on DCT version – or an optional center stand. Remains a selling price … And here we must admit that a “ticket” of € 6,490 in ABS version is an argument to be placed in the column of “more”.


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