Honda NC700X DCT – Road test

The platform on which the bike of this test is based is the same as the Integra that we've got to try lately. Which is why, when the test was proposed to us, the initial reaction was one of amazement and a bit of disappointment. Why try two such similar vehicles, one in a row? In reality, if under the skin we find the same frame, chassis included, the same engine and gearbox, the same tyres, the result is truly completely different. We're not just referring to aesthetics, the Integra is essentially a scooter, while the NC700X is a crossover, but to the way in which they allow themselves to be guided. If we were enthusiastic about the novelty in the world of scooters proposed by Honda with the Integra, here we are faced with a real motorbike. The fake tank (because it is actually a helmet compartment) between the legs and the high handlebars make the difference. Around the bends you ride in a completely different way, this is the charm of the motorbike. The real motorcyclist turns up his nose when he hears someone call his scooter a "motorcycle", so he will have to appreciate the new concept, the acronym NC that identifies this model is an acronym for New Concept, which Honda introduces with the NC700. The sales data confirm this: last year, for a few months, the NC700X was even at the top of the motorcycle rankings. It is now second, behind the "legendary" BMW R1200GS, a sales phenomenon in Italy for a few years now. The X comes out the winner if we make the comparison with the other 2 versions of the NC700 platform, the Integra and the S version, the naked. It is especially surprising that it can sell more than one scooter, in a country like ours, where these vehicles make the numbers, while motorcycles are left with only crumbs, with an increasingly smaller audience of "purists".

Aesthetics and finishes:

rating:  

In terms of design, the NC700X is a bike that pleases.

It's not just our personal taste that says it, but many people say it, the looks at the traffic lights or when we park the motorbike say it. If the Integra is more particular and, consequently, divides the public, the X is decidedly more conventional and balanced. Nothing seems out of place, with that front "beak" which is now a "must" of many motorbikes of this type, from the GS to the Multistrada, just to give a couple of examples. In this case it merges with the front headlight, above which there is a small windscreen. The line of the beak continues, in contrast with the color of the (fake) tank, almost up to the saddle. Precisely the beauty of the contrast of the colors with the matt black plastics means that the white of the sample under test is one of the colors that best suits the Honda NC700X. The line is high, enduro style, with that handlebar it makes you want to use it on every occasion. They prove it over 1.400 kilometers that we covered in the little more than 10 days in which we had the bike available. One of the best features of the NC700X is hidden under the fake tank. Comparing it with its sister Integra, but not only, the capacity of the compartment really makes the difference: without having to fit the classic, practical but not beautiful top cases and side bags, you can fit a helmet, even a large one, or luggage for a short trip. And without getting off the bike you have everything at your fingertips, in just a few moments. The level of finishing is excellent, with a perception of quality that also derives from the materials that were chosen. For the version tested, equipped with the dual clutch gearbox, the note of "extravagance" comes from the left side, where we do not find the clutch lever and the gear shift control. The parking brake control is located on the handlebars, a truly unusual detail for a motorcycle. The instrumentation is the same as the Integra, smaller in size but complete and easy to read.

Engine and performance:

rating:  

It's a lot more fun than the 52 horsepower makes you think

The engine, a 670cc parallel twin, with its 51,8 horsepower it might make you think of a different bike. Honda actually made a engine with lots of torque at the bottom, usable right in the range of daily use and in real driving. In fact, maximum power is delivered just over 6 rpm to the full advantage of use on open roads and in compliance with the speeds imposed by the code. Compared to the Integra here the weight is slightly lower, by around 25kg, and the performance benefits from this. It is surprising that, also thanks to the not exactly new tires of the sample under test, opening the throttle sharply while the bike is still at an angle, both easy to make it tail off in power, a truly unexpected result for a motorbike with just over 50 horsepower! In the city it is silent at low speeds, but always ready in case of re-acceleration. The dual clutch gearbox can be used in 3 modes, two fully automatic and one manual. Peculiarity of the In the city it is much more convenient to use one of the two automatic modes, where the sportier S maintains the lowest possible ratio, with the engine always "on fire". If with the Integra this mode seemed the best for extra-urban routes, thanks to the possibility of changing the gear ratio with the buttons on the handlebar, with the NC700X we found ourselves much better in manual mode. Being more "motorcycle", being able to choose and maintain the relationship is a great advantage. However, the effort is minimal you change it with the tip of a finger, and the best result. When driving on mixed terrain it is often necessary to keep a low gear to have all the power immediately available, other times you can use a high gear even in the event of reacceleration, avoiding the "kick down" downshift that the automatic would cause, as in the case of driving on the highway. Precisely at the classic 130 km/h motorway speeds, the gearbox allows you to maintain a particularly low engine speed, resulting in few vibrations, good comfort and reduced consumption. Let us then remember that the engine would already comply with the Euro 5 standards, which are not yet in force, and that the spark plugs require replacement intervals of 48.000 km.

Ride and handling:

rating:  

Versatile and easy to handle like few others, without the clutch in the city it is as comfortable as a scooter

If the doubt arose while trying the Honda Integra and the curiosity to try a real motorbike with this change it was a lot, now we can say that, with good probability, if not it will replace the classic manual gearbox, in the coming years we will however witness the proliferation of motorcycle models without the old clutch and related lever. Why the advantages are really evident and the compromise, to date, it's just that you have to spend a little more, but give up very little in terms of driving pleasure. In addition to the innovative gearbox the Honda NC700X proves to be a truly very versatile motorbike, with an enduro driving setting, very comfortable for city and extra-urban use, but with good comfort even on the motorway. Of course, the aerodynamic protection is not at the top, given the small size of the windshield. The chassis is identical to its two sisters, S and Integra, with identical 120/70 front and 160/60 rear tyres. There are only two brake discs, 320 and 240 mm, combined with a C-ABS combined braking system. The three pistons of the front caliper are controlled separately, two with the right lever, one with the rear brake pedal. The result is very good, although, especially if you travel with a passenger, it is best to always use both commands, even for minor braking. Otherwise the two pistons alone, which work on the single front disc, do not always guarantee a good speed reduction. At the front we find a fork with 41mm stanchions, and over 15cm of travel, mono with Pro-Link at the rear, with similar travel. When driving, the NC700X adapts well to the city, including pavements on which you may have to go up and down to park, it is very easy to handle thanks to the high handlebars and the wide steering angle, of 35°. It surprises when riding on mixed terrain, where we really enjoyed it. On hairpin bends it stands out for its great handling and for the possibility, by touching the control on the handlebar, to quickly downshift a gear if necessary. If the speed increases, a little caution is needed, especially in rapid changes of trajectory, where the soft enduro set-up causes the rear to "pump" a little, tending to cause the bike to break down.

Price and consumption:

rating:  

Really economical in consumption, the price list is 6.850 euros, a thousand more for the very comfortable double clutch

The price is obviously one of the items that have the greatest impact on the purchase decision. Six 6.850 euros for the “standard” version they are really well spent, a thousand euros more for the “without clutch” they are not few. In our opinion it's still worth it, you won't regret it and, on the NC700X, they also "include" 4 more horsepower. Consumption deserves a very important chapter. If the declared data often leaves some time behind, because the real consumption differs quite a lot, in this case the 25 kilometers with one liter is real, compared to approximately 27 declared in the combined cycle. This is demonstrated by a journey from Milan to Misano and back, of 800 km in total, done with 32 liters of petrol. A truly excellent result, considering that the speed maintained was practically always around 130 per hour, indicated by the GPS and therefore effective, against around 135 on the bike's speedometer. Similar result also with regards to extra-urban routes, but in the city it is still not much different.

PROS AND CONS
We like it:
Versatile, easy to handle, with low consumption and you can even have fun!

We do not like it:
Versatility has a price: it is perhaps too stiff in the city, but a little too soft on fast mixed terrain.

Honda NC 700X: the Motorionline Report Card

Motor:
Handling:
Gearbox and transmission:
Braking:
Suspensions:
Guide:
Pilot comfort:
Passenger comfort:
Equipment:
Quality price:
Line:
Consumption: