Price: $6999 to $8999
Competitors: Triumph Tiger 800, Kawasaki Versys, Suzuki V-Strom 650 ABS
Powertrains: 670-cc parallel-twin, 6-speed manual/6-speed dual-clutch automatic
EPA Fuel Economy: 61 mpg (manual), 64 mpg (dual-clutch automatic)
What?s New: The Honda NC700X boasts a dual-clutch transmission and a 670-cc engine to go along with new features such as the integrated storage compartment and its enduro-inspired bodywork. The optional-clutch lever-free gearbox was derived from the DN-01 and is aimed at newer riders; it works like a traditional dual-clutch unit with a default D setting or an S mode for sportier shift patterns.
Tech Tidbit: Unlike its first-gen application in the wildly unpopular DN-01, the NC700X?s new dual-clutch gearbox incorporates a ?learning? function which works with the engine-control unit to detect the rider?s usage patterns and to alter shifting behavior accordingly.
Driving Character: Our test bike featured the dual-clutch option bundled with antilock brakes, and the gearbox required a reverse learning curve in which we tried to resist the urge to yank at a phantom clutch lever. Once you get some seat time to become accustomed to this bike?s curious ergonomic arrangement, though, everything becomes second nature. Toggles on the right grip switch between D or S modes, and your right forefinger operates the automatic/manual selector. Clutch-free shifts are actuated by your left thumb and forefinger.
While it took some time for me to adjust to the NC700X?s automatic shifts, the gearbox should do wonders for new riders who are intimidated by the traditional manual arrangement. The dual-clutch unit operates smoothly and unobtrusively, with relatively quick shifts that enable uninterrupted power delivery and easy operation matching that of any mild-mannered scooter.
Mellow off-the-line acceleration is followed by meaty midrange power. While it?s possible to extract reasonably strong acceleration from the middleweight 670-cc engine, the upper ranges of the powerband aren?t quite as satisfying as the gutsy oomph offered down below. An innocuous exhaust note doesn?t fuel the sensation of speed, though this motorcycle isn?t underpowered and can hang with quick moving traffic.
The front- and rear-linked antilock stoppers work without any perceptible pedal pulse, proving that Honda has some of the most advanced ABS technology on the market. However, we would have preferred a second brake rotor at the front for stronger stops. And while Honda has enduro pretentions with its 5.4 inches of front- and 5.9 inches of rear-suspension travel, an upright seating posture and cushy on-road dynamics suggest the NC700X will see far more use among sport-touring riders than adventure-seeking off-roaders.
Favorite Detail: Relocating the fuel tank beneath the seat not only lowers the center of gravity, but also frees up the hump behind the handlebars for a storage compartment big enough to swallow a large full-face helmet. Sure beats lugging your lid along when you park your bike. Available saddlebags and a top case are easily removable and further expand the bike?s long-distance abilities.
Driver?s Grievance: The NC700X would be a more enticing contender for experienced riders if its personality were a tad spicier and its 670-cc parallel twin was a pinch more powerful. Also, it?s too bad antilock brakes can be had only with the dual-clutch transmission. Plenty of traditionalists prefer a manual gearbox but crave the security of ABS.
Bottom Line: Following several years of product lineups that didn?t meet consumer needs, Honda has finally produced a product that seems perfectly synchronized with the demands of modern motorcycle buyers. Affordable, attractive, and capable enough for a broad variety of riding purposes, the NC700X ticks more boxes than most while offering the option of an automatic transmission for new riders who fear the clutch lever. It may not be saucy enough to attract aggressive sportbike riders or familiar enough to lure old-school bikers. But the NC700X is a utilitarian 21st-century tool that hits a hard-to-define sweet spot.
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