2012 Honda NC700X - First Ride

When the big economic crisis struck and the going got really tough for the motorcycle industry, the tough kept going. Honda upshifted and responded like the world leader that it is, redefining the sport to attract a new generation of riders and revitalize the battered old legion searching for a new direction after years of "new-and-improved" machines that have steadily grown more potent and, in some cases, less user-friendly.

Honda started this revolution with a blank screen; nothing stored on an existing hard drive was capable of accomplishing this mission. Besides being a terrific value for the money, the new package had to be highly versatile. It had to show conceptual flexibility. How many variations could be extrapolated from a single design? In this case, there are three: the Integra maxi-scooter and two motorcycles, the naked NC700S and NC700X adventure-touring crossover.

In creating these three machines, Honda has once again surged to the technical/technological lead with a rational project using unequalled synergies to drastically cut production costs without reducing quality. The heart of the package is a compact parallel-Twin with cylinders inclined forward 62 degrees. A massive steel trellis frame tightly “encages” the engine, following its low profile and using it as a stressed member of the same structure.

This design is superbly functional not only for its solidity but also for its highly innovative low profile that leaves plenty of usable space between the steering head and seat. Honda used that space for a false gas tank/luggage compartment; the actual 3.72-gallon tank is located under the seat.

The frame itself is linear, consisting of two 38mm tubes running a curved line from the base of the steering head to the rear of the engine cases. Smaller, 35mm tubes triangulate down to the main spars from the top of the steering head in stiffening-member mode, with additional 35mm tubes mating to the main ones at the bottom of the steering head and running down to the front engine mounts. A pair of 32mm tubes provides further triangulation midway down the main tubes. The structure is clean and has excellent torsional rigidity.

From a geometrical point of view, the rolling gear of the NC700X follows tried-and-true rules, spanning a 60.6-inch wheelbase and sporting rather conservative steering geometry: 27 degrees of rake and 4.33 in. of trail. This same rolling gear is shared by the Integra and naked NC700S. Only difference is that the NC700X stands a little taller than the other two due to its longer-travel suspension: 6.04 in. for the 41mm fork and 5.9 in. for the Pro-Link shock. It follows that seat height goes from 31.1 in. on the Integra/NC700S to 32.6 in. on the NC700X.

On the other hand, the all-new parallel-Twin is the same for all three models. Honda poured a lot of its automotive experience into this project to make the Twin user-friendly and maybe even more “sober” than its other motorcycle engines. It all begins with a 73mm bore and an 80mm stroke for an actual displacement of 670cc. The only other current Honda two-wheel examples of this “undersquare” type of engine design are the VT1300X chopper and little CBF125.

But these types of measurements are rather commonplace on Honda’s automotive side. The smaller bore means more-compact cylinder spacing, making the engine narrower and easier to wrap in a neat frame. Consequent to the smaller bore are the compact combustion chambers, semi-Heron-style, that breathe through four valves of relatively small diameter set at a narrow included angle to further maximize efficiency and reduce fuel consumption.

Distribution is by a chain-driven sohc featuring large base-circle cam lobes to better control and smooth accelerations on the valvetrain. L-shaped rockers have roller-type cam followers to reduce friction. The profile of the combustion chamber is so clean that it only demands 12 degrees of spark advance at idle and not more than 20 degrees at full power. An advanced electronic ignition/injection system takes care of the feeding through 36mm throttle bodies. The manifold for the 2-into-1 exhaust begins immediately downstream of the exhaust ports, inside the head casting.

Only one exhaust port exits the head, making it possible to install an advanced catalytic converter up high for maximum efficiency since the exhaust gases there are still very hot; this also comes from the automotive world. Compression is a moderate 10.7:1. The crankshaft is forged in rather conventional 360-degree crank- throw fashion; then, while the steel is still in its hot plastic condition, it is twisted to set the throws at 90/270 degrees. This produces the same firing sequence of a 90-degree V-Twin and thus the same solid torque-delivery characteristics. In addition, this crankshaft configuration only needs one balance shaft to cancel primary-order imbalances (same as 180-degree cranks with which torque delivery has traditionally been poor).

The NC700X unit comes in two power and torque levels: 51 horsepower at 6250 rpm and 45.7 foot-pounds at 4750 rpm when teamed with a standard six-speed gearbox; and 47 hp and 44.2 ft.-lb. of torque, also at 4750 rpm, when associated with the new-generation dual-clutch transmission. I tested the standard mechanical-gearbox model.

Of the three models, the NC700X is the best seller in Europe, where the appeal of this type of motorcycle remains strong. Honda has patterned the styling of the NC700X after that of the Euro-only Crosstourer and Crossrunner, whose “broad-chest, slim-hips” look made them instant successes. It has worked for the NC700X, as well. Plus, the 700X is competitively priced at less than 8000 euros ($6999 stateside), and its engine delivers a claimed 66 miles per gallon, according to the European homologation cycle.

All of this adds up to an affordable, versatile and efficient motorcycle that is a pleasure to ride. At 472 pounds, it's not particularly light, yet it feels light. I expected the conservative steering geometry, long wheelbase and tall seat height to offset the low center of gravity, slowing steering response at walking speeds, but that's simply not so. The X feels lively and delivered excellent maneuverability even through the congested traffic of downtown Milan.

In addition, the engine is very smooth, easy to dial to the desired level of performance but more than adequately strong when full throttle is applied. Top speed is a healthy 117 mph, and cruising all day long at a semi-legal 85 mph is just a laugh, since even at that speed, fuel economy is 47 miles per gallon.

The big surprise came when I pushed the 700X on a twisty backroad. Steering is precise and reassuring, and gratifying lean angles happen just like that. Thus, the X can keep a fast pace without stressing its rider. The comfortable, ergonomically correct riding posture and competent chassis dare adopting a more aggressive riding style, and that smooth and torquey engine offers all the supportive response one needs to perfectly balance the bike while scratching the footpegs in corners. The bike is shod with 120/70-17 front and 160/60-17 rear tires, and they proved to be more than adequate, keeping the bike neutral and easy to lean over with no funny reactions.

Braking is the only department that might need some attention. The single “daisy-style” 320mm front disc and three-piston radial-mount caliper, and the 240mm rear rotor and related single-piston caliper do not deliver all the stopping power the bike deserves. First, one has to adapt to the integral braking system, stomping hard on the brake pedal to also get the best out of the front brake while also squeezing the related handlebar-mounted lever. ABS is standard to prevent excessive enthusiasm, but I would welcome a dual-disc front brake system.

That single concern aside, all of this works to make the Honda NC700X the first “intelligent bike” that is rapidly climbing the sales charts here in Europe and might set itself at the top by the end of the year. As for the U.S., we’ll have to wait and see.