I noticed that feature as well; it is very pillion-unfriendly for a splash and dash refuel stop and a real PITA for anyone carrying luggage strapped across the pillion seat.
It's maybe not so bad if you want to encourage the wifey to get off the back of the bike and pay for the fuel

I surmise that you had no problems with Honda quality in that 16K miles.

A lot of the modern design of bikes are installing smaller fuel tanks against the fact that the engines are far more fuel efficient.
So, a 200 mile range is good enough for most circumstances/people.

I wouldn't use the word "slow" to summarise the characteristics of this bike that you list; it is different from some other bikes but, as an example, the Kawa Versys has a similar maximum power output with a very similar size of engine.
Perhaps a remap of the ECU would sort it for more sporting performance??

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Dave

I would concur that it is a nice handling bike, and the brakes on it are good. The ABS works well but I found the way the lever resistance disappears when it's triggered more disconcerting than on the only other ABS bike i've ridden (cbf5), but you can get used to that. I also like the fact that bike feels light for it's supposed weight, probably due to the a lot of the weight being low down.

200 Miles is a big enough tank range, but I reckon 250 would be 'perfect' for a bike with that fuel economy, so it's a shame they didn't make the tank that little bit bigger.


Speed and power are relative. I've never ridden a Versys but it does appear to be closely spec'd. However there can't be too many other bikes of a similar capacity that slow, especially if you don't include singles. Historical comparison can come into play as well. The thread currently above this one is about the cb550 four (I notice this because I replied to it some months ago). That bike is over 35 years old, yet made more power and was a lot faster despite not being a 'sports' model at the time, and of course smaller capacity. It seems the only way modern bikes can be made to be more fuel efficient is at the expense of performance. But I do maintain that above all else, the 'character' of the engine is not very pleasing when riding.

I didn't experience any problems with my bike. The company I was with had something like 30 of them. The only problems I saw first hand on other people's bikes was a failed spring in a horn switch, and another bike started coming up with an error code and display would flash on and off - They sent it back to the Honda dealership and I don't know what the result was. The two models used by the company (and the other big companies) before this were/are the cbf500 and cbf600. Every bike in the fleet would make it up past 100k miles easily, and don't think this would be any different for the NC (the courier companies wouldn't be buying them if it was).

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UK to Mongolia 2009, on a DR350

Good feedback guys!

Realistically, I don't think much more can be asked of a 700cc engine that is tuned for economy with appropriate teeth fitted on the gears/sprockets (as Nath says basically).
Change down thro' the box is the answer of course.

Low down weight sounds good.

You mentioned earlier that 250 miles per tank is quite possible - I can get that from my Versys (with a couple of litres spare). I believe this to be an achievable range for the Honda, even though some riders may want to play safe and fill up earlier.

Slow is an emotive word: slow to accelerate, slow in top speed, hmm.
The torque is more important for the former and the HP for the latter - it's all a compromise of the design basically.
Slow is also relative of course (my Honda Blackbird was fast!).

Character: Yep. We need that also. The current crop of designs are in danger of losing it, but it is very much a personal thing. You've put in enough time riding this bike to have a clear view on this.

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Dave

...the NC700 red lines at 6,500 rpm so an engine remap would probably be a waste of time/money. It's like riding a bigger bike and shortshifting through the gearbox but I became accustomed to it quickly. However, the top gear seems to have longer legs and there's little chance of hitting the limiter.

Comparing it to a Versys it is slower and not so 'willing' to be ridden quickly. The Versys is a great bike and inspires quick riding; I bought the NC because of build quality, fuel economy, price and storage space.

I have a Versys at present and I have reported on my first impressions of that bike in post number 6 in this thread:-
http://www.horizonsunlimited.com/hub...s-thread-65709

I also bought this bike for fuel economy, initial price and build quality; for the latter I am a little disappointed - various reports have said that Kawasaki quality has caught up with, and equalled, Honda but I am not convinced of that.
(see my comments about the suspension and marking of the finishes, if interested).

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Dave

FYI, I am putting a NC700X together for a part 1 up and part 2 up road tour of UK and EU in 2013.

I am from New Zealand and will be shipping the bike to UK and then ride around for 6 months from May.

I have ridden may road bikes including Blackbirds and 900Hornets. I choose the NC700X because of the very low positioned weight (for handling) and low fuel consumption resulting in 300km range before reserve. I plan to carry a 1 gallon rotopax for another 100km of emergency range before reserve.

The 21L storage box in the tank is another really useful bonus.

Cheers All..

The 700 is now replaced with a 750

Media reviews at Honda 2014 NC750X and Honda's NC750X in SA | Wheels24

I've just finished a long road trip with my 2012 NC700X, from Gibraltar to Kazakhstan, 29'000 km without any single problem (except the steering column retightened in Ukraine). The shocks and wheels are not really made for heavy duty (I will not take this bike in Mongolia for example, or in tough offroad), but even on russian and kazakh roads and tracks they have done the job !
And it's a very cheap bike, to buy and to use, with a 4.5 liters/100km max fuel consumption fully loaded.

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According to the dyno tests I´ve seen, it´s about 50 crank hp for the NC700, and about 70 for the Versys, DL650 and 650GS twin. The Transalp 700 was just about there in the middle, with about 60 hp.

These bikes are NOT about power, but 50 or 70 is still quite a big difference.

Fair enough, I was writing in very broad terms - having owned both a Blackbird (about 160 HP from memory) and a Fazer 1000 (150 HP?) all of these 650s feel much the same to me.
As you say, none of the 650s are about horsepower and the torque characteristics are more relevant.

I've just looked at the Versys handbook and the figures stated therein are:-
Power = 47 kW (64 PS) at 8K rpm
Torque = 61 N-m (45 ft lb) at 6.8K revs

I very much doubt that I have ever been near 8000 rpm on my versys (but I have on the inline 4s!)

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Dave

Finally an off road review of the NC700X.
RideApart Review: Honda NC700X | Hell for Leather Hell for Leather

I have a uk honda 700 dct . If i cruise at 60 mph i can get 83 mpg and have spoken to anothere owner with the manual gearbox who got 94 mpg on one occasion . Its more than capable of beating most cars but then i didnt buy it to do 100 mph everywhere

I have had my NC700X for 6 months in that time I have done 9000 miles some of them on easy pistes/unsealed roads in Morocco.
It carries it weight so low that it is not as bad as you would think offroad.With the right tyres it would/might be transformed.
i have consistently got in the high 70s to low 80s imperial mpg.Range 220 miles/350km
it has had one chain adjustment in 9000 miles (chain oiler from new)
the tyre life looks like it will be in the region of 10k rear 12/15k front.
it has,nt used a drop of oil in 9000 miles.The service intervals are 8k and the valve clearance adjustment are screw and locknut adjustment with good access once the radiator is moved out of the way.
it is plenty fast enough for RTW duties and being a low stressed Honda unit probably capable of a 100k.
Finally low mileage examples can be had quite cheaply in the UK.