MotorcycleDaily.com – Motorcycle News, Editorials, Product Reviews and Bike Reviews

Motorcycle News, Editorials, Product Reviews and Bike Reviews

Honda Announces Availability of NC700X in U.S. Market This Summer

We previously brought you information about three new Honda models featuring a 670cc parallel twin and available Dual Clutch Transmission.  One of the models is a scooter/motorcycle hybrid called the Integra, and our announcement of this bike provides much of the detail regarding the engine and transmission shared by all thee models. The other two models include a naked and an adventure-style machine.

Honda announced today that it is bringing the adventure-style bike, known as the NC700X, to the U.S. with a scheduled availability at dealers this summer.  U.S. MSRP will start at $6,999 for the manual transmission version, and several accessories (including the luggage shown in two of the photos in this article) will be available to increase its touring/commuting appeal.  The DCT and ABS systems add $2,000 to the base price for a total of $8,999.

Honda has gone to great efforts to combine real world performance (high torque in the street rpm range) with outstanding fuel efficiency.  Indeed, we expect the NC700X to easily achieve 60 mpg here in the states.

The relatively low price and available second-generation DCT and Combined Antilock braking system are intended to make the bike broadly appealing to both experienced riders and inexperienced riders alike.  A reasonably long-travel suspension system should provide some versatility to a machine that is designed primarily for street use.

Here is the list of features and benefits provided to us by Honda.

Check out the 2012 Honda NC700X, and what do you see? An adventure-style bike? An urban assault commuter? A country road explorer? A two-up getaway machine? Or perhaps all of the above? Whatever your personal vision of the NC700X may be, color it fun because this is one bike that offers a perfect blend of style, handling and power for tackling whatever the day’s agenda may hold. Credit its long-travel suspension, abundant torque and more, plus a six-speed gearbox or the choice of an automatic Dual Clutch Transmission (DCT) with a Combined Antilock Braking System. So whether you’re new to the sport, a longtime rider or just getting back into the riding scene, the NC700X offers the comfort, ease of use and practicality of an everyday motorcycle that’s also surprisingly affordable.

Features & Benefits

  • All-new liquid-cooled eight-valve 670cc parallel-twin engine pumps out plenty of torque in the low-end and midrange for easily accessible power.
  • The impressively broad torque curve gives the NC700X an extraordinarily linear and smooth power delivery.
  • Purpose-built engine architecture with a relatively long engine stroke (80mm combined with a 73mm bore diameter) and a high-inertia crankshaft add to the NC700X’s extremely tractable power characteristics.
  • The 62-degree forward lean given to the cylinder assembly facilitates near-vertical mounting of the single 36mm throttle body for superior intake port positioning and shaping. In addition, special shaping to the combustion chambers further enhances engine combustion efficiency for clean burning and optimal power production.
  • Engine balancer shaft quells vibration for smooth, comfortable operation.
  • Programmed Fuel Injection (PGM-FI) continuously monitors numerous variables to ensure the correct fuel mixture for existing riding and atmospheric conditions, thereby delivering optimal performance and remarkably crisp throttle response over a wide range of operating conditions.
  • NC700X features manual six-speed transmission.
  • NC700X DCT/ABS features a second-generation automatic six-speed Honda Dual Clutch Transmission that uses two hydraulically controlled clutches to deliver quick and smooth gear changes in a choice of three modes: Manual (MT), which allows the rider to shift gears using buttons, and two automatic (AT) modes—S for sport riding and D for everyday use.
  • DCT model also features Honda Combined ABS to provide full antilock functionality for powerful and secure braking action.
  • Fuel tank located under the seat contributes to mass centralization and a low center of gravity, making the NC700X feel remarkably light.
  • Large 21-liter secure internal storage area (positioned where the fuel tank typically rests in other models) accepts a helmet or other gear for added versatility.
  • Fuel capacity of 3.7 gallons gives the NC700X a cruising range of nearly 240 miles.
  • A rigid and compact diamond-shape steel frame, low center of gravity plus long-travel suspension help make the NC700X delightfully responsive and agile.
  • Brawny 41mm front fork provides a full 6.0 inches of travel, while the Pro-Link® single shock rear suspension system delivers an impressive 5.9 inches of wheel travel.
  • Open, roomy ergonomics position the rider in a well-balanced seating position for all-day comfort.
  • Modern adventure-bike styling gives the NC700X the look of an urban assault commuter as well as a country road explorer.
  • Windscreen and bodywork route wind around the rider, adding to comfort and reducing fatigue.
  • A large array of available accessories allows owners to add just the right combination of capabilities to suit individual preferences and expand their adventure.

Honda Genuine Accessories†

  • 45-Liter Rear Trunk, Rear Trunk Liner, 29-Liter Saddlebags, Saddlebag Liner Set, Saddlebag Panel Kit, Windscreen (High), Rear Carrier, Front Side Cowl Panel, Foot Deflector Kit, Leg Deflector Kit, LED Fog Light Kit, Front Accent Pipe, Heated Grips, 12V DC Socket Kit, Centerstand (Final accessories are TBD and are subject to change without notice)

† WARRANTY: Because we’re so confident in the quality of each of our Honda Genuine Accessories, we’re pleased to offer one of the best warranties in the industry. One-year warranty begins on the day accessories are purchased by the customer.

2012 SPECIFICATIONS

Model: NC700X / NC700X with Automatic Dual Clutch Transmission and Combined ABS

Engine Type: 670cc liquid-cooled parallel-twin

Bore and Stroke: 73mm x 80mm

Compression ratio: 10.7:1

Valve Train: SOHC; four valves per cylinder

Induction: PGM-FI with 36mm throttle body

Ignition: Digital transistorized with electronic advance

Transmission: Six-speed / Automatic six-speed with two modes and a manual mode

Final Drive: Chain

Suspension

Front: 41mm fork; 6.0 inches travel

Rear: Pro-Link® single shock with spring preload adjustability; 5.9 inches travel

Brakes

Front: Single 320mm disc with two-piston caliper / Single 320mm disc with three-piston caliper

Rear: Single 240mm disc with single-piston caliper / Single 240mm disc with single-piston caliper; Combined ABS

Tires

Front: 120/70ZR17 radial

Rear: 160/60ZR17 radial

Wheelbase: 60.6 inches

Rake (Caster angle): 27.0°

Trail: 110.0mm (4.3 inches)

Seat Height: 32.7 inches

Fuel Capacity: 3.7 gallons

Estimated Fuel Economy**: TBD

Color: Light Silver Metallic

Curb Weight*: 472 pounds / 505 pounds

*Includes all standard equipment, required fluids and full tank of fuel—ready to ride.

**Honda’s fuel-economy estimates are based on EPA exhaust emission measurement test procedures and are intended for comparison purposes only. Your actual mileage will vary depending on how you ride; how you maintain your vehicle; weather; road conditions; tire pressure; installation of accessories; cargo, rider and passenger weight; and other factors.

Meets current CARB and EPA standards.

Specifications subject to change without notice.

101 Comments

  1. Rod Panhard says:

    I threw a leg over it at the motorcycle show at the Javits Center on Saturday. I have a 31″ inseam and had no problem with the height. They got the center-of-gravity way low on this bike so at rest, it feels lighter than it’s actual weight. I’m VERY excited about this bike and think I’d be content to trade both my scooter and motorcycle for it. THANK YOU HONDA.

    Report this comment

  2. Jeremy in TX says:

    It is a neat bike (though pretty heavy) and priced competitively. But why couldn’t one have the ABS without the auto-clutch? This doesn’t bode well for me. I remember watching manual trannies disappear from automobiles as more and more desirable options were packaged with an automatic transmission only. I would hate to see motorcycles go that way. I love manual clutches and shifters. They may be a relic of the past I guess, but it makes me feels more a part of the machine which is why I like motorcycles in the first place.

    Report this comment

  3. Doc says:

    This would probably be a great bike if people give it a chance. Styling is too different for my tastes but at least it isn’t a Multistrada(Talk about fugly). But would I buy it? No. My interests lean towards more traditional styling cues. My current bikes show that, Road King and W650. Honda, if you are listening, please import the CB1100F. I will buy it!

    Report this comment

  4. Gary p says:

    Seriously no ABS unless you go DCT? little extra fuel, you think Honda would have learned from VFR, hopefully I can touch the ground, double discs up front just for marketing! Maybe Honda is starting to get it back together, always loved my Hondas but haven’t bought one since 06 and replace both my bike and my wife’s with something else

    Report this comment

    • Jeremy in TX says:

      You’d think that at 500 lbs, it would need the extra disk for safety, not just marketing!

      Report this comment

      • Dave says:

        Safety from what? A decent single disc is more than adequate. Most riders can’t put real sport bike braking power to use. Many crashes are low sides caused by panic braking up front.

        Report this comment

      • mickey says:

        My Nighthawk 750 weighs more than that and has a single disc up front (and a drum brake in the rear). I have never felt unsafe riding it from a braking standpoint. My brother’s 2003 Triumph Bonneville also has a single disc up front and he has never complained about a lack of braking power either. Then again, we just ride (and not race), which I would imagine this bike was designed for.

        Report this comment

  5. Bob says:

    Smart bike for a smart price. Very utilitarian and well suited to those looking for inexpensive transport. Won’t eat chains/sprockets and tires like a RR. Plenty of storage and available narrow cases for city commuting. Suspension is basic but this isn’t a race bike and if it’s ridden sensibly, it will behave just fine. A sensible bike for sensible people.

    The only crock is not offering ABS on the manual.

    Report this comment

  6. johnalex says:

    This might just be the replacement for my Aprilia Pegaso 650 which is mainly an urban assault bike. Wide bars, longer travel suspension, top box, passenger space…I am good to go.

    Report this comment

  7. ziggy says:

    It’s funny–whenever I see the promo photos for these leggy mega beasts, the background is always some sort of rugged hilltop or swept alpine landscape. But the bike is invariably on pavement. I still can’t wrap my head around what these behemoths are for. They’re barely useful off the beaten track while at the same time lacking the creature comforts or performance metrics of a quality sport tourer on road. Weight is a huge issue as well. I can see where a GS 800 or 650 Strom could be converted either way to be a decent true all rounder. But what the hell could this thing do that couldn’t be done by either of those, or for that matter, some kind of sport tourer? I’ve been all over the world and i still can’t think of a road or riding conditions where this bloatmobile would be a natural fit.

    Report this comment

    • Dave says:

      You just summarized the entire US SUV auto market, and possibly the intention of the Adventure Tourer segment of motorcycles.

      Some of the offerings in this segment offer real difference and value (of this tops 60mpg, that’s valuable), but it largely seems to be an aesthetic to appeal to another cross section of users.

      Report this comment

    • mickey says:

      “Adventure bike” is really a misnomer. Since the demise of the UJM some of us have been wanting bikes that a bit of a do it all with decent ergos, range, the availabilty to carry some gear at a decent price. The “Adventure bike” is really just an updated version of the UJM. Even though they resemble bikes that can conquer the deserts, mountains, and jungles, in reality they are just very good “standard” street bikes. Much more useful in most instances, for more people, than a full on tourer, sport tourer, street fighter, cruiser, sport bike or scooter (in the case of the DCT version).

      If they put a 7 gallon tank on it in the normal place people would say the center of gravity is too high, if they put a belt or shaft on it people would say it’s difficult to change gearing, if they put a 21″ front wheel and an 18″ rear wheel people would say it handles funny carving the canyons, the same with knobbies or trail tires, if they put USD Ohlins, and triple discs with mono block brembos, people would say only snobby rich people could afford it.If you think a curb weight of 475 or 505 is heavy, you are welcome to ride my ST 1300 with its 717 pound curb weight (500 pounds would seem absoluetly lithesome) which I’ve ridden down dirt/gravel fire/forest roads many times.

      The NC700 is not a 450cc enduro, it’s a 700cc STREET bike…. one built to a price point. Could it be lighter? Sure. Could it have more horsepower? Sure. Could it have top of the line suspension and brakes? Sure. Could it have a single sided swingarm? Sure. Could it have all the latest electronic gadgetry? Sure. If it had all that, could Honda still sell it for $6999? Not a chance. It would probably be more like $1599 which all those top of the line “Adventure bikes” (which are not really meant to go off road either) which have all that stuff cost.

      Hell of a bike for what they are asking for it IMO.

      Report this comment

  8. Louis says:

    After reading the article from the UK (posted by Joey Wilson) I see where Honda is going with this bike. If fuel prices really go up in the near future, this bike could become a hot seller. I only wish US moto mags could write an article like this one. One thing I don’t understand is why magazine tests always have to post gas mileage numbers that are so much lower than real world results. I know they abuse the throttle to check out the machines’ envelop, but how hard would it be to just go for a ride at normal (sane) speeds and see what the mileage would then be? I easily get 57mpg on my ’07 V-Strom 650, but have also seen 66mpg. The magazine tests? In the high 40′s.

    Report this comment

  9. tepi says:

    Since Honda doesn’t say anything about the fork design, I must assume its a damper-rod and not a modern (since 80′s) cartridge design. Damper-rod + 6″-suspension = bad. Expect wallowing and bottoming on braking and hydraulic lock on bigger, faster hits. Honda gets away with this because the public is under-educated about suspension designs – I blame the magazines that focus on fashion trends (USD forks) and not on performance.

    Report this comment

  10. Norm G. says:

    now this is how you leverage a platform.

    Report this comment

  11. S Calwell says:

    I would cheerfully pay $1000 more (maybe $1500 more) if it only weighed 60 or 80 lbs less. Then it would accelerate better and handle better too. The good… ergos and price. The bad… underpowered, built to a price point and HEAVY! I am in the market for a bike similar to this. The contenders are KTM SMT or a Tiger 800. I am afraid this bike is too weak to compete.

    Report this comment

    • CBR250R says:

      I agree whole heartedly with you S Calwell. I don’t care how affordable the bike is – if I “deem” it too heavy for my tastes – then I simply won’t buy it. Now – if it was 70 lbs less, it would make the bike even more nimble, increase fuel economy even more (wow), and improve acceleration. I would be WILLING to pay $1500 extra for that. Then again – I also own a WR250R that people consistently say is overpriced. But I was willing to pay the extra price for the extra power, fuel-injection, better suspension, and lighter high-quality components that the WR250R offers compared to its competition.

      Report this comment

    • Dave says:

      Triumph Tiger 800, 462lb, $9999. ~40lb less, not 60-80, $3k more, not $1.5k.
      KTM SMT, 463lb (also 40lb less, not 60-80), $14k!! That’s DOUBLE the price.

      You’re comparing Honda to Lotus and Porsche.

      Report this comment

  12. mugwump says:

    After reading all of the posts I would just like to add that I’m appalled at the lack of an upside down swing arm and single sided front fork. Really? This will never sell!

    Report this comment

  13. Joey Wilson says:

    BTW, made in Japan. I’ll be very interested to test ride one. Found this ride test from the UK:

    http://ashonbikes.com/content/honda-nc700x-0

    Report this comment

  14. LTR says:

    Hard to believe Honda is selling this bike at such a low price point , but then again it only has a single disc up front and non-adjustable front suspension . The engine configuration and location of the gas tank should give the bike a lower center of gravity than most adventure bikes which might make it a bit more appealing than my V Strom from that aspect. I could be looking at getting one of these used a few years from now , especially if reports of 70mpg that I’ve read on another internet review turns out to be true .

    Report this comment

    • sherob says:

      The gas filling location will be a major pain for those that want to try and make this a DS bike. Who is going to strap gear on their seat, then have to take it off every time they need to fill up? *FAIL*

      Why be cute, why not put the gas filling location where they normally are? You could still put the tank low and under the seat like you do on the Wing!

      Report this comment

      • LTR says:

        Yeah Honda should have made the luggage rack standard equipment once they decided to put the fuel filler under the rear pillion .Still this is a unique bike that Honda claims beats it’s own CBF600 to 75 on shear quickness from the torque out put . And if it can top 70 mpg it will be a bike many will want for that aspect alone .

        Report this comment

  15. Steven S says:

    Hey, nice Versys.

    Report this comment

  16. Keith says:

    If this had a belt drive and would lose about 50 pounds, it would be my next bike. At that price, it may still be, anyway.

    Report this comment

    • Irv says:

      Any bike with off road pretensions must have chain drive so that the ratio can be adjusted. Very difficult with belt and pulleys.

      Report this comment

    • Superlight says:

      Chains are not the maintenance nightmares they used to be, what with O-ring designs and no-splatter lubricants.

      Report this comment

      • Bob says:

        Chains are better than the old days, yes. I’ve never found a “no splatter lubricant”. I’m diligent with mine. Clean it while hot and lube while still hot so it can soak in. Wipe off excess. Don’t ride until the next day. Still flings off. Gotta say, I hate lubing the chain and paying for lube.

        Report this comment

        • Irv says:

          and another thing… A belt must be kept at constant tension. This means limited rear suspension travel. A situation further aggravated by the larger diameter countershaft pulley.

          Report this comment

  17. MGNorge says:

    It rather makes me wonder why some feel compelled to run down their checklist of features (single-sided swingarm, USD forks, spoked wheels that must be >17″, etc., etc.) before this gains street/dirt cred. Hardcore tourers may not like certain features and that’s up to them so move along.

    Has anyone here actually ridden one? How was it? One of my bikes averages about 35 mpg to 40 and is a sport/tourer with a 6 gallon tank. If this Honda gets close to that 60 mpg number its range would be very similar to mine on a full tank. I have yet to find it limiting in any way but then I’m not traversing the Outback. Will you be?

    All I’m saying is that this could well be a great little scoot for those who don’t want to pay top dollar and let’s face it, they don’t give large Adventure bikes away. Give it a fair shake.

    Report this comment

    • Goose says:

      MGNorge,

      Some people run the bike down because that is just what they do. Some people, me for one, are negative because the bike could be really cool but it seems to conflict with itself. It looks like Honda did a market survey and put the most popular features on the bike, even when the features conflict with each other. The list said 17″ wheels and adventure bike styling, conflict. The survey said luggage and an open chain drive. Touring riders don’t want open chains, sport bike types don’t want luggage, conflict.

      Thinking outside the box is great, if the thinking results in better solution. We will not know for sure until the bike is in the hands of non-Honda employes but, on the surface, it looks like a replay of the DN-01, VT700 and VFR1200, a solution looking for a problem.

      Goose

      Report this comment

      • Superchicken says:

        That’s a pretty big bucket you’re using. I tour and I’d prefer the chain over yet more weight. Of course my tour bike is a Ducati ST3, so it may be safe to say I’m outside the bell curve given its sales numbers.

        Report this comment

  18. Reinhart says:

    It looks way more aggressive than Suzuki’s DL and I like the styling. I don’t care for saddlebags as I always have something bungeed to the passenger seat, so fill-ups would be a pain if that seat has to flip up every time. Perhaps the storage space where the fuel tank should be will be large enough. I do like the styling though, where better looking than the plain old DL. It still seems that HONDA could have offered this bike to the riding public at least 5 years ago.

    Report this comment

  19. Michael_Haz says:

    Different people have different adventures. Not everyone rides the Haul Road, or Copper Canyon, or the TAT. For some, adventure means comfortably touring back roads on a bike that can handle a bit of gravel or dirt, if need be.

    This Honda will fit that need, and will do it with the legendary Honda reliability and durability. The bike will find its market.

    Report this comment

  20. Kevan says:

    reading the posts on this bike I wonder how any bike manufacturer decides how to specify a bike. Every post seems to have a different parameter, although a lot settle on the fuel capacity and height. Ridden smoothly I bet this bike will be able to get 70mpg which puts 200 miles behind it with .7gall still in reserve. I don’t know any one other than Iron Butt riders who don’t want to get off and walk around, have a cuppa’ and pee after 200 miles. Just how many places are there in the West where you go 200 miles between gas stations?
    Ride height wise it isn’t any worse than any of the other manufacturers entries in this genre. I have a 30″ inseam which puts me firmly in the “short arse” category and I can cope with all but the tallest of these bikes. Tip toes I grant you but the only time I have fallen coming to a stop was when my jeans caught in the footpeg at just the wrong time. Nothing to do with ride height more a lesson in apparel.
    I think Honda have sensed the market is about “wanna-be’s” and have pitched their entry accordingly. Just how many BMW GS’s fully kitted with enough crap to ride around the world twice actually leave their home state let alone get into the rough? I would have this Honda or something similar just to cope with the increasingly poor roads we have here in Maine. Long travel suspension and the ability to stand on the pegs has great appeal in these conditions. I would not hesitate to do a cross country journey on this bike. I don’t need the kitchen sink with me to be comfortable!

    Report this comment

  21. Gummee! says:

    I think Honda has missed the boat again. If this is supposed to be an ‘adventure tourer’ where are the spoked wheels? 19″ or 21″ front? Where is the range? What’s the power output for my heated vest? Why can’t we have fuel where that storage bin is?

    All-in-all, I’d say this is a bike that’s a day late and a dollar short.

    Kudos to em for keeping the costs down tho!

  22. team222 says:

    Impressive……great styling and functionality……and it is a Honda which might still might be enough for some buyers.

    Big time promotions for all Honda Motorcycle Management for making this happen
    Breaks a long string of new Hondas that no one wants (DN01,VFR 1200 variants….on and on) ….and/or… models 10 years too late to the market segment compared to competitor bikes (Suzuki 650 VStrom was introduced in 2004)

    Now if it just did a few things vastly better or different than all the other 650s in this market segment……bigger engine, lighter weight, lower seat height.

    Ohhhh well…..thats Honda last into a market segment with no significant reasons to buy their offering over other bikes.

    Report this comment

  23. TigerTim says:

    The best thing about it is that it’s cheap. Fortunately I can afford something better.

    Report this comment

    • Fred M. says:

      No, you can’t. You can afford something more expensive (as can I), but it’s going to be different, not better.

      The only other bike in the same class as this is the Aprilia Mana 850GT. Its computerized, belt-driven CVT automatic transmission has been a reliability and servicing nightmare.

      There are riders who can’t, due to injury, deformity, or illness, operate a manual transmission motorcycle. Other riders, who find themselves commuting in rush-hour traffic in congested areas (DC, Los Angeles, etc.) may really want a bike with an automatic transmission. So how is the more expensive bike you boast about being able to afford “better” for them?

      Report this comment

      • MGNorge says:

        Case in point, I had major foot surgery a couple of years ago and it’s taken me this long before my foot has started to feel normal which it never will be. It has limited ankle movement from bone fuses and believe me I was worried about what I’d do about riding. I do manage but it’s a real strain to get my toe down under the shifter and then be able to give it the full throw. The DCT does interest me just for that reason alone but as stated may allow greater ease and comfort in many riding conditions. I applaud Honda’s efforts, they make great bikes.

        Report this comment

  24. Denny says:

    With 17″ wheels and 472 lbs hardly “adventure bike”. Also, as some pointed out, seat is tad too high and tank tad too small. Seems that Honda is hoping for ‘shotgun’ effect here. Price…. any surprise? Probably made in Thailand. Well, good luck. It looks like end of ome good era.

  25. freecat says:

    3.7 gallon tank = The “Adventure” of looking for gas.

    Report this comment

  26. Joey Wilson says:

    I was looking at that studio shot and thought, ‘Gee I can’t see the peg/shifter . . . they airbrushed out the clutch lever . . . D’OH!!!’ . . . . the DCT version. Well anyway, IF this is as good as the CB250R interms of ‘they really go this right’, it should sell like hotcakes. Lots of scooter-ites who might want to move up to something besides a Burgman or TMax. IF the mileage claims are true, it would be nice to have a trunk (some storage!) without having to shell out for the bespoke luggage up front. That fuel economy would be great, it’s a twin, 50hp will do, insurance should be reasonable. Hope it’s good.

    But it would be nice to have the CrossRunner with the leftover Interceptor bits and 100+hp as well . . .

    Report this comment

  27. Mr.Mike says:

    I like the tank under the seat, but agree that tilting the seat to fill up will be a pain if you strap anything to it. Better solution would have been a filler on the side like BMW. Not a fan of all that plastic but at least some of it is put to good use as storage in front of the seat. Anxious for a test report.

    Report this comment

    • LTR says:

      There are road tests on viserdown.com and ashonbikes.com . They basically say that shifting early with the 6400 rpm rev limiter takes getting used to and the DCT version may be the better option for some. Front suspension is too soft to be pushed hard around the corners (as a former Nighthawk 750 owner I know what that is like) and it feels like 80bhp keeping the revs low and like 40bhp if you rev it – kind of like a turbo diesel power delivery . A torquey bike with a low center of gravity and the power down low can be fun on a tight twisty road no doubt . The fact that it is supposedly capable of 70mpg (the rider on ashonbikes flogged it and still got 64mpg) or more with the lowish price will probably sell it – I’d like to road test one myself this summer .

      Report this comment

  28. Goose says:

    I have to join the many people who have been pleased to see a Honda with a reasonable price but Honda still seems to be designing by committee. The bike doesn’t know what it wants to be. The styling is (ugly) adventure bike but the low output, economical engine and cool storage bin in the “tank” says commuter. It has (optional) luggage for touring but a small gas tank and an exposed chain drive. The reported milage mitigates the small tank but another half or, better, full gallon would be really helpful in the western US, much less someplace like Australia. Even if the bike gets 69 MPG under perfect conditions I’ll bet a 20 MPH head wind and an 75 MPH cruising speed would deliver a lot less.

    FWIW, I’m happy to see Honda persisting with the DCT, I’m not hung up on what other people think so I’m willing to admit putting the bike in “Auto” around town is intriguing. Maybe even for some rides on the highway or even in the twisties. As long as I have the option to control the shifting when I want to I’m interested.

    I hope it is a success just because I’d like to see some of the ideas developed but it is pretty doubtful there will be one in my garage.

    Goose

    Report this comment

  29. geeker says:

    I think Honda may be changing its ways. It seems like the Crossrunner was coming over, you know, the parts bin interceptor. It got horrible reviews in the mags for a terrible rider position and a heavy bike with poor handling. I think they may be actually listening to people again. I think this is one of the best looking adventure tourers, and the pricing was shocking. They are following the cbr250r in discounting new stuff, so they know now they must compete to sell their bikes. Can’t just say it’s a honda anymore and charge an extra $2000 above anything comparable. Not sure if the Crosstourer will show up here in the US, would be an ugly thing for honda with the triumph explorer now in town. I think this was smart to come into adventure with a smaller engine first before the 1200. I know this is not a true adventure bike, but wake up america, I have a triumph tiger 1050 and I live in cleveland. I will not be offroading at all, like the large majority of fellow tiger people. Glad to see movement into this area by all manufacturers.

    Report this comment

  30. EZ Mark says:

    Everyone bitching about “Where’s the single sided swingarm?” and “Where’s the USD forks?” are the same ones who would be bitching about the price if Honda had put them on. This bike was not intended for you, move along.
    BTW, great job Honda.

    Report this comment

    • J$ says:

      +1
      Holy crap people just love to complain.

      Report this comment

    • Fred M. says:

      Thank you, EZ Mark! That was a brilliant summary of 80% of the comments on this site.

      Report this comment

    • Bob says:

      Spot on sir! I see it as a decent commuter bike that can still go have some fun on fire roads. And with the price of most new bikes these days, how can one complain?

      Report this comment

    • Steve says:

      It is a lot more interesting reading about others ideas and opinions than reading how you view them as ‘bitching’. How would a single sided swingarm add cost? Honda has built them for decades and they slap on a swingarm that looks like it was designed and built by Suzuki. Eliminating any and all rear wheel alignment issues would set this bike apart without much added cost. Sometimes Honda looks like a place where good ideas go to die. They built a 70 mpg car when gas was $1 and quit building it when gas was $4. They built a great looking little CRZ only to have it burn more gas than the old CRX’s.

      Report this comment

  31. mickey says:

    Very nice looking motorcycle. I imagine it will sell fairly well, especially the manual trans version for under $7K. I’d like to test ride the DCT version (I enjoy riding my Majesty scooter which btw was close in price to the manual shift version)…however it’s seat height puts it out of my comfort range (dang stubby legs). I don’t understand selling a chain drive bike without a centerstand as standard equipment.

    Report this comment

  32. ABQ says:

    Nice looking bike. At first I thought it was a Police Edition. I like police bikes.
    But, I think that the underseat fuel tank is too small. BMW F series has a similar gas tank, but, at least theirs is a full four gallons. I would have prefered that Honda used a regular gas tank on top that was five gallons.

    Report this comment

  33. TimC says:

    Why on Earth have m/c manufacturers insisted on returning to the dark days of 80s car digital dashes? Grrrr! Might as well have talking warnings, “A kickstand is ajar….”

    Report this comment

  34. Austin says:

    Besides the low fuel range, having the lift the rear seat to refuel may be a show-stopper for some folks. On most trips, I have stuff strapped to the rear seat, having to unload it every time I refuel would be a major PITA.

    I like the styling though, nice power output and good price point. I expect it will have usual Honda standards of fit-finish.

    Report this comment

    • Reinhart says:

      Good point about having to unload the seat before fueling. That would be a pain in the but!

      Report this comment

    • Jim says:

      Removing a tank bag to access the gas cap can be annoying, having to remove the seat bag and what ever else is strapped to the bag in order to fill the tank makes this a bike to by pass if you are a traveler. Whatever the faults of the BMW F-series, twins and singles, filling the gas tank when loaded for a trip isn’t among them.

      Report this comment

    • Tom E. says:

      I noticed that as well. And it is a show stopper for me. I prefer to keep as much of the weighty luggage bits as close to my arse as possible. And 3.7 gal does seem a bit slim.

      Report this comment

  35. Nick Papagiorgio says:

    The best news here is probably the price. A quick check at Honda’s web site reveals that the Crossrunner is gone. The NC700X is lighter than the Crossrunner by perhaps as much as 50 lbs, but its peak power-to-weight ratio will be considerably poorer. If Honda has published any performance data, I wasn’t able to find it. It will likely pull surprisingly hard from a full stop (or when you forget to downshift), but acceleration will drop off dramatically almost immediately, well before you reach the shift point to 2nd gear. The Kawasaki Versys is lighter by at least a hundred pounds and has significantly greater peak power-to-weight ratio. The Versys also stickers for $900 more. With the 270-degree crank used in the NC700X, the firing intervals are 270-450, which is smoother than what occurs with the 180-degree flat crank, where the firing intervals are 180-540. It doesn’t make much sense to compare it with the Triumph Tiger 800 because of the considerable price gap. But setting aside the price difference, the Triumph 800 weighs about the same as the Versys, but peak power is around 95 hp.

    Report this comment

    • Gabe says:

      Versys is only 20 pounds lighter, but a lot of the other stuff you say is very true. I was expecting better than 48 hp.

      Report this comment

      • Nick Papagiorgio says:

        I stand humbly corrected. I’ll blame it on the medicine that I am taking for the flu. It is likely that the NC700X will accelerate a good bit harder than the Versys from a full stop, but even without the weight difference, it is still likely that the Versys will have a significant advantage in peak power-to-weight ratio. The Versys has a 5 gallon tank, and its wheelbase is about 5 inches shorter. It is impressive that Honda has priced the NC700X almost a thousand dollars below the Versys.

        Another way in which the two bikes may prove to have different character is with respect to engine balance and vibration. The Versys reportedly has a counter-balancer, although I could not find any mention of it on Kawasaki’s site. If so, then given that 1st-order rectilinear piston motion cancels in a parallel with 180-degree crank, it is virtually certain that this balancer endeavors to cancel the 1st-order rocking couple that results from the offset crankpins. But not having access to any diagrams or data, the question is whether the balancer will introduce unwanted rectilinear motion at 90 degrees to the plane of piston travel.

        On Honda’s world site there is a lot of information about this engine and lots of other technical stuff. The picture they provide of the Uniaxial primary primary balancer clearly shows that the two weights at opposite ends of the shaft are angularly offset by 90 degrees. Crankshaft weighting is additionally used to partially cancel the piston motion. The uniaxial primary balance is located to the side of the crankshaft, i.e., 90 degrees from the line of the piston motion. The diagram indicates that the unwanted rectilinear motion components of the balancer and the crankshaft weight mutually cancel. As such, the net effect is probably a pair of rectilinear motion components, one for each piston and 90 degrees apart in phase, intended to cancel the motion of the piston. But because the resulting virtual masses that move rectilinearly are located to one side of the crankshaft, they cannot perfectly cancel with the 1st-order piston motion. Even if they did, only 1st-order motion would be canceled, and according to the diagram, the design endeavors to cancel only half of the 1st-order piston motion. The reason for trying to cancel only half of the 1st-order piston motion probably is that it would not fully cancel regardless, given that the virtual mass is located to one side of the crankshaft.

        For me it will be interesting to learn just how smooth Honda’s new 270-degree parallel twin will prove to be, and how it compares to the Versys and other two-cylinder engines.

        Report this comment

  36. Frank says:

    Two problems with this bike: Seat Height: 32.7 inches & Fuel Capacity: 3.7 gallons. It’s too tall for most street riders to safely put both feet down in wet weather. You’re not going long-distance touring with 3 gallons plus a tiny reserve in the gas tank. Even at 60mpg, that’s less than 200 miles range. Not enough in the western USA.

    Report this comment

    • Nick Papagiorgio says:

      It obviously is not meant for long-distance touring, but the fuel economy will likely be good enough so that with only 3.7 gallons, it should still go 200 miles.

      Report this comment

      • Dave says:

        3.7 gallons is a little low but it’s the price they paid to get 21L of lockable storage space. 60mpg is a stretch for any 500lb bike, regardless of what engine is in it (takes a certain amount of energy to overcome a given resistance). I see this as a big, versatile commuter, not a light tourer.

        Report this comment

  37. Steve says:

    Very nice bike but $7,000 for a chain drive and no single sided swingarm to go with it, no centerstand and no direct injection is no great bargain. I find it annoying that Honda has created single sided swing arms for decades and doesn’t lead the way in this regard. Also, following Suzuki’s cheap feel with no centerstand, is equally disappointing. When we have cars getting 50mpg and motorcycles getting 60 mpg, something is just plain wrong. The motorcycle industry needs direct injection as soon as possible.

    Report this comment

  38. Yoyodyne says:

    It’s $6,999 for the standard version without the automatic transmission or ABS, and $8,999 with DCT & ABS.

    Report this comment

  39. Mondo Endo says:

    I think by offering both a manuel 6 speed and DCT they will get both newbies and the long time rider looking for an affordable and relativly light weight bike…finally a smart move from Honda

    Report this comment

  40. MGNorge says:

    The Captcha system works but some are impossible to discern. What I do is copy my text should it not work and then paste it right back. But also, there is a “reload” function which allows you to cycle through them until you get one that is readable.

    The Honda looks great, great price, great utility. I’d love to take one for a spin.

    Report this comment

  41. Reinhart says:

    Can’t believe HONDA is building a bike that makes sense that doesn’t cost and arm and a leg. The weight(472/505#) is a little high for a small V-twin, but probably won’t be a detractor to the crowd that buys these things. Being able to stuff a helmet where the fuel tank usually is will be a big selling point.

    Report this comment

  42. Mountain says:

    I’ll consider it, though I wish it would come out in time for the prime riding season instead of waiting till summer when the bikes get put away…(Arizona, 75 and sunny like today is prime riding season. Middle of summer, 110 degrees with a heater between your legs makes a cage with AC seem preferable.)

    Report this comment

  43. Neil says:

    Yeah I hate the Captcha system too!! When it fails you lose your post. Ridiculous how unclear it is sometimes. – This bike looks good. We are getting out of our Middle East wars for the time being and should be using less oil across the board. All the panels look to ad expense to service but perhaps intervals will be longer. Nice riding position. Bags if you want em. My brother loves them on his Duc Multi. Roomy ergos. Yeah a Civic but hey, if we want something else we can pay for it. Not me, but…

    Report this comment

  44. Lotecredneck says:

    What are they thinking????? They have the CrossTourer and also the Transalp, but decide to bring in the Pee Wee Herman Special! I don’t get it.

    Report this comment

  45. Vrooom says:

    Personally I’d hoped for a bit more adventure, but this makes a lot of sense for a lot of people. Undoubtedly comfortable, great mileage, fast enough for most street legal duty. I don’t know about that transmission, and presume the engine isn’t a barn burner, but it should sell if people are serious about wanting a practical motorcycle with a reasonable price point.

    Report this comment

  46. endoman38 says:

    USD forks would have been nice, but that’s a pretty good price point. Too bad they couldn’t have gotten about 20 pounds more knocked off somehow. P.S. I absolutely hate your Captcha systme.

    Report this comment

  47. ROXX says:

    They should have named it the “Civic”.

    Report this comment

  48. J$ says:

    Wow a pricepoint from Honda that makes sense.
    Surprisingly intrigued.
    Looks like it would make a great all around commuter / lane splitter here in LA

    Report this comment

  49. Les says:

    Look, it’s another BMW. How the mighty have fallen. You depress me honda.

  50. christow says:

    The price is right, looks like a contender for the lightweight tourer class. They should offer the ABS with the manual transmission though. Maybe next year. Finally a bike Honda can sell…

    Report this comment