Gremlin
12th June 2012, 22:18
<img src=http://i210.photobucket.com/albums/bb236/_Gremlin/2012%20Honda%20NC700S/DSC03714.jpg>
Ne'er a truer word spoken in jest… it’s amazing how some test rides come about.
Friday morning I’m helping the boss drop his Hornet round to Botany Honda for some work, and John the workshop head comments that Honda’s new NC700S has been unpacked and they’re putting some mileage on it, for customers to demo. Have we seen it? We pop inside and sure enough, one shiny red and one shiny white model greet us in the middle of the floor. We have a brief sit on them and the ergonomics are comfortable enough.
Fast forward to the afternoon, and some random comments from various people have me thinking they want someone to put some kilometres on the demo, so I ring up that evil salesman Richard. Anyone who’s dealt with him knows how easily he sells you a bike. GiJoe can comment on this one… Richard however has my number… no-one gets to ride a bike before him, he’s always number 1. My offer is initially rebuffed, but after some more banter, he doesn’t mind if I drop round Saturday afternoon before they close, to collect and then return Monday.
Saturday afternoon rolls around and I leave my bike with them, taking the NC700S in white. Richard has put an initial 110km on already and I’m free to do what I like, with the one caution that redline is 6500rpm.
Yes, that’s 6500rpm. It’s not an initial redline until first service, that’s real redline. You’re probably a bit puzzled, so an explanation is in order. The NC700S is the first of three two wheelers to share the same chassis, and the motor is half a Honda Jazz (that’s a car if you didn’t know) at 670cc. Honda had to do a bit of work on it, to introduce some fun and remove some of the untidy characteristics, as the bike doesn’t have the weight or momentum to mask any lurches or roughness. The second model is the NC700X coming very shortly, a more dual purpose option and the third will be a scooter. Engine compression is 10.7:1.
I like categories and organisation, so I’ll present the rest of the review in sections.
Features: This NC700S is the spec NZ will receive. We will not have DCT (read auto) or ABS like some markets. I think ABS will be an option, but the feeling is that with it adding $1500 to the price, it makes it too expensive. RRP is $11,995, you get the standard 2 year factory warranty and all things Honda. Mechanics report the bike will be extremely easy to work on, everything has easy access, the engine is low revving and it’s all adding up to be another bulletproof bike. Only time will tell if it can top the legendary CB900 reliability.
<img src=http://i210.photobucket.com/albums/bb236/_Gremlin/2012%20Honda%20NC700S/DSC03718.jpg>
This space takes a full sized helmet.
Something very different to most bikes is the internal storage compartment. It takes the usual place of the fuel tank, while the 14.1L fuel tank has been re-located to under the front seat, with the fuel cap under the rear seat. The storage compartment will take a full sized helmet, so it’s certainly big enough. A key lock is present on the left side of the bike (as you sit on it) beneath the storage compartment. Rotating to the right opens the compartment and to the left opens the rear seat for filling.
<img src=http://i210.photobucket.com/albums/bb236/_Gremlin/2012%20Honda%20NC700S/DSC03719.jpg>
Lo and behold, a gas cap under the back seat!
The headlight is a single, dual filament H4 bulb, the usual high and low beam, but the passing button has moved onto the high/low switch, so it’s a 3 stage button like my R1200 GS Adventure. I only had a tinted visor but once it got dark I was impressed with the level of lighting available from the single bulb.
Like the VFR1200 the functions on the left controls have been moved around. The indicator is a large knob but now at the bottom, with the horn above. Unlike the VFR1200, where they got the placement reasonably OK, they’ve got the NC700 arrangement wrong. The indicator is a too-far reach down and the horn has to be pressed inwards towards the centre of the bike. All too often I found myself hitting the left edge of the horn (if I found it at all) and getting nothing in return. More commonly I would show my indignation at the car cutting me off by indicating at it… yes, consider yourself warned Mr Driver, or I might indicate again! :facepalm:
<img src=http://i210.photobucket.com/albums/bb236/_Gremlin/2012%20Honda%20NC700S/DSC03721.jpg>
That left switch block could have been a lot better.
First Impressions: It’s a small bike, the parallel twin allowing a very narrow profile. Styling is modern and edgy but the overall shape strikes you as a bit vtr250-esk. It’s about the same size as a CB250 Hornet, bearing in mind it’s over twice the capacity (but the CB250 is large for a 250). Headlight is a bulbous shape, not the headlight shape Honda introduced as its family look, for the VFR1200R and CB250R.
A simple but functional all-electronic dash handles the information display, noticeably missing any temperature functions, but has clock, speed, fuel gauge, revs, odometer and two trip meters. Surprise setting was a 3 stage brightness setting for the dash, which I left on the middle setting of 2. Readability remained good in all levels of light.
<img src=http://i210.photobucket.com/albums/bb236/_Gremlin/2012%20Honda%20NC700S/DSC03720.jpg>
A simple, but effective dash with most of what you need.
Two physical buttons, one each side of the dash handle things like reset, cycling the meters and clock set. A small screen rounds out the package, enough to deflect most of the wind off your chest.
Brakes/Suspension: A single 320mm front disc and a single 240mm rear disc provide the stopping power through conventional means. Initially I thought they felt a bit soft, but being the curious sort I satisfied my curiosity by slamming my family jewels into the storage compartment upon yanking on the levers. Yes, they have plenty of bite if you really want it. :eek: There is also engine braking available, but I found my typical riding was so low in the revs, that it didn’t have much effect. Shut the throttle at higher revs and you’ll find engine braking in abundance.
I did notice that the wheels seem to have very low rolling resistance, so the bike would happily run on at low revs or when the clutch engaged. I’m sure this has a lot of impact on the fuel consumption.
The suspension was fine during some typical commuting, but I found it a bit choppy or harsh on the usual back roads you’d expect in NZ. The country ride was at a very casual pace, but later when alone, I upped the pace, and was rewarded with a better ride, the suspension responding better when hitting the bumps a bit more quickly. Bearing in mind the bike is a relatively budget commuter, I would say the suspension is more than adequate for all needs and then some.
Handling: While the stats say the bike’s kerb weight is 215kg, Honda has done its usual excellent job of distributing the weight well. The repositioning of the fuel has allowed mass to be carried lower which in turn makes the bike feel light. Very little input is required to make the bike move around, and indeed, I found if I slid around on the seat it only made the bike convulse and get unstable, it’s that easy to turn.
I’m used to heavier bigger bikes, but the NC was a joy to ride, so nimble with the Metzeler Z8’s making the bike feel planted at the same time in some tricky conditions that constantly varied between wet and dry and everything in between. In the midst of upping the pace I found myself wondering if I was being a bit silly, and yet there was no sliding and it continued to do what you asked. When you have a big grin on your face as you wind through the corners, you know they’ve got the bike right :D
Comfort/Ergonomics: At 6’3 most bikes look like something I’m in the process of crushing, and it takes a rather large bike before I appear somewhat normal. Comments have been positive, that I don’t look too large and more importantly I’m comfortable. Seat to peg is a little tight, but not surprising, but I never felt really cramped. The seat to bars encourages a sit up and beg type feeling, much akin to the CB1000R or Predator, with the clocks somewhere down below you. Visibility forward is excellent.
Asking one of the ladies who is vertically challenged to try it out yielded some positive indicators. The seat height is 790mm and she is 5’3 with short legs, which gives her a somewhat limited range of suitable bikes (I suspect I put this nicely) and while she couldn’t flat foot it, it was stock and she was just managing, with her toes on the ground (in built up boots). The light weight aided in her taking it off the side stand and she announced it felt nice. The grips are also quite narrow, which would help those with smaller paws.
I found the rear brake lever quite close to the foot peg, too close for my liking and made shifting a bit awkward, but then, for those that have normal sized feet it would probably be OK.
Soft to the touch, the seat is firm for commuting, but I found it on the hard side after riding for several hours. Perhaps I’m spoilt with my plush BMW seat, but I did find my arse started needing breaks now and then.
Performance: The clutch and throttle are light and with the engine coming out of a car there is a ridiculous amount of torque being churned out from low down that belies the 670cc capacity. It will pull happily from 2000rpm in all but the top gears, where something above 3000rpm is preferred.
Max torque arrives at 4750rpm, all 47 ponies are unleashed at 6250rpm and it’s all over with a thud at 6500rpm. This bike is not a screamer but loves sitting at 3000rpm and simply bumbling along. The parallel twin has a rorty sound, that believe it or not, sounds much like the supercharged HSV VXR8 (OK, so it’s a bit quieter). There is the rumble of a twin, mixed with whine of some kind and I reckon it sounded really good. An aftermarket pipe will set it off very nicely. Engine braking from higher revs reveals the same rumble and the odd pop.
Gearing is tall, so you won’t be constantly feeling like you’re rowing a gearbox. Find a gear you like and leave it unless you have a decent change in speed. I did find speed could change by up to 10kph, depending if you went up or down a crest in the road and sometimes I thought you had to keep some positive throttle to maintain speed. When pulling away from a traffic light, don’t ride the clutch too long as it’s ready to go almost immediately. Cover the gear shift as you won’t be in first for long.
The 670cc capacity was noticed when doing some higher speed overtaking (I suspect the damn car sped up), and while I got past and hit some speeds the police might not be happy with, it did take some time to get there.
The bulk of the tank of 91 unleaded was used to follow a sedate ride in the open country, combined with some motorway work and a little bit of a fang. I filled up having travelled some 30-40km on reserve, did 357km and put 11.84L in the tank. This reveals a consumption of 3.4L/100km or 30km/L which is incredible considering the engine was virtually brand new!
The fuel gauge was a little nervous at times. The first of 5 bars disappeared with a little over 100km done, the 2nd with a little under 100km done and the 3rd and 4th about 50km each. Once the final bar is reached, it’s never solid and starts flashing immediately. Lean it through a few corners and it will think it has two bars left until it settles and says it’s on reserve again.
Final Impressions: Honda is apparently working hard to make the NC700S LAMS compliant, aka, learner legal when the regulations come into effect in October this year. They might face a bit of a battle as the current limit is 660cc, whereas the NC700S is 670cc, however, it’s only 115 kilowatts per tonne. It’s very friendly to ride, the throttle and clutch response is gentle and with such large amounts of torque low down, you can pull away without any throttle being applied (which might even give you some bad habits).
The handling is light and the bike well balanced which makes it easy to manage around town. The storage compartment is also well thought out, and several have commented how practical it would be to have that functionality.
At the same time, in the right hands the NC700S can be a lot of fun through the corners. If you like constantly exceeding the speed limit then this isn’t for you, but you can sit on 100kph all day flowing through the corners and no doubt embarrass the odd person on larger capacity bikes, as the light handling makes it very flickable. Your mates will be envious when your fuel bill can be up to half of theirs, especially when the gas price only ever seems to be heading north.
The seat is a touch hard which means your arse will probably protest enough before the bike needs a rest, but then it’s primarily designed as a commuter. The ergonomics are suitable for the vast majority of sizes which is no mean feat. If my long term experience of a CB900 is anything to go by (some 80,000km in 5.5 years) this should be a reliable and cheap to run, fun little commuter that can also enjoy a day in the country.
In short, I think Honda has a real winner on its hands. I returned the NC700S to Botany Honda with 590km on the clock, the motor a little more free.
Look carefully... you won't have to be visiting these as often as you think:
<img src=http://i210.photobucket.com/albums/bb236/_Gremlin/2012%20Honda%20NC700S/DSC03713.jpg>
Ne'er a truer word spoken in jest… it’s amazing how some test rides come about.
Friday morning I’m helping the boss drop his Hornet round to Botany Honda for some work, and John the workshop head comments that Honda’s new NC700S has been unpacked and they’re putting some mileage on it, for customers to demo. Have we seen it? We pop inside and sure enough, one shiny red and one shiny white model greet us in the middle of the floor. We have a brief sit on them and the ergonomics are comfortable enough.
Fast forward to the afternoon, and some random comments from various people have me thinking they want someone to put some kilometres on the demo, so I ring up that evil salesman Richard. Anyone who’s dealt with him knows how easily he sells you a bike. GiJoe can comment on this one… Richard however has my number… no-one gets to ride a bike before him, he’s always number 1. My offer is initially rebuffed, but after some more banter, he doesn’t mind if I drop round Saturday afternoon before they close, to collect and then return Monday.
Saturday afternoon rolls around and I leave my bike with them, taking the NC700S in white. Richard has put an initial 110km on already and I’m free to do what I like, with the one caution that redline is 6500rpm.
Yes, that’s 6500rpm. It’s not an initial redline until first service, that’s real redline. You’re probably a bit puzzled, so an explanation is in order. The NC700S is the first of three two wheelers to share the same chassis, and the motor is half a Honda Jazz (that’s a car if you didn’t know) at 670cc. Honda had to do a bit of work on it, to introduce some fun and remove some of the untidy characteristics, as the bike doesn’t have the weight or momentum to mask any lurches or roughness. The second model is the NC700X coming very shortly, a more dual purpose option and the third will be a scooter. Engine compression is 10.7:1.
I like categories and organisation, so I’ll present the rest of the review in sections.
Features: This NC700S is the spec NZ will receive. We will not have DCT (read auto) or ABS like some markets. I think ABS will be an option, but the feeling is that with it adding $1500 to the price, it makes it too expensive. RRP is $11,995, you get the standard 2 year factory warranty and all things Honda. Mechanics report the bike will be extremely easy to work on, everything has easy access, the engine is low revving and it’s all adding up to be another bulletproof bike. Only time will tell if it can top the legendary CB900 reliability.
<img src=http://i210.photobucket.com/albums/bb236/_Gremlin/2012%20Honda%20NC700S/DSC03718.jpg>
This space takes a full sized helmet.
Something very different to most bikes is the internal storage compartment. It takes the usual place of the fuel tank, while the 14.1L fuel tank has been re-located to under the front seat, with the fuel cap under the rear seat. The storage compartment will take a full sized helmet, so it’s certainly big enough. A key lock is present on the left side of the bike (as you sit on it) beneath the storage compartment. Rotating to the right opens the compartment and to the left opens the rear seat for filling.
<img src=http://i210.photobucket.com/albums/bb236/_Gremlin/2012%20Honda%20NC700S/DSC03719.jpg>
Lo and behold, a gas cap under the back seat!
The headlight is a single, dual filament H4 bulb, the usual high and low beam, but the passing button has moved onto the high/low switch, so it’s a 3 stage button like my R1200 GS Adventure. I only had a tinted visor but once it got dark I was impressed with the level of lighting available from the single bulb.
Like the VFR1200 the functions on the left controls have been moved around. The indicator is a large knob but now at the bottom, with the horn above. Unlike the VFR1200, where they got the placement reasonably OK, they’ve got the NC700 arrangement wrong. The indicator is a too-far reach down and the horn has to be pressed inwards towards the centre of the bike. All too often I found myself hitting the left edge of the horn (if I found it at all) and getting nothing in return. More commonly I would show my indignation at the car cutting me off by indicating at it… yes, consider yourself warned Mr Driver, or I might indicate again! :facepalm:
<img src=http://i210.photobucket.com/albums/bb236/_Gremlin/2012%20Honda%20NC700S/DSC03721.jpg>
That left switch block could have been a lot better.
First Impressions: It’s a small bike, the parallel twin allowing a very narrow profile. Styling is modern and edgy but the overall shape strikes you as a bit vtr250-esk. It’s about the same size as a CB250 Hornet, bearing in mind it’s over twice the capacity (but the CB250 is large for a 250). Headlight is a bulbous shape, not the headlight shape Honda introduced as its family look, for the VFR1200R and CB250R.
A simple but functional all-electronic dash handles the information display, noticeably missing any temperature functions, but has clock, speed, fuel gauge, revs, odometer and two trip meters. Surprise setting was a 3 stage brightness setting for the dash, which I left on the middle setting of 2. Readability remained good in all levels of light.
<img src=http://i210.photobucket.com/albums/bb236/_Gremlin/2012%20Honda%20NC700S/DSC03720.jpg>
A simple, but effective dash with most of what you need.
Two physical buttons, one each side of the dash handle things like reset, cycling the meters and clock set. A small screen rounds out the package, enough to deflect most of the wind off your chest.
Brakes/Suspension: A single 320mm front disc and a single 240mm rear disc provide the stopping power through conventional means. Initially I thought they felt a bit soft, but being the curious sort I satisfied my curiosity by slamming my family jewels into the storage compartment upon yanking on the levers. Yes, they have plenty of bite if you really want it. :eek: There is also engine braking available, but I found my typical riding was so low in the revs, that it didn’t have much effect. Shut the throttle at higher revs and you’ll find engine braking in abundance.
I did notice that the wheels seem to have very low rolling resistance, so the bike would happily run on at low revs or when the clutch engaged. I’m sure this has a lot of impact on the fuel consumption.
The suspension was fine during some typical commuting, but I found it a bit choppy or harsh on the usual back roads you’d expect in NZ. The country ride was at a very casual pace, but later when alone, I upped the pace, and was rewarded with a better ride, the suspension responding better when hitting the bumps a bit more quickly. Bearing in mind the bike is a relatively budget commuter, I would say the suspension is more than adequate for all needs and then some.
Handling: While the stats say the bike’s kerb weight is 215kg, Honda has done its usual excellent job of distributing the weight well. The repositioning of the fuel has allowed mass to be carried lower which in turn makes the bike feel light. Very little input is required to make the bike move around, and indeed, I found if I slid around on the seat it only made the bike convulse and get unstable, it’s that easy to turn.
I’m used to heavier bigger bikes, but the NC was a joy to ride, so nimble with the Metzeler Z8’s making the bike feel planted at the same time in some tricky conditions that constantly varied between wet and dry and everything in between. In the midst of upping the pace I found myself wondering if I was being a bit silly, and yet there was no sliding and it continued to do what you asked. When you have a big grin on your face as you wind through the corners, you know they’ve got the bike right :D
Comfort/Ergonomics: At 6’3 most bikes look like something I’m in the process of crushing, and it takes a rather large bike before I appear somewhat normal. Comments have been positive, that I don’t look too large and more importantly I’m comfortable. Seat to peg is a little tight, but not surprising, but I never felt really cramped. The seat to bars encourages a sit up and beg type feeling, much akin to the CB1000R or Predator, with the clocks somewhere down below you. Visibility forward is excellent.
Asking one of the ladies who is vertically challenged to try it out yielded some positive indicators. The seat height is 790mm and she is 5’3 with short legs, which gives her a somewhat limited range of suitable bikes (I suspect I put this nicely) and while she couldn’t flat foot it, it was stock and she was just managing, with her toes on the ground (in built up boots). The light weight aided in her taking it off the side stand and she announced it felt nice. The grips are also quite narrow, which would help those with smaller paws.
I found the rear brake lever quite close to the foot peg, too close for my liking and made shifting a bit awkward, but then, for those that have normal sized feet it would probably be OK.
Soft to the touch, the seat is firm for commuting, but I found it on the hard side after riding for several hours. Perhaps I’m spoilt with my plush BMW seat, but I did find my arse started needing breaks now and then.
Performance: The clutch and throttle are light and with the engine coming out of a car there is a ridiculous amount of torque being churned out from low down that belies the 670cc capacity. It will pull happily from 2000rpm in all but the top gears, where something above 3000rpm is preferred.
Max torque arrives at 4750rpm, all 47 ponies are unleashed at 6250rpm and it’s all over with a thud at 6500rpm. This bike is not a screamer but loves sitting at 3000rpm and simply bumbling along. The parallel twin has a rorty sound, that believe it or not, sounds much like the supercharged HSV VXR8 (OK, so it’s a bit quieter). There is the rumble of a twin, mixed with whine of some kind and I reckon it sounded really good. An aftermarket pipe will set it off very nicely. Engine braking from higher revs reveals the same rumble and the odd pop.
Gearing is tall, so you won’t be constantly feeling like you’re rowing a gearbox. Find a gear you like and leave it unless you have a decent change in speed. I did find speed could change by up to 10kph, depending if you went up or down a crest in the road and sometimes I thought you had to keep some positive throttle to maintain speed. When pulling away from a traffic light, don’t ride the clutch too long as it’s ready to go almost immediately. Cover the gear shift as you won’t be in first for long.
The 670cc capacity was noticed when doing some higher speed overtaking (I suspect the damn car sped up), and while I got past and hit some speeds the police might not be happy with, it did take some time to get there.
The bulk of the tank of 91 unleaded was used to follow a sedate ride in the open country, combined with some motorway work and a little bit of a fang. I filled up having travelled some 30-40km on reserve, did 357km and put 11.84L in the tank. This reveals a consumption of 3.4L/100km or 30km/L which is incredible considering the engine was virtually brand new!
The fuel gauge was a little nervous at times. The first of 5 bars disappeared with a little over 100km done, the 2nd with a little under 100km done and the 3rd and 4th about 50km each. Once the final bar is reached, it’s never solid and starts flashing immediately. Lean it through a few corners and it will think it has two bars left until it settles and says it’s on reserve again.
Final Impressions: Honda is apparently working hard to make the NC700S LAMS compliant, aka, learner legal when the regulations come into effect in October this year. They might face a bit of a battle as the current limit is 660cc, whereas the NC700S is 670cc, however, it’s only 115 kilowatts per tonne. It’s very friendly to ride, the throttle and clutch response is gentle and with such large amounts of torque low down, you can pull away without any throttle being applied (which might even give you some bad habits).
The handling is light and the bike well balanced which makes it easy to manage around town. The storage compartment is also well thought out, and several have commented how practical it would be to have that functionality.
At the same time, in the right hands the NC700S can be a lot of fun through the corners. If you like constantly exceeding the speed limit then this isn’t for you, but you can sit on 100kph all day flowing through the corners and no doubt embarrass the odd person on larger capacity bikes, as the light handling makes it very flickable. Your mates will be envious when your fuel bill can be up to half of theirs, especially when the gas price only ever seems to be heading north.
The seat is a touch hard which means your arse will probably protest enough before the bike needs a rest, but then it’s primarily designed as a commuter. The ergonomics are suitable for the vast majority of sizes which is no mean feat. If my long term experience of a CB900 is anything to go by (some 80,000km in 5.5 years) this should be a reliable and cheap to run, fun little commuter that can also enjoy a day in the country.
In short, I think Honda has a real winner on its hands. I returned the NC700S to Botany Honda with 590km on the clock, the motor a little more free.
Look carefully... you won't have to be visiting these as often as you think:
<img src=http://i210.photobucket.com/albums/bb236/_Gremlin/2012%20Honda%20NC700S/DSC03713.jpg>