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Motorcycling Lifestyles
BIKES: 2012 Honda NC700X First Ride
MotoUSA goes for a ride on the all-new 2012 Honda NC700X. Pitched by Honda as an affordable do-it-all, does it live up to its user-friendly claims?
The 2012 Honda NC700X is build to appeal to the widest cross section of riders possible. (Photo: MotorcycleUSA.com)
Far too often terms such as “unique”, “revolutionary” and “game changing” are thrust upon the motorcycle world to describe the latest and greatest from the marketing wizards responsible for grabbing your attention. It is always a full frontal assault on the buyers with more and better and faster. This is a yearly cycle we’ve come to expect as new models are introduced and touted as the next level. We’ve become accustomed to expecting more horsepower and more extreme performance from our two wheeled machines. But where does that leave the new or inexperienced rider? Sadly, many may give up before they begin, frustrated with learning the coordinated dance of controlling a motorcycle that's become second nature to seasoned riders. Honda has recognized this and has an answer, the 2012 NC700X.
But here’s the deal – Honda knows that the NC700X also needs to be fun as the rider’s skills grow and needs to still attract those that have years under their belts. What a new rider needs and what a seasoned rider wants are for most purposes worlds apart. The beginner needs something that is easy to control in order to harness the aptitude of piloting a two-wheeled conveyance, but experienced riders want a machine that will deliver that adrenaline fix when asked. Everyone wants excellent fuel economy. That is the Cliff’s Notes of Honda’s NC700X concept. So did Honda hit the mark? We hit the road in the mountains of Ventura County to find out.
Just about every aspect of the NC700X is unconventional, but the heart of this adventure bike-styled machine is different from anything Honda has offered to date, in a motorcycle at least. The 670cc Parallel Twin lays forward at 62 degrees and features a long stroke design with a 80mm stroke and 73mm bore diameter. This gives the NC’s powerplant a linear yet torquey engine character. In order to gain efficiency, the pistons have a low-fiction coating and the valvetrain features lightweight aluminum roller-rocker arms. A single 36mm throttle body meters out the combustible air/gas mixture straight through the downdraft style intake tract, for a claimed 64mpg. That’s approaching scooter fuel economy territory.
Honda offers two transmission configurations for the NC700X, a standard six-speed and the next generation of the automatic Dual Clutch Transmission. The DCT uses two hydraulically controlled clutches that can do the shifting for you in a standard drive mode or sport mode, or riders can choose to shift through the gears via paddles on the left bar sans clutch. This new-generation set-up “learns” by allowing the ECU to detect the riding conditions in the automatic modes and tailors the shift points to suit the riders riding style. Riders will shell out $6,999 for the six-speed, and $8,999 for the DCT model. A big difference in price to be sure, but Honda throws in combined ABS for that extra two grand.
The chassis is just as unconventional as the engine design and DCT transmission, with a compact steel frame that wraps around the engine for a narrow cross-section. Without its brawny adventure-styled bodywork the NC700X could easy be mistaken for a scooter. The low-slung construction allows for a massive 21-liter storage compartment where the tank would usually be, while the 3.7-gallon steel fuel tank resides under seat. The 41mm front forks have 5.4 inches of travel, and the rear has 5.9 inches of travel through a Pro-link equipped swingarm.
For the rest of this article visit MotorcycleUSA.com
But here’s the deal – Honda knows that the NC700X also needs to be fun as the rider’s skills grow and needs to still attract those that have years under their belts. What a new rider needs and what a seasoned rider wants are for most purposes worlds apart. The beginner needs something that is easy to control in order to harness the aptitude of piloting a two-wheeled conveyance, but experienced riders want a machine that will deliver that adrenaline fix when asked. Everyone wants excellent fuel economy. That is the Cliff’s Notes of Honda’s NC700X concept. So did Honda hit the mark? We hit the road in the mountains of Ventura County to find out.
Just about every aspect of the NC700X is unconventional, but the heart of this adventure bike-styled machine is different from anything Honda has offered to date, in a motorcycle at least. The 670cc Parallel Twin lays forward at 62 degrees and features a long stroke design with a 80mm stroke and 73mm bore diameter. This gives the NC’s powerplant a linear yet torquey engine character. In order to gain efficiency, the pistons have a low-fiction coating and the valvetrain features lightweight aluminum roller-rocker arms. A single 36mm throttle body meters out the combustible air/gas mixture straight through the downdraft style intake tract, for a claimed 64mpg. That’s approaching scooter fuel economy territory.
Honda offers two transmission configurations for the NC700X, a standard six-speed and the next generation of the automatic Dual Clutch Transmission. The DCT uses two hydraulically controlled clutches that can do the shifting for you in a standard drive mode or sport mode, or riders can choose to shift through the gears via paddles on the left bar sans clutch. This new-generation set-up “learns” by allowing the ECU to detect the riding conditions in the automatic modes and tailors the shift points to suit the riders riding style. Riders will shell out $6,999 for the six-speed, and $8,999 for the DCT model. A big difference in price to be sure, but Honda throws in combined ABS for that extra two grand.
The chassis is just as unconventional as the engine design and DCT transmission, with a compact steel frame that wraps around the engine for a narrow cross-section. Without its brawny adventure-styled bodywork the NC700X could easy be mistaken for a scooter. The low-slung construction allows for a massive 21-liter storage compartment where the tank would usually be, while the 3.7-gallon steel fuel tank resides under seat. The 41mm front forks have 5.4 inches of travel, and the rear has 5.9 inches of travel through a Pro-link equipped swingarm.
For the rest of this article visit MotorcycleUSA.com
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