Motorcycle specifications HondaNC 700 S 2014 Let's be reasonable

the NC 700 S isn't going anywhere anytime soon. The 750 is slowly pushing it out the door, but my 2013 models are still on offer. However, even if the 700 is perfectly suitable for A2 license holders, the only version available this year doesn't have the attractive price tag we saw when this model first came out. The reason: it's equipped with a robotized gearbox and ABS.

in creating the NC 700 S, Honda is offering more than just a motorcycle, but you won't realize it when you see it or try it out. This roadster is the face of the A2 license, and a new definition of the urban utility motorcycle. This is one of the indirect descendants of the CB 500 and NTV 700.

simple, pretty but no more than that, almost serious, the NC 700 is no streetfighter. Its design already expresses its vocation. It's always on the move, never showy, but always ready to go. With this model, Honda returns to a niche that has been neglected by manufacturers: that of the first motorcycle, inexpensive, not too powerful, easy to access, like the CB 500, Kawa ER-5, Suzuki 500 GS and Yam XJ 600. That's not to say it's just a low-end, off-the-shelf machine. Everything about this machine is new, starting with the engine.

Honda has developed an all-new twin-cylinder engine, which also powers the X version (cross, don't think of anything else...) and the Integra scooter. A very modern engine, and one that goes against the grain of the motorcycling genes of yesteryear. Not so long ago, technology was galvanized by the quest for horsepower, for overflowing power per liter, for pulling out your arms and catapulting you to Mars. Forget that with the NC 700 line. These are the forerunners of reasonableness, the children of the crisis, pollution and consumption. Here, twin knows only one word: economy.

First of all, there's no question of overdoing it. There's no hustle and bustle on the way out, with a claimed 35 KW, or 47.5 horsepower. This is exactly the limit imposed by the A2 license. Not only does the NC 700 offer measured power for new riders, it also complies with European regulations. But it's not bland: watts peak at a very reasonable 6,250 rpm, and maximum torque is reached before 5,000 rpm. There's no need to rev the mill to get the most out of it. The 270° timing will add a little character to the whole.

Technically, it has been designed to do its job well, allowing several choices to be made at the same time, always with the aim of avoiding wasted energy. The cylinder head contains just one camshaft, which not only drives the valves but also the water pump. The balancer shaft also has a dual function, dampening vibrations on the one hand, and driving the oil pump on the other. The number of parts is also limited: a single injector, a single outlet at the end of the cylinder head for the exhaust gases, which will only travel about ten centimetres before reaching the catalytic converter. Placed so close to the catalytic converter, it heats up more quickly, making it more efficient.
This block rivals the competition for fuel economy. Honda claims 3.6 liters per 100 km. Incredible! The fuel consumption of a 125. With its 14-liter fuel tank, you're ready for 400 kilometers of riding. But let's put these figures into perspective: they're obtained with the dual-clutch version, and on D mode, as sporty as a Homer Simpson.

Double clutch? You mean that....? Yes, the NC 700 is equipped with a robotized dual-clutch gearbox, as on the VFR 1200 and the Crosstourer. The perfect copilot for cruising around town, with a choice of an all-auto gearbox, featuring a sport or quiet driving mode, and an impulse mode where the rider shifts gears at the flick of a switch. The dual clutch, one controlling even gears and the other odd, enables ultra-fast, super-smooth gear selection.

halfway between utility vehicle and roadster, this machine doesn't need a hypersport chassis. Instead, the manufacturer offers a classic but sufficient steel-tube 'diamond' frame. At the front, a single disc takes care of braking (adequate for performance, but surprising for a machine of this size and displacement), and is backed up by C-ABS - an anti-lock braking system that activates the front brake when the rear is applied.
Importantly, the engine block is tilted forward. Not only does this lower the center of gravity and enhance agility, it also frees up space in the frame. Instead of a fuel tank (the real one is under the seat), there's a storage compartment for a full-face helmet. An ingenious trick, already used on the Aprilia 850 Mana, also equipped with an automatic gearbox.
For the first time, the instrument panel is fully digital, displaying speed, two trips, a clock and, in the form of a bar graph, engine speed and fuel gauge. The bike is also equipped with HISS immobilizer, an engine block, petal brake discs, a low seat height of 790 mm, and a not-so-svelte weight of 227 kilos.

the NC 700 S embodies the ideal of a genre that has all but disappeared: the all-rounder for everyone, especially beginners and urbanites. But don't expect furious acceleration or bleeding arsouilles. Even with the bridle on, only 52 horsepower will be available. Barely a year after its launch, the NC 700 S has seen the emergence of a formidable rival: the CB 500 F. New enemy brothers in the same kingdom.

M.B - Manufacturer's photos