BARCELONA, SPAIN — Honda — at least compared with other Japanese motorcycle manufacturers — does things differently. While cranking out scads of ubiquitous, commercially viable sporting four-cylinder sportbikes and boulevard-cruising V-twins, the world’s most prolific motorcycle manufacturer has shown an occasional propensity for the weird and wonderful. What else would you call the once-much-hyped, now-best-forgotten Pacific Coast, a fully scooterized tourer based on a whimpy V-twin cruiser?
Some have been successful; the Rune proved, if nothing else, that someone other than Harley could produce an over-the-top road brute. Some were way ahead of their time; in the case of the Honda 750A automatic, way, way ahead of their time. And some have been so comical that one just had to assume they were the result of some terribly twisted corporate sense of humour; Honda didn’t really think the DN-01 would sell, did it?
Honda is also willing to go into the belly of the beast. Here we are, for instance, in motorcycling-mad Spain with some of the most aggressive riders in the world and Honda is introducing its new novice-minded, fuel economy-conscious NC (as in New Concept; Honda likes these grand themes) 700, a twin-cylinder 670-cubic-centimetre runabout completely lacking in the one attribute — mega doses of horsepower — that has traditionally been used to lure youth to motorcycling. Indeed, we might as well get this out of the way right off the bat: If you’re looking for scads of horsepower, look elsewhere. Honda is not publishing power figures for the new NC700, but there are probably about 50 or 60 ponies available at the rear wheel. That’s hardly the stuff to strike fear into the hearts of R6 owners. Perhaps more oddly — at least for experienced motorcyclists — is that Honda shuts the party down at a 6,400-rpm redline, the rev limiter kicking in abruptly. For the seasoned motojournalist, it takes some acclimatization.
But there is method to Honda’s madness. For instance, here in Spain, where there are 2.5 million registered motorcycles over 125 cc, there’s a huge market for well-executed, pragmatic two-wheeled transportation. And, here, the NC700 delivers. Available in both standard — NC700S — and adventure touring — NC700X — guises, Honda claims that either one gets about the same fuel economy — 80 miles per gallon or approximately 2.9 litres per 100 kilometres — as the far less powerful single-lung CBR250R. Indeed, if the NC700’s gas gauge and speedometer are to be believed, one should get almost 400 km to the tankful, an incredible range considering there are only 14 litres on board.
Everything about the NC700 is geared toward maximizing torque and minimizing fuel consumption. The powerband ranges from 3,000 to just 6,000 rpm, incredibly low-revving for such a small engine. Cam timing — and in a twist each of the two cylinders has different inlet timing to help the parallel twin engine emulate a V-twin’s rumpa-rumpa — is modest and the bore and stroke ratio is undersquare (the piston’s diameter is smaller than its stroke). Gearing is also as tall as some big-inch Harley Twins. Indeed, 3,000 rpm in top gear equates to 100 km an hour, so the engine is fairly loafing. Again, it’s all in the name of fuel economy.
And, in most cases, it’s not overly detrimental to performance. We spent the day playing silly buggers on serpentine Spanish roads. Once I got used to short-shifting the NC long before it approached 6,000 rpm, I never noticed any power deficit. That said, those seeking to cruise the highways and byways at a buck-forty and still have power in reserve will find the top-end power reserved. Like an old BMW airhead R100, the power is adequate, not excessive.
The rest of the NC700 is fairly conventional. Both the S and the X share engine, transmission, frame, wheels and brakes. The suspension travel, however, is longer for the adventure touring-themed X and, consequently, it rides higher and is slightly longer. It’s amazing how such seemingly minuscule changes make a large difference in comportment. The S fairly slices toward apexes if you so much as look at them, while the X is a little lazier about changing direction. If all you want to do is commute and roil along twisty roads, then the S is the better choice.
I’d have the X, though. The taller seat sees it offer a plusher, roomier seating position. The handlebar is taller for a more comfortable, upright seating position and the windscreen, such as it is, provides better wind protection. I’d be searching the aftermarket for an even wider windshield, however, were I thinking of taking the NC700X for longer tours. It is up to the task, however, especially since Honda Canada will be offering a full complement of luggage and ABS is standard on both models.
Pricing hasn’t been set, but Honda says it will start below $9,000. Pricing is going to prove very important to the NC700’s success, I suspect. Competitors, such as Suzuki’s DL650, offer more performance and features. Anyone swayed by the NC700’s frugality will likely also be price conscious. Pricing aside, the NC700 will make an ideal trade-up for Honda’s legion CBR125 and CBR250 loyalists. And, unlike some other Asian brands, Honda is to be lauded: Breaking the status quo is seldom welcomed, even when it’s absolutely necessary.
