Motorcycle specifications HondaNC 700 X 2012 The youth of Henri Jones

since the appearance of the VFR 800 X in 2011, Honda has discovered a passion for this new concept: motorcycles in the cross-over category - like cars: machines that look like 4x4s but stay in town. The NC 700 X is one of the children of this ideology, halfway between fun and hypocrisy.
It's the smallest, least expensive and certainly not the least interesting of the three brothers.

completely the opposite of a powerful, well-traveled, imposing Crosstourer, the NC-X is intended to be the city adventurer. At first glance, it's hard to believe that this is the S roadster, simply better dressed and with a higher level of suspension. Its bodywork, closely modelled on that of the Crossrunner, gives it far more style than the basic NC 700 S. A larger windshield and more muscular shoulders also provide a little more protection. But underneath the plastic, it's all the same: same chassis, same engine, same technical solutions, all entirely new to this range of bikes.
The manufacturer has given it a classic but sufficient 'diamond' tubular steel frame. At the front, a single disc takes care of braking (adequate for performance, but surprising for a machine of this size and displacement). seconded by the standard 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, clock, engine rpm and fuel gauge in bar-graph format. The bike is also equipped with HISS immobilizer, an engine block, petal brake discs, and weighs 218 kilos - 10 more if you opt for the dual-clutch version. More on that later.
With a suspension travel of 153.5 mm at the front and 150 mm at the rear, the NC cross can be ridden on less stony roads, thus justifying its name. It takes on some of the advantages of the trail bike, such as an upright riding position and a smile when approaching dirt and dust. It's not enough to show off in front of a Katoche EXC, it's simply enough to visit a stretch of road the NC-S couldn't venture down. In short, the same leitmotif as the Crossrunner in the face of the VFR 800.

a new engine, but economy and sobriety are at the forefront. There's no hustle and bustle on the way out, with almost 52 horsepower. This figure can easily be reduced to 47.5 hp / 35 kW, exactly the limit imposed by the future A2 license. Not only does the NC 700 offer measured power for new riders, it's also ready for the new European regulations. But it's not all 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 will also be available with a robotized dual-clutch gearbox, as on the VFR 1200 and Crosstourer. The perfect co-pilot 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.

more versatile, more spirited, with far more charisma than the S version, the NC 700 X tackles the Transalp on its own turf. A true all-purpose little machine with an economical vocation, but with a somewhat wallet-busting look. The X costs 1,000 euros more than the S. Of course, ABS is standard, but obviously, Indiana's jacket and Jones' boots don't come cheap.

M.B - Manufacturer's photos