We pit the 2013 NC700X against its Japanese counterparts, the Kawasaki Versys and Suzuki V-Strom. See if it it has what it takes to unseat the duo in our 2013 Honda NC700X 650 Twins Shootout
One characteristic common among Honda motorcycles is smoothness. Fuss-free transmissions, even power delivery, and light handling are de rigueur for most Honda-made machinery. So it was refreshing to discover that Honda
injected the NC700X with dare we say a little character by virtue of the buzz in its bars, the rumble of its exhaust and a bit of notchiness to its tranny. These are by no means detractions from the NC700X’s build quality. The buzz is primarily noticeable at high rpm, the note emanating from its exhaust is pleasingly rich, and while there’s a little click during gear engagement, the six-speed gearbox still engages efficiently with no slippage. We actually appreciate the fact that it’s a little rougher around the edges for a Honda.
Hopping into its saddle after getting off the other bikes and the NC700X feels smaller and more compact. Its ergos are different as the NC700X almost slides riders forward with the positioning of its foot pegs back a tad more while the Honda’s seat pushes the rider toward the tank. At 32.7 inches, it does sport the lowest seat height, but is only a scant 0.2-inch lower than the V-Strom. It does have the easiest reach to the ground, a fact pointed out by my 5’6” wife. In motion, riders feel more on top than in the bike on the Honda. And while it feels like the smallest bike of the bunch, the Versys actually has a tighter rake and a wheelbase that’s almost five inches shorter.
The NC700X feels smaller than it really is because it carries its weight low. The bulk the other two motorcycles carry up high in their five-gallon gas tanks is shifted under the seat on the Honda, whose faux tank serves as a storage area instead. The engine mounted in its steel trellis frame serves as a stressed member which also helps give the NC700X the best mass centralization of the bunch. This comes into play particularly during transitioning from side-to-side, which the Honda does much easier than the more top heavy V-Strom or Versys.
The 2013 NC700X is also well composed when it comes time to lean in on tight corners. We’ve challenged both the narrow, blind-corner laden stretch on Hwy. 199 to the Oregon coast as well as blasts along the ribbons running up Green Springs Highway and the Honda is quick to turn in and steering is precise. The bars require little coercion to get the NC700X pointed in the right direction and tracks true once you get it on the edges of the tires.
The 2013 NC700X is powered by a 670cc liquid-cooled Parallel Twin with a 73mm bore and 80mm stroke. The package rests within a diamond-shaped steel frame.
The 2013 Honda NC700X matches up early in the rev range thanks to its torque, but falls flat on the top-end where the extra horsepower of the other two help them pull away.
Ergos on the NC700X slide riders slightly toward the tank and overall the bike feels smaller and more compact, even though the Versys has a five-inch shorter wheelbase.
“The NC700X turns and changes direction with ease, and the Honda is super stable. This is definitely a mount that encourages new riders. The bike carries its weight down low, so it feels much different from the other bikes,” said Motorcycle USA Managing Editor Bart Madson.
While the Honda handles its own in the corners, its Metzelers didn’t feel as if they had as much grip at speed as the other two bikes. The differences are minute, but going from bike-to-bike on the same 360-degree bank for photo shoots points out little things like this. It also sheds light on the slight disparity in braking. The NC700X has better feel at the lever than the Versys, but the Kawasaki binders have better power. The Nissin calipers on the front don’t have quite the same bite, the Honda using a single wave rotor up front as opposed to the twin disc arrangements of the other two bikes in the shootout. Admittedly, the V-Strom has the definite advantage because of its ABS, but it pays off because the Suzuki had the best brakes of the bunch in terms of stopping power. We would like to see how the optional combined ABS for the NC700X stacks up, but it’s not standard on the manual transmission version. The NC700X also lacks the five-way adjustability of the Versys brake lever.
“The Honda’s brakes don’t wow with stopping power. They get the job done, well enough, but the single front disc left me wanting when I needed to scrub off a lot of speed setting up for a corner. I did enjoy the responsive lever modulation, which will be encouraging to novice and intermediate riders,” said Madson.
When it came time to open the 650 Twins up, the NC700X matches the other two on the torque chart, slotting in between the class-leading Kawasaki and the V-Strom at 42.28 lb-ft @ 4700 rpm. So the Honda has a touch of pull in the low- to mid-ranges. But it doesn’t launch anything like the other two, and its powerband is considerably shorter as the Honda signs off abruptly in first gear when it hits its 36-37 mph redline. This short powerband continues through the other gears, and while the Kawasaki and Suzuki are winding it out, the Honda gets left behind. Test rider Madson again sums it up well.
“The NC700X engine has me scratching my head… It takes getting used to, with a super short powerband for a street bike. I don’t think I’ve ever hit the rev-limiter so many times. 35 mph in first gear?! I find the NC700X limited by its ho-hum engine performance. Add another 2500 revs to the powerband and you’d have something – but a 6500 redline is something for a cruiser, not a zippy street bike,” he said.
Ride quality on the NC700X is comparable to the other two, the 41mm fork soaking up most of the road imperfections in its 5.4 inches of travel. The single shock on the rear fluctuates even more with road conditions as it ranges through 5.9 inches of travel. Rotating through three different riders roadside doesn’t allow much time for adjustments, so one setting on the rear served riders ranging from 180 to 225 pounds. The Honda’s rear shock is tucked in behind bodywork more so than the others making it challenging to access and requires a spanner wrench for any adjustments.
On the styling side of things, the sharp-beak of the NC700X teeters toward the adventure side of things more so than the sport-oriented Versys and V-Strom. More of the falcon-like appearance of the Honda is concealed under covers and panels. Its 17-inch cast aluminum wheels jazz up its appearance, and the steel tubing of its diamond-shaped frame looks industrial strength, we just wish Honda would have left more of it on display. On its front end, the bike’s instrument panel is tucked behind a small, clear windscreen, the numerals of its digital speedo the most prominent display. The NC700X has a digital tach running along the top of the display that’s harder to read than the analog dial of
The low center of gravity and stable handling make the NC700X an easy bike to ride, though the short powerband from the Parallel Twin takes some getting used to.
the Suzuki and it doesn’t have a gear indicator. Overall though, our managing editor said the “Honda fit and finish still shines through for me, particularly the switchgear, grips and levers.”
The 2013 NC700X establishes itself as an easy bike to ride in this test. Its handling is light at the bars, its power isn’t going to overwhelm anybody, gears slide into place smoothly and it has the easiest reach to the ground. But for a bike that is great for beginning riders, it does require a lot of shifting because of its limited powerband. And this lack of outright power is only exacerbated when compared to the Versys and V-Strom. The Honda just doesn’t quite stack up, be it mid-corner, accelerating, or braking, which is why it is relegated to third place in our 650 Twins Shootout.
Old once again becomes new as Royal Enfield’s Continental GT, Yamaha’s SR400 and the TU250X by Suzuki compete for top honors in this Classic Air-Cooled Motorcycle Shootout.
MotoUSA's contributing editor compares the 2014 electric motorcycle offerings from Brammo and Zero in this EV bike shootout.
The 2015 Can-Am Spyder F3 is the latest three-wheeled machine in the Spyder line. MotoUSA headed to Canada to find out how it performs.
The Honda NC700X had a few quirks that weren’t an issue on the other two bikes, not outright negatives but rather characteristics that took some getting used to. The clutch lever took a full outstretched hand to reach and the bike didn’t start to roll until it was almost completely let out. It wasn’t much of a problem after I’d been on the bike for a few minutes though and since the transmission was smooth as silk it never caused any issue when moving through the gears. I like the ergos because the footpegs felt like they were set slightly back compared to the upright position offered by the other two bikes, pushing the rider forward somewhat into what felt like a more “sporty” position.
It’s a light, controllable mount that hugs the road in the twisties and remains planted and stable at highway speeds. It did require some short-shifting due to the 6500 rpm rev limiter, but pulled well between 3000 and 4500 rpm. That’s also the range in which the 670cc Parallel Twin gave off a pleasing, though subdued, growl, which was a pleasant surprise. The abrupt power loss when I hit 6500 rpm was disconcerting, and it only took a few times before I made absolutely sure to shift before winding the bike out too much. All in all it’s a really manageable bike for the new rider, one that will be forgiving of the novice but still provide a fun time in more advanced situations. The big storage compartment is a great feature as well, adding depth to the appeal of this bike as a commuter mount for the fact that a person could still stop off at the grocery store on the way home from work without having to bolt on saddle bags. Scooter convenience with the look and feel of a motorcycle makes the NC700X an attractive mount for the new rider.