$8,499
Kyle, Texas
Category
Sport Touring Motorcycles
Engine
670
Posted Over 1 Month
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. Previous | Next 2013 650 Twins Shootout 2013 Honda NC700X Comparison 2013 Kawasaki Versys Comparison 2013 Suzuki V-Strom 650 ABS Comparison 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 video. 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 Bike has many Extras see posted Pictures, Windshield Saddle bags Trunk Center stand Wind deflector Crash Bar
