Rod Chapman•28 Nov 2012

REVIEW

Honda NC700SA

Name: Honda NC700SA
Brand: Honda

It may not be the most exotic model in Big Red's line-up, but it's one smart, economical and value-packed machine

Okay, let’s cut to the chase – if the first thing you look at in a new motorcycle’s specs listing is its performance stats, you may as well skip to the next feature. However, if you place value, running costs, practicality and fun (as opposed to outright thrills) high on your priority list, congratulations – you’ve probably just stumbled across your dream bike.

Honda’s NC700SA hit Aussie showrooms in 2012 with very little (if any) fanfare. That’s a shame, because while motorcyclists commonly read the tag ‘commuter’ as synonymous with ‘boring’, this particular commuter is a cracker-jack of clever technology, while also being perhaps the most practical and valued-packed bike I’ve come across in years. But before we look at the bike itself, let’s invest in a little background.

The NC700SA is actually one of a pair of twins – pardon the pun – but its brother, the NC700X, won’t be coming our way. Not to worry, it’s essentially the same bike, just with more of an adventure-bike sort of theme applied to its styling. There are also versions of both models available in other markets that are equipped with Honda’s dual clutch transmission, offering full-auto or pushbutton-shift gear changes, but they, too, won’t be coming to Oz.

That leaves the NC700SA to blaze a lonely trail Down Under, but after sampling the bike for myself over a couple of weeks, I’m pretty sure it’s going to win plenty of friends.

THE ACID TEST

With a typical daily commute of around 130km, I was very interested in putting Honda’s claims for the NC to the test. The model seemed unassuming enough in the press photos, and to be honest, that doesn’t change when you see it ‘in the flesh’. Still, as I approached the bike at Honda’s warehouse, in ‘Magna Red’ it looked attractive, if not exactly sexy. Hey, at least it wasn’t Camry Red…

A once-over, however, quickly revealed a couple of great features. First up, it comes with Honda’s Combined ABS as standard – not bad for a bike with a $8490 price tag. Secondly, what would traditionally be the fuel tank is in fact a storage compartment, and one big enough to swallow a full-face helmet. While not exactly a new idea – Suzuki’s 250 Across had a tank storage compartment and that came out in 1990 – it’s a wonderfully practical item and a superb feature in a commuter.

The tank proper is located lower down, beneath the seat, also lowering the bike’s centre of gravity, and the fuel filler is underneath the pillion pad. The catch for the locking storage compartment cover and the hinged pillion seat is activated via a slot for the ignition key in the left-hand side panel. All in all it’s a neat arrangement, but it’s a bit of bugger to find in the dark (a tiny LED in the ignition key or a phosphorescent ring around the slot would solve the problem) and if you’re on a longer haul there’s the prospect of unstrapping any bag tied down on the back each time you have to refuel. I guess if long trips are on the agenda, you’ll go for the factory panniers and topbox and avoid the issue entirely.

LONG AND LOW

The rest of this long-and-low bike is sweet. The tubular steel diamond frame looks good, you get wave brake discs front and rear and a compact but smart dash. The finish is good, but some of the smaller components do reflect the pricing. The model is built in Japan, just don’t expect 20k Fireblade quality in a budget bike.

Thumb the starter and the NC springs readily into a steady idle. It’s super quiet and just about devoid of vibration, and not for the last time would I blip the throttle just to check the thing was running.

The ride position is a crowd pleaser – at 790mm the seat will accommodate those shorter of leg, while the available legroom won’t put off taller types. At 188cm, I couldn’t discern too much of a difference in this respect between the NC and my Hornet 900. The angle of attack, however, is different – you sit quite upright on the NC, with little if any pressure on your wrists, and with the flat ’bars, it immediately feels rider-friendly and manageable.

Pull in the feather-light clutch, feed in a handful of revs with the equally light throttle, ease the clutch out and you’re away, with a slightly (almost apologetically) gruff tone from the single muffler providing a rather faint soundtrack. Within moments of pulling away two facts become blatantly clear. Firstly: this is one supremely easy-to-ride bike. And secondly: it would make a fantastic entry-level machine – if only its 670cc engine capacity didn’t blow the Learner Approved Motorcycle Scheme (LAMS) limit by just 10cc. I’ll bet Honda Oz execs weren’t thrilled to note that point when they first received the new bike’s specs…

No matter, it’ll still prove a great ride for anyone relatively new to riding, once they’re off their licence restriction. On the road the bike feels even lighter than its 211kg claimed wet weight; it’s really nimble, yet it’s totally stable, too. The low fuel tank and forward-canted parallel-twin powerplant play a role in the former, while the 27-degree rake and long 1525mm wheelbase do likewise for the latter. It’s also narrow, and that fact, combined with a generous lock-to-lock steering range make it a delight when slipping through tight traffic.

Now I’d never condone lane-splitting (that’s illegal these day, dontcha know?), but if one was to undertake such foolishness one would find that this mount was tailor-made for the job. The mirrors aren’t massive but they offer a clear view of what’s going on behind and they don’t impede progress through traffic snarls.

SMOOTH RUNNING

The engine really is in a class of its own. The first time I wound on the throttle in anger I thought I’d broken it – after a second or so it just seemed to stop dead. In actual fact, it was the rev-limiter kicking in. Redline is pitched at a low 6500rpm, and the thing spins up so readily you’re there in an instant. It’s a car-like redline for good reason – see the sidebar “And all that Jazz” and you’ll see why…

You acclimatise quickly enough, mind, and learn to short-shift and make the most of that low-down and mid-range grunt. There’s little to be gained from thrashing the knackers off it, so don’t bother. There is, however, enough oomph everywhere else to make for one very handy tool around town. It’ll streak away from a red light, yet there’s good urge for highway-speed overtakes, too. It tops out around the old ton but importantly it offers zesty performance everywhere from 0 to 120km/h. It’s super-relaxed too, registering just 3000rpm on the tacho at 100km/h in sixth gear.

The delivery is remarkably smooth, the grunt dished out via faultless fuelling. It is, in a word, ‘fun’. Not rip-your-arms-out fun – more grass-roots, “you meet the nicest people” sort of fun. Good, clean (Euro 3) fun, in fact.

The clutch is smooth and progressive and the gearbox, while not brilliant, is responsive enough. The suspension, too, does its job without much fuss. It’s fairly basic fare – a non-adjustable conventional fork and preload-adjustable Pro-Link monoshock – but it’s competent enough to see the bike go sweeping through turns at far higher speeds than its maker probably intended, and it takes the worst of typical Aussie city streets in its stride.

The Combined ABS brakes do a top job – even with a single front disc. Because they’re linked, the front lever also applies some rear brake and vice versa for the rear pedal, but use both and there’s ample stopping power and good feel, too. Of course, the inclusion of ABS in a commuter is a no-brainer.

BITS AND BOBS

All the other bits and bobs are well up to scratch. The fully digital LCD instruments offer up the staples – speedo, tacho, clock, two trips, odometer and a fuel gauge – but they are clear and easy to read, as well as classy. The headlight is effective, throwing a good, broad and powerful beam, and the horn is adequately loud.

As seems to be the Honda trend of late, the large horn button has been reversed with the indicator switch, which is maddening. Two weeks and the best part of 1000km after picking the bike up, I was still occasionally getting them mixed up. Oh, and there’s no centre-stand as standard. A shaft final drive would have been brilliant, but that would undoubtedly bump up the bike’s cost.

Still, a buyer would make that extra back in due course, thanks to the bike’s miserly running costs. Honda claims a mighty 27km/lt for the bike and that’s about right. I recorded an average figure of 26km/lt, which means a safe 325km range from the paltry 14.1lt tank. Consider the 12,000km service intervals and the fact it’ll be light on consumables and you know it makes perfect financial sense. Pillions will be smiling too, with a low pillion seat height, decent legroom and excellent grabrails.

At $8490, the NC700SA is gunning for that ageing commuter king, Suzuki’s GS500. The GS goes for $7490, and while it’s a proven, value-packed ride, it misses out on ABS, there’s a fair engine capacity deficit and its technology goes back decades. My prediction? The NC will take a chunk of sales from the GS in the commuter market, but the latter’s LAMS compliance will certainly soften the blow.

I loved my time on the NC700SA – it’s an even better commuter than my Hornet, even if it is lighter on thrills. For many riders there’s a lot more to motorcycling than pure adrenalin, and Honda’s latest ticks a heap of boxes, for a great price.

OPTION UP

Honda offers a range of factory accessories to further enhance the NC700SA. See your Honda dealer for more information, but here’s a selection of what’s on offer…

Averto alarm $462.00
35-litre topbox $201.45
Rear carrier $158.40
Pannier support stay kit $325.35
Pannier stay kit $178.20
29-litre pannier kit $628.61
Centrestand $292.60
Fly screen $165.00
Heated grips $328.90
Heated grips attachment kit $39.94
12-volt DC socket $91.30

Visit the NC700SA in Bike Showroom

SPECS: HONDA NC700SA

ENGINE

Type: Liquid-cooled, four-valves-per-cylinder, SOHC, four-stroke parallel-twin

Capacity: 670cc

Bore x stroke: 73mm x 80mm

Compression ratio: 10.7:1

Fuel system: EFI

PERFORMANCE

Maximum power: 47.6hp (35kW) at 6250rpm

Maximum torque: 60Nm at 4750rpm

TRANSMISSION

Type: Six-speed

Final drive: Chain

CHASSIS AND RUNNING GEAR

Frame: Tubular steel diamond

Front suspension: 41mm telescopic fork, non-adjustable

Rear suspension: Monoshock, adjustable for preload

Front brakes: Single 320mm wave disc with three-piston Nissin caliper, Combined ABS

Rear brake: Single 240mm wave disc with single-piston Nissin caliper, Combined ABS

DIMENSIONS AND CAPACITIES

Claimed wet weight: 211kg

Seat height: 790mm

Wheelbase: 1525mm

Fuel capacity: 14.1 litres

OTHER STUFF

Price: $8490

Colours: Magna Red or Pearl Sunbeam White

Bike supplied by: Honda Australia

Warranty: 24 months, unlimited kilometres

Story courtesy of Motorcycle Trader

Honda NC700SA

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