Page 30 degrees to make it shorter and flatter. The 3.7 gallon tank is located under the seat, low and forward next to the engine, creating extra space and contributing to mass centralization. Since friendliness and utility were two major design goals of the NC700X, Honda chose to make a storage area out of the space normally reserved for the gas tank. This waterproof compartment is large enough to hold some XL full face helmets and can be upgraded to include a 12V power outlet. To further the NC700X’s utility, Honda designed $600 accessory hard bags concurrently with the rest of the bike, complimenting the adventure touring-inspired bodywork. (Though you will want to add the $90 aluminum look panels to the saddlebags for a fully integrated look.) With the bags and the trunk holding 29 liters and 45 liters, respectively, the NC has the makings of a fun weekend tourer. The NC700X’s fashionable styling doesn’t look like that of a motorcycle whose base price is $6,999 ($8,999 NC700XD). The instrument cluster sports big, easy-to-press buttons on the sides of the pod for scrolling through display options. The DCT/ABS model also receives a gear indicator that displays DCT mode. Honda has managed to deliver a great combination of fun and efficiency at a reasonable price—and even threw in some cool DCT/ABS technology for a little more money. Whether Honda new concept motorcycle has found a way to attract a different group of people into the motorcycling fold remains to be seen. The NC700X does, however, deliver a good value for the money. If the European market is any reflection on how the bike will be received stateside, the NC700X should sell well.
JANUARY 2013 • BACKROADS
NC700X THOUGHTS Smooth. This adjective is all you need to describe Honda’s new NC700X. The Dual Clutch transmission works seamlessly; and that is coming from a non-believer who has been smirking since Honda released their VFR with this system a while back. But, I’ll get back to the transmission; let’s talk about the NC700X itself. What’s not to like? The machine is stylish and light and handles far better than its ‘little to adjust’ suspension would lead you to believe. The twin cylinder powerplant, although not the biggest, still can offer even the most experienced rider a big smile on the backroads and the single discs in both front and rear do a super job of powering it back down. The more I rode the NC700X the more I appreciated the cavernous storage area where the fuel tank isn’t and the fuel mileage offered appealed to my frugal side. To be honest the ‘Drive’ setting is somewhat boring, but ‘Sport’ is much better. To me the fun factor rose greatly in the manual paddle-shifting mode. I do wish I had a chance to ride the conventional 6-speed machine, but