2010 Honda NT700V

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Honda brought their all-new NT700V touring motorcycle to the United States last autumn. Having gained popularity and selling pretty well in Europe for years, Honda’s mid-sized V-Twin is claimed to be a versatile, user-friendly and fuel efficient motorcycle that allows riders to use it both to commute and live adventures on depending on what day of the week it is.

 

Introduction

Behind all the touring fun and excitement sits a consecrated (on the old continent) liquid-cooled 52-degree V-Twin displacing 680cc as a result of an 81mm bore and 66mm stroke as well as 10:1 compression ratio. Each cylinder’s four valves are controlled through a single overhead cam, while gas is fed into the engine by Honda’s programmed fuel injection system. The engine is coupled to a five-speed tranny, which should keep things lively and interesting at all times while also maintaining good mileage. Knowing about the standard model’s 566 lbs curb weight (571 on the ABS model) and the gas tank’s 5.2 gallons capacity, we reckon the NT700V should beg for more gas after around 200 miles during long haul traveling and approximately 165 miles around town.

If our predictions are right, this qualifies the bike as a great alternative for those who have long been waiting to join the big league, but don’t feel like spending too much money on big touring bikes, which aren’t that helpful around town either.

Honda NT700V


With a 26.5-degree rake and 4.5 inches trail, the bike should be very maneuverable even at slow speeds also thanks to the low center of gravity and 58.1 inches wheelbase. The rider’s bottom will sit at 31.7 inches above the ground, which is acceptable.

A major contribution to this model’s touring credentials is the suspension equipment composed from a 41mm telescopic fork offering 4.5 inches of travel and a preload adjustable shock offering an even greater 4.8 inches of travel. And the thing is that you haven’t even heard the best part yet: the thing features combined braking system working with three-piston calipers on the 296mm front discs and also on the 276mm rear one. ABS is optional.

Being a veritable mid-range touring motorcycle, the Honda NT700V comes with large-capacity saddlebags and five-position adjustable windscreen so that it will suit riders of different heights. Also, the decent accessories list includes a 45-litre top box in matching body colors, just to start your interest.

History

Honda NT700V

Looks like this motorcycle is always ready to spoil its riders and the best part is that it has gone through a thorough testing process undergone along the years mostly by those lucky Europeans. The Honda NT650V Deauville was introduced in 1998. It came to replace the NTV650 Revere and it did it with style as it stood out thanks to a fully integrated three-quarter fairing and panniers. The engine, which was the same type as the current one, originally displaced 647cc and had only three valves per cylinder. It developed a decent 55 hp at 7,750 rpm and 41 lb-ft at 6,250 rpm, enough to keep riders interested in Honda’s offering for the respective segment.

This bike has gradually gained the respect of European riders not only for being versatile, efficient, comfortable and fun to ride, but also thanks to the reliable V-Twin engine. This was enlarged in 2006 to 680cc and the bike’s name was changed into NT700V Deauville. Fuel injection was also added and the power and torque gain was more than substantial: 65 hp at 8,000 rpm and 48.8 lb-ft at 6,500 rpm. In 2006, ABS was also introduced as an option.

Competition

With this all-new NT700V, Honda is walking on soft American ground mostly because riders can go ahead and buy sport-touring models such as the Yamaha FZ6 , Suzuki GSX650F or Kawasaki Ninja 650R for plenty less than what they’ll pay for the NT700V and still ride a much more potent piece of engineering. But the fact is that the Honda NT700V addresses to riders who have long surpassed the “horsepower crisis” and prefer the joy of riding in complete comfort and well protected by wind and weather for miles and miles every day.

Exterior

Honda NT700V

And the way that it looks shows this from the very first glance. You won’t see the FZ6 coming out of the factory gates with panniers on, but this motorcycle does and still looks up for the sport-touring challenge. The three-quarter fairing and demure headlight positioned above the NT’s “shark mouth” all contribute at making the thing look one-of-a-kind, while the five-position windscreen looks very efficient.

Overall quite clean and docile, the NT700V disguises that gas tank very well behind the large fairing, but this still blends in with the spacious seat and standard panniers. Everything is designed with aerodynamics in mind and Honda’s quality built and refinement can be spotted all over this model. The three-spoke, 17-inch wheels are quite simple and in between them there’s not much to lay your eyes on apart from the exhaust on the right rider side and the shaft final drive on the left.

This new introduction to the US market comes in colors that Honda also used for the ST1300 along the years: Metallic Red and Metallic Silver. Only the last color is available for the ABS-equipped NT700V.

Honda NT700V

Press Reviews

"Punch the throttle and the engine responds by chugging forward at a leisurely pace—a boon for riders with less experience and ideal for riding in the rain or other limited-traction situations. Experienced pilots worry not, for as the revs pile on and the motor gets spinning up to 5000 rpm, the engine cranks out enough acceleration force to allow for safe passing…” – motorcycle-usa

"Revving to a peak of 8500 rpm, the oversquare Twin (81mm x 66mm) cruises along the highway at 70 miles per hour revving around 4750 rpm in top gear, but it really screams for a 6th gear. The NT’s Twin felt a little more comfortable down at 65 mph and 4300-ish rpm, where the little tourer settles into a harmonious groove.” – motorcycle

"At speed in a wholly different environment-curvy canyon roads-the Honda NT700V is equally stable. True to its sport-touring pedigree, its profile is slim, and the motorcycle moves through transitions nimbly enough that you forget you have bags permanently installed behind you." – ultimatemotorcycling

Honda NT700V


"On the bright side, the bike does hide its weight well and is neutral to turn in. Despite the rear’s tendency to lift upon sudden deceleration due to the shaft drive, this shaft-jacking motion surprisingly didn’t hamper the bike during turn-in, mid corner or on corner exit." – sportrider

"Braking performance is likewise adequate, bolstered by Honda’s unobtrusive Combined Braking System that links one piston in the left front caliper with the rear to improve braking balance and confidence. Optional ABS further increases the safety margin during inclement weather or on dirty streets." – motorcyclistonline

"It has taken 10 years for the NT700V to reach our shores. Time will tell if American riders are NT savvy, but one thing is certain: Traveling coast-to-coast in comfort and style just got a lot more affordable for a lot more riders." – cycleworld

Price

As you’ve already deduced, this motorcycle’s biggest disadvantage is its price tag. With a $9,999 MSRP for the non ABS version and a $10.999 one for the ABS version, riders are most likely gonna head to the cheaper, good old sport-touring segment.

Conclusion

Looking at the bike and knowing that it comes after a long ride on the old continent, we cannot ever underestimate it, so much the less now that we haven’t even ridden it. We’ll just express our reservations towards the way riders are looking at it.


SPECIFICATIONS

Model: NT700V / NT700VA ABS

Engine and Transmission

Honda NT700V

 

  • Engine Type: 680cc liquid-cooled 52° V-twin
  • Bore and Stroke: 81mm x 66mm
  • Compression ratio: 10.0:1
  • Valve Train: SOHC; four valves per cylinder
  • Induction: PGM-FI with automatic enrichment circuit, 40mm throttle bodies and 12-hole injectors
  • Ignition: Digital transistorized with electronic advance
  • Transmission: Five-speed

 

Chassis and Dimensions

Honda NT700V

 

  • Front suspension: 41mm telescopic fork; 4.5 inches travel
  • Rear suspension: Single shock with spring preload adjustability; 4.8 inches travel
  • Front brake: Dual full-floating 296mm discs with CBS three-piston calipers
  • Rear brake: Single 276mm disc with CBS three-piston caliper; Optional ABS
  • Front tire: 120/70 ZR17 radial
  • Rear tire: 150/70 ZR17 radial
  • Wheelbase: 58.1 inches
  • Rake: 28° 50’
  • Trail: 115mm (4.5 inches)
  • Seat Height: 31.7 inches
  • Curb Weight: 566 pounds (NT700V) / 571 pounds (NT700VA ABS)
  • Fuel Capacity: 5.2 gallons, including 0.9-gallon reserve

 

Features & Benefits

Honda NT700V

 

  • Powerful four-valve 680cc liquid-cooled V-twin engine for strong performance and economical operation.
  • Programmed Fuel Injection (PGM-FI) delivers excellent throttle response over a wide range of throttle settings and riding conditions.
  • Combined Braking System (CBS) with a triple-disc brake system plus the option of ABS for confident braking in varying conditions. 
  • Large-capacity saddlebags feature a pass-through space between the two sides to facilitate packing of longer items and provide additional carrying capacity.
  • Five-position windscreen can be set at the preferred height.
  • Convenient remote adjuster for rear shock spring preload adjustment facilitates changes in rear suspension settings.
  • Standard model is available in Metallic Red and Metallic Silver colors. ABS model is available in Metallic Silver color only.
  • Honda Genuine Accessories
  • Top Box, 45L Red and Silver, Inner Bag-Trunk, Lower Top Box Pad, Fairing Wind Deflector Set, Knee Pad Set, Heated Grips, DC Socket, Tank Pad, Outdoor Cycle Cover.

7 comments:

I have the 2010 NT700V Red non ABS one, I am the 2nd Owner. I travel from Hollister (California) to Los Angeles once a month, I get 59Mpg round trip 700 miles. I tested between fill ups. Average speed 70-80 Mph easy riding. I have the1996 PC 800, also have 1995 BMW R1100 RS, Earlier I had 2004 BMW R1150RT, and 1995 Kawasaki Concours 1000. looks like the NT700 is going to stay with me for a long time. Important things I like are very light handling specialy in the cities, Fuel economy, Shaftdrive and reliabiliy of Honda. Fast accelerating than the PC800. Next year I may ship this Bike to Europe and make a travell to India through middle east on this one.

The ride continues: My wife and I jockeyed our 2010 Honda NT700V to Big South Fork National River and Recreation Area in East Tennessee. This was our second medium ride taking us about 200 miles round trip. The park has winding roads and steep grade. The roads are as challenging as the Dragons Tail in the Smoky Mountains, but not as long.
I weigh in at 215 lbs. and my wife at 116 lbs. The NT700V handled our weight throughout the steep grades and switch backs with ease. This bike is not an in your face power house, but lugs along using Honda’s tried and true V twin 680 cc engine. We passed a few cars with power to spare. The engine is not the smoothest engine, but it has a reassuring hum of reliability. Out of the box we are averaging 60 MPG. This has a lot to do with my non aggressive driving practices. It will drop into the low 50 MPG range with more aggressive driving habits, but I fully expect to range around 62-65 MPG after break in is complete.
The trip started riding through town heading for the interstate. The NT700V is very comfortable in town due to the upright position of the riders. It provides a commanding view of the surroundings. The bike seems to be at home in this environment with great low end torque at lower speeds.
We made it through town and transitioned onto the interstate. We were both a little concerned as we have never had the NT700V on the interstate. I was considerably worried we would run out of power. Just the opposite, we turn north on Interstate 75 out of Careyville, TN and immediately went into a 6% grade climb. The motorcycle handled very well at higher speeds. I would not get close to the larger trucks as the bikes lighter weight but large air displacement come into play. The draft was very noticeable two semi-truck lengths behind. So, we did what all bikers would do, we passed. We had plenty power to pass and maintain 80 MPH while in the long climb of 3 miles. The engine turns just over 5,000 RPM’s at 80 MPH well below the red line taking on a much smoother hum with less vibration. Understand this is not a 1300 cc motorcycle, and will not take off like a rocket at the twist of your wrist; however, it does take off about the same as a mid-grade sports car!
We made it to Big South Fork National River and Recreation Area to find scenic over looks and winding road with several 13% grade switch backs. The motorcycle is almost to forgiving, giving the operator a sense of “I can do it”; however, years of riding and eating pavement curtailed this impulse. The NT700V is not a heavy motorcycle, and I could feel every move my wife made. We have not ridden together for several years due to selling our old bike and me deploying with the Army twice. My wife was quick to point out she had seen a bear, all the while moving her upper body and arms. I was quick to point out, we would meet the bear up close if she did not quit moving around through hair pin turns. The motorcycle’s light weight makes it agile, but it also makes it more responsive to body movement inputs.
This ride will stand out as a fun ride in which we both were getting use to the new NT700V and riding together again. We have figured out the spring settings for dual riders, windshield height, and the general feel of the motorcycle. More to follow as the ride goes on!

I have been looking at the Honda NT700V for several months. I am not what you would call a flashy rider. I am very practical. I was looking for a quality motorcycle which would power through two riders up the mountains of eastern Tennessee. I took the plunge when I found a 2010 Zero miles Honda NT700V. My wife and I took out the NT700V for on the first trip of about 50 miles each way through winding roads with a few open spots. These are my first thoughts:
1. The bike is very forgiving through the corners and is very balanced. It is not a power house, but it had decent acceleration and I felt comfortably in control throughout the ride. I expect power to improve some as the engine breaks in.
2. Finding the correct gear setting is very important on this bike. I ran 60 mph in fifth gear and found the bike having large amounts of frame vibration. I dropped back to forth gear and the vibrations dissipated. The bike favors running 70 mph in fifth gear.
3. We tried the adjustable windshield and found it to work fine in the low position at slower speeds. At 70 mph it was a must to have the windshield in the highest position; otherwise, the vortex plastered my wife’s helmet. Windshield up fixed this issue.
4. Braking is superb. This is a large tall motorcycle, and I was pleasantly pleased with the feel of the brakes. When applying the rear brake the number 2 piston on the left front caliper is slightly engaged. I never felt the front dip at all and it felt solid.
5. The motorcycle has two large rear trunks and two small compartments at the front fairings. While riding we came across a farmers market. Without thought, we bought a fair amount of fresh produce. Even with the jackets and emergency rain gear already loaded, we were able to fit the produce in the rear trunks. The extra weight was un-noticed on the ride home.
6. The motorcycle is a good looking bike with an aggressive front and a docile rear end. It is not a flashy motorcycle by American standards and will not make an “I am cool statement.” The bike screams practical, useful, and playful. I think we will enjoy it. More to follow as the ride continues.

Have had this bike now for 3 weeks and am very happy with it! I have a 130 mile round trip commute in the Washington, DC area and this has been PERFECT getting 61 MPG for me and being eminently comfortable!

Exactly man. if u edit out the handle bar. People would swear its a cars instrumentation. hope to see in Indian roads soon!!!!

My only question is, what is the ESTIMATED MPG of this bike? I have seen anywhere from 33 to 56 mpg. I am sure, SOMEONE knows! It has been on the road for a while in Europe, so please... inform!

I like this design much better compare to the previous design.

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