2012 Honda NC700X First Ride

The 2012 Honda NC700X is build to appeal to the widest cross section of riders possible.

Far too often terms such as “unique”, “revolutionary” and “game changing” are thrust upon the motorcycle world to describe the latest and greatest from the marketing wizards responsible for grabbing your attention. It is always a full frontal assault on the buyers with more and better and faster. This is a yearly cycle we’ve come to expect as new models are introduced and touted as the next level. We’ve become accustomed to expecting more horsepower and more extreme performance from our two wheeled machines. But where does that leave the new or inexperienced rider? Sadly, many may give up before they begin, frustrated with learning the coordinated dance of controlling a motorcycle that's become second nature to seasoned riders. Honda has recognized this and has an answer, the 2012 NC700X.

But here’s the deal – Honda knows that the NC700X also needs to be fun as the rider’s skills grow and needs to still attract those that have years under their belts. What a new rider needs and what a seasoned rider wants are for most purposes worlds apart. The beginner needs something that is easy to control in order to harness the aptitude of piloting a two-wheeled conveyance, but experienced riders want a machine that will deliver that adrenaline fix when asked. Everyone wants excellent fuel economy. That is the Cliff’s Notes of Honda’s NC700X concept. So did Honda hit the mark? We hit the road in the mountains of Ventura County to find out.

Just about every aspect of the NC700X is unconventional, but the heart of this adventure bike-styled machine is different from anything Honda has offered to date, in a motorcycle at least. The 670cc Parallel Twin lays forward at 62 degrees and features a long stroke design with a 80mm stroke and 73mm bore diameter. This gives the NC’s powerplant a linear yet torquey engine character. In order to gain efficiency, the pistons have a low-fiction coating and the valvetrain features lightweight aluminum roller-rocker arms. A single 36mm throttle body meters out the combustible air/gas mixture straight through the downdraft style intake tract, for a claimed 64mpg. That’s approaching scooter fuel economy territory.

Honda offers two transmission configurations for the NC700X, a standard six-speed and the next generation of the automatic Dual Clutch Transmission. The DCT uses two hydraulically controlled clutches that can do the shifting for you in a standard drive mode or sport mode, or riders can choose to shift through the gears via paddles on the left bar sans clutch. This

The transmission of the DCT/ABS version of the NC700X is controlled via switches and buttons on the handlebars. A standard six-speed transmission is also available.

new-generation set-up “learns” by allowing the ECU to detect the riding conditions in the automatic modes and tailors the shift points to suit the riders riding style. Riders will shell out $6,999 for the six-speed, and $8,999 for the DCT model. A big difference in price to be sure, but Honda throws in combined ABS for that extra two grand.

The chassis is just as unconventional as the engine design and DCT transmission, with a compact steel frame that wraps around the engine for a narrow cross-section. Without its brawny adventure-styled bodywork the NC700X could easy be mistaken for a scooter. The low-slung construction allows for a massive 21-liter storage compartment where the tank would usually be, while the 3.7-gallon steel fuel tank resides under seat. The 41mm front forks have 5.4 inches of travel, and the rear has 5.9 inches of travel through a Pro-link equipped swingarm.

Swinging a leg over the NC700X finds a fairly compact cockpit. Although the seat height is 32.7 inches it feels lower and most riders should be able to find flat ground with both feet. The seat is firm and slim – but not narrow like a dual sport seat. The reach to the riser bars feels just right while the seat to footpeg relationship is tight for my 5’10” frame and could get uncomfortable if you surpass the 6-foot mark.

Honda had both the six-speed and DCT equipped models on hand for us to sample. I jumped right into the DCT game first to get a feel for the system as I’ve had only a few stints on the VFR equipped with the same technology. At first it is a bit unnerving not having a clutch or shift lever on the left side of the bike, but you quickly adapt. In not time you are enjoying the torquey character of the long-stroke mill as the auto tranny does all the thinking for you. In regular drive mode the power character is not much to write home about from a speed-freak’s perspective, but it gets the job done in silky smooth fashion. This mode is all about fuel economy as it shifts early and keeps the revs low.

Experienced riders will be impressed with the light and precise steering of the 2012 NC700X.

Thumb the right bar mounted switch to the Sport mode and the shifts firm up ever so slightly. The engine is also allowed to rev out further before the next gear is selected automatically.

Going to manual gives you control of when you grab the next gear with a squeeze of the trigger finger switch, but be quick! The limiter kicks in at 6500 rpm, and if you are used to a wringing a bike’s neck to get that rush, you’ll find that limiter often. Adjust the shift points to the meat of the power, right around 4500 to 5000 revs, and the acceleration is better than expected.

The standard transmission is, well, standard. Shifts are Honda reliable and solid, just as you would expect. My only criticism it the reach to the clutch lever could be a stretch for smaller hands.

While the engine performance will not hold the attention of experienced riders for long, the low center of gravity and well-sorted chassis will. Steering is light and almost dirt bike-ish. Just think about turning and you are. The NC700X falls into the corner with the lightest of bar input and once in it holds a line with composure that you wouldn’t expect from a bike that has a frame resembling a scooter.

Only the biggest of road imperfections upset the suspension balance. The tighter the road the more fun the NC gets, especially as you learn to use the bike’s momentum rather than horsepower to get out of the corners.

When it’s time to slow the NC700X’s roll the brakes are not as stellar as the handling, and one must be careful not to come in too hot. The response is predicable, but the power could be better for those that like to divebomb the corners. For beginners, grabbing a handful of right lever won’t be a complete disaster, and the combined ABS on the DCT model will keep even the most ham-fisted brake applications downright civil.

I am truly impressed with the 2012 Honda NC700X, but not for the usual reasons. I’m impressed with Honda’s ability to create a bike that will be one of, if not the most friendly beginner mount on the market. But it can at the same time entertain any rider out there. It looks cool, has useful storage, a gratifying chassis and user-friendly motor; a new rider can’t ask for much more than that. For me this “unique” bike might not be completely “revolutionary,” but I think it could be very well a “game changing" motorcycle.

 

For more info: http://www.motorcycle-usa.com/117/14075/Motorcycle-Article/2012-Honda-NC700X-First-Ride.aspx

Where Honda's dreams all began

Defining the joy of mobility on two wheels

 In 1946, at a time when the mere bicycle was still the chief means of transportation in Japan, a small, remodeled generator once used to power a radio transmitter was reworked into an engine and fastened to a bicycle to give it a mechanical boost. This engine was the starting point of Honda and the beginning of its motorcycle business. In Japan at that time, many people traveled great distances on bicycles to shop or used a bicycle for commercial purposes. In response, Honda has maintained the "passion to create products that will bring joy to many people," without interruption through each successive Honda generation.

For more info: http://world.honda.com/business-overview/motorcycles/

300 Trainers Gather for MSF Conference

The Motorcycle Safety Foundation recently brought together more than 300 members of the training community to further its goal of continuous improvement in providing the very best way to be safe on a motorcycle, particularly for new riders. The participants represented 44 states and five countries in the Second Annual MSF International Rider Education Training System Conference, held at Eastern Kentucky University in May. Additional support for the IRETS conference included three military program coordinators and 22 state program managers.

“One of our great joys at MSF is meeting with the training community at IRETS,” said MSF President Tim Buche. “This past May, we were privileged to host more than 300 safety professionals from all over the world. We were thrilled with their enthusiasm and eagerness to improve their craft for the betterment of their students. Together with assistance from university officials, the Traffic Safety Institute and the Kentucky rider education program, we did our best to create a conference environment that was effective and efficient, and to offer topical content on all elements critical to realizing the potential of motorcyclist rider education and safety.”

The Motorcycle Safety Foundation promotes safety through rider training and education, operator licensing tests and public information programs. The MSF works with the federal government, state agencies, the military and others to offer training for all skill levels so riders can enjoy a lifetime of safe, responsible motorcycling. Standards established by the MSF have been recognized worldwide since 1973.

The MSF is a not-for-profit organization sponsored by BMW, BRP, Harley-Davidson, Honda, Kawasaki, KTM, Piaggio, Suzuki, Triumph, Victory and Yamaha. For safety information or to enroll in the RiderCourse nearest you, visit www.msf-usa.org or call (800) 446-9227.


For more info: http://www.motorcycle-usa.com/2/14059/Motorcycle-Article/300-Trainers-Gather-for-MSF-Conference.aspx

ATTN: Lady Riders... Get Ready for Bikes, Babes, & Bling!!

Bikes, Babes, & Bling Joins Bikes, Blues, & BBQ!

As some of you may know, in 2010 Bikes, Blues, & BBQ, Inc. created a unique offering for lady riders, our sister event – Bikes, Babes, & Bling.  Lady riders have grown in number since the late 1990′s, and have become quite a power in the motorcycle industry. This rally was held in the summer so as to stimulate local business during a slower time of the year (since the University of Arkansas students are gone for the summer) and also to be far enough in advance of Bikes, Blues, & BBQ to allow proper planning for each rally. After a rainy first year and venue and date change for the second year, the Board and Staff of Bikes, Blues, & BBQ decided to work smarter, not harder. In January of 2012, it was decided that Bikes, Babes, & Bling will not be produced as a secondary event, but that it will be integrated into the already well established Bikes, Blues, & BBQ. This has allowed the rally staff to really focus their efforts on producing one awesome quality rally for the masses.

Ladies, coming this September, expect the unexpected. Your good friends here at BBB are working on something extra special for you. Stay tuned, as the details are getting ready to be released!

For more info: http://www.bikesbluesandbbq.org/

First Impression: 2013 Honda CRF250R

The 2013 Honda CRF250R received some minor changes for the new year.

Over the years, the Honda CRF250R has seen quite a few innovations, including dual mufflers, a steering damper, and most recently, Electronic Fuel Injection and an all-new chassis design. Since the current evolution of the CRF was introduced back in 2010, the bike has only seen small strategic changes aimed at improving the bike. For 2013, it’s more of the same for Honda, as the CRF250R has received a few updates to keep up with the current crop of 250cc four-strokes.

WHAT’S NEW
When it comes to the motor, all the internals remain the same for 2013, however, Honda has recalibrated the EFI settings to improve both the low-end and midrange power output of the bike while still retaining good top-end over-rev and pull. In the day and age of EFI, Honda is hoping that this change is enough to significantly boost the power delivery of the bike. As for the suspension, Honda only made a few minor internal updates, changing to a different spring rate up front for better bump absorption and more precise handling. The forks also received a larger diameter sub-piston—35mm to 37mm—for greater adjustability and suspension control. In the rear, the shock was given a larger diameter adjuster-bolt seat for improved controllability and bump absorption. Lastly—and perhaps the most significant change—is the new Dunlop Geomax MX51FA rear tire that is proprietary to Honda and is said to be 0.9 pound lighter than a standard MX51 tire, cutting unsprung weight significantly. Aspects of the bike that have carried over from 2012 are the Renthal handlebars, the Honda Progressive Steering Damper, and the light and agile chassis.

Test rider Jessie Huntley praised the CRF for its impressive low end hit, making powering out of the loamy Lake Elsinore berms easy.

ON THE TRACK
Upon firing up the bike, we immediately noticed how easy it was to start. Even when hot, all it usually took was one focused kick to bring the bike to life. On the track the new EFI mapping was readily noticeable, as the bike produced a very strong low-end hit that lead into a meaty midrange and top-end pull. We found that in spite of the EFI improving the low- and mid-range power, the top-end wasn’t adversely affected. Even with jumps found immediately out of corners, where many bikes might need to be shifted from second to third to avoid losing power, we were able to continue in second and rev out the little CRF while still producing enough power to get over the jump.
Where we had to make a few changes during our initial day of testing was the rear shock. While the front forks were stiffer than last year, and did an excellent job at soaking up rough chop and big jumps, the rear shock felt soft and dead before we went in three clicks on the compression and two on the rebound. The changes allowed the rear end to stay up higher, giving better rider feedback without blowing through the stroke as easily. Once we got the shock dialed in, the bike handled very well. Down fast straights, the front end remained stable and under braking, the rear didn’t kick or do anything unpredictable. While the Elsinore track didn’t have many deep ruts, we found that the bike turned very well without knifing or pushing.

Once we stiffened up the shock, the bike handled very well, staying planted down rough straights and diving into corners.

WHAT WE THINK
Last year, Honda produced a CRF250R that was improved over the previous years and performed well in our annual shootout. In our initial testing so far, we’ve found that in spite of the changes made for 2013, Honda hasn’t messed up a good thing, and in fact, improved upon an already solid motorcycle. With improved power and confidence-inspiring handling we’re sure that this bike will be a front-runner again during the 2013 250cc four-stroke shootout. As with all our tests, be sure to check out a future issue of TransWorld Motocross for a more in-depth review on the bike. We still have a lot of riding and testing to do aboard this bike.


For more info: http://motocross.transworld.net/1000134553/features/first-impression-2013-honda-crf250r/