No, the front tire doesn’t have a tendency to levitate, and the acceleration won’t blur your vision. Honda’s NT700V is a different breed of motorcycle, and one we’re not too familiar with here in the States. Sure, dealers can sell it as a light touring bike— the NT is more than capable of handling weekend jaunts, comfortably—but it certainly wasn’t bred exclusively for that purpose. What we have on our hands here is a versatile motorcycle that can serve as a great commuter, and double as a recreational toy. There, I said it. Now try not to get too excited, that is unless you’re into usability, practicality, and comfort; because that’s what this bike is all about.
But first things first: In case you haven’t noticed already, the thing isn’t too sexy. Its posterior bears an uncanny resemblance to a scooter, and the view from the side isn’t flattering either. The integrated saddlebags are partly to blame, but they also give the bike great functionality right out of the box. With 26.7 liters of capacity on the right, 27.4 liters on the left, and an interesting pass-through channel that connects both, there’s enough room to lock up your riding jacket, some rolled up documents, and a bags worth of groceries, too.
Once I mounted this beauty and started to navigate Los Angeles’ congested streets, I began to appreciate how neatly the saddle bags are tucked in. The NT’s slim profile, light clutch, and low 31.7” seat height made splitting lanes and waddling through tight spots a cinch. Even though the bike is a bit heavy at 562 wet pounds, I felt very comfortable pushing her around, despite the fact that I weigh only 155lbs.
For commuting purposes and around-town errands, the saddlebags are sufficient, but it’s too bad they’re not large enough to hold a full-face helmet. Also, for any extended or 2-up touring, a trunk would be absolutely necessary. Even then, lack of saddlebag space might become an issue. However, if you shell out $150 you can get a set of lids that boost capacity by 17.2 liters overall. The cost of Honda’s optional 45 liter matching trunk, which our test model wasn’t equipped with, comes in at $599 with all the hardware, but if you want one on the cheap, Givi will answer your call.
The liquid-cooled, 680cc v-twin that powers the NT is a gentle little workhorse with smooth and predictable power delivery. The bottom end is a bit soft, but still chipper enough to toast 4 wheelers off the red light, so getting ahead of traffic and maintaining a safety cushion is an easy task. The engine starts to liven up a bit once the needle on the tach passes the 3,500 mark, but power is definitely not this bike’s forte. The gear box on the NT is just as smooth as the engine, and the shifter requires very little pressure to operate. These two qualities, coupled with the light clutch and slim profile, made city riding on the NT easy, and quite fun, actually.
Once we hit California’s freeway system and began our 250-plus mile trip to the small coastal town of Cambria, I noticed how well designed the wind protection was. The windshield provided excellent protection without buffet, and the ergonomically correct ¾-fairing gave me a snug place to tuck my legs behind. The other thing I noticed, and quite quickly, was the lack of a 6th gear, which, in my opinion, is the bike’s only significant shortcoming on the touring front.
The NT cruises smoothly at 70 mph, with rpm’s at the 5,000 mark, but twist the right grip a little harder and the engine starts to get busy. At 75 mph, high frequency vibrations become noticeable at the grips. At 80 mph, with the engine churning 5,700 revolutions per minute, those vibrations become a little unpleasant, and the v-twin starts asking about that missing 6th. The extra gear may not be necessary in Europe, where the bike hails from, but for longer stints on America’s high speed freeways, it really is.
That said, the NT felt very solid and stable on the freeway, and the upright seating position and comfy seat made the long ride very comfortable. Of course, standing up on the pegs from time to time to give the old rump a break was still necessary. The 5.2 gallon gas tank gave the bike a range of 236 miles at a consumption rate of 45.4 mpg, a figure we calculated after a long stint of heavy throttle play. Fifty-plus mpg certainly seems possible if one were to treat the NT more gently.
After clocking hundreds of freeway miles, I was able to take the NT into some of the twisty roads outside Cambria to see how she handled the fun stuff. I have to say, I was impressed. The seventeen inch tires and 58.1 inch wheelbase helped make carving the mountain roads my favorite part of the test ride, and to be honest, I wasn’t bothered at all by the bike’s weight. The NT felt nimble through the turns and fairly quick to lean—she must be hiding all that weight down low. The driver seat is also roomy enough to scoot back on for a more aggressive riding stance and lower cg. This extra space would also come in handy for taller, longer armed riders. The bike’s suspension is nothing extraordinary, but it handled back-road potholes and rough patches well enough. Also, preload for the rear spring is easily adjustable in case you have to pack a little weight on the rear.
At the end of the day, the NT proved itself to be a fun and easy to ride machine. For a rider like me, it’s not quite the ideal bike; I value performance over comfort and don’t mind commuting or touring on something a little sportier. To the more practical rider, interested in a multipurpose cycle, the NT offers many alluring features.
The shaft drive eliminates the need for lubing, adjusting the chain, and tediously scraping crusty gunk off the rear tire and swingarm. The ¾ fairing also keeps your jeans clean on the way to work, and makes keeping the NT presentable an easy task. The center stand comes standard, as does Japanese reliability and low maintenance costs. All these goodies come at a price though, and bring the NT’s base msrp to $9,999.00, or $10,999.00 for a model with ABS. Initially, that figure struck me as a little high, but motorcycle prices are on the rise. The weak dollar, the ever more expensive yen, and reduced motorcycle production in plants around the world have compounded to create a wave of cost increases.
Comparing the NT to other motorcycles is a bit hard to do, since it really is a unique bike. It’s not as good looking or as fast as BMW’s F 800 ST, but it is less expensive considering the extras that are included in the NT’s base price, and would serve as a better all-around bike out of the lot. Compared to Suzuki’s V-Strom or Kawasaki’s Versys it’s a bit expensive, but then again it has superior creature comforts, shaft drive, and bags. This new import from Honda may just fill a niche that those bikes don’t; great for the more rational riders among us who are turned off by the idea of a 700+ pound touring bike or cruiser, and excellent for the novice or thrifty commuter looking for a usable, maintenance-free workhorse. Whether these riders come out of the woodwork to buy up NT’s by the boatload remains to be seen, but I can’t deny the bike is a pleasure to ride.
For additional details and specifications, visit the Honda Power Sports website here.
I just turned 57 years old and have never been without at least one, somnetimes tw, and rarley three motorcycles since I was eight years old.I’ve onwed about 25 motorcycles over the years.This motorcycle looks all right, but I prefer more traditional looks. I ride a 2006 HD XL883 right now. I think the price is a might high for this Honda. But the power question…..I can’t understand someone claiming any bike under 100 horsepower is too underpowered.That’s preposterous. I toured on multi state trips on my ,then new, 1975 Honda XL350 dual sport thumper and had the time of my life. I just strapped my tent,sleeping bag etc on the bike and split.
I wouldn’t buy this Honda myself. I’d rather get a Suzuki SV650 and use soft throwover saddlebags.I rode ban early Kawasaki Ninja 500 for a time, and for a solo touring machine, that bike was actually quite good.But I still, after all these years, enjoy riding a smaller motorcycle.
jon
I just purchased a slightly used NT700v, adding it to my Triumph Bonneville T100. I read all the report/reviews, still wanted one primarly because of the luggage, drive shaft and wind screen. Without question under powered and needs a 6th gear, but it has been fun to ride, especially on the interstates. The T100 has a whole lot more character, more power, less weight, better handling, the NT700 might be a short lived experience!
Honda did a terrible job of marketing the PC800 back in the late 1980s, and it took years for it to become the cult bike it is today among riders who appreciate its virtues and don’t live for superbike performance. We Pacific Coasters have longed for an updated version with a bigger gas tank, a somewhat larger engine, and factory options, but Honda just continues to crank out bigger touring bikes, the ST1300 and the Gold Wing, both years overdue for updates . The Deauville has seemed like a reasonable PC substitute for years; time will tell whether American riders can get past the price and realize what it offers. I would have loved to see Honda develop the E4-01 concept bike (http://www.youtube.com/watch?v=FvvLh4OVfZU), which had a scooter-like profile but featured a 903 c.c. three-cylinder engine, an automatic transmission, and other serious hardware, but they brought out the curious, overpriced DN-01 instead.
I am late giving my 2 cents but Yamaha has the TDM 900
I feel that it deserves another chance here in America.
Us boomers want 90-100 HP not less.
Like most motorcycles, this is a Niche Product:
This is for guys who aren’t two-up touring, want something nice as a commuter / weekend explorer, and are willing to pay a premium for a fully integrated design with the Honda imprimatur printed large upon it. No doubt it’ll be reliable as an anvil, and it is very smooth. The price is a function of Honda’s bet that it will sell respectably coupled with the currency / exchange rates of anything built in Europe and imported here.
I would not want a VStrom with a lot of add-ons to approach this bike’s standard equipment. The F- BMW’s are nice, but the shop rates / parts prices will get you to ten grand fast on the back side. If I want this, I’m not in the market for an FJR or ST or a Connie.
I’d be very happy to own this ‘boring’ little piece, thank you very much.
I dont know how you can say it isn’t good looking. It looks fine. I would say that 700 ccs is small. As long as you were boring out a cylinder block anyway, why wouldn’t you bore out 1000 ccs?
Truth be told, with the surplus of great pre-owned cycles on the market going begging, I wouldn’t spend the money for a new bike.
same old boring stuff from honda, dam ugly, under powered, not enough gears, no lower fairing, low buget make belive high end tourer, and over priced!!!! well the intelligent consumer won’t fall for that! and since honda owns every magazine out there it will get a good wright up, if you ask me!! it’s just an old face with a lot of makeup
For grins I did a little looking around. For all the Honda bashing that seems to well up here, especially repeatedly by some, I found this tidbit even in this depressed market. Obviously many people are finding Honda the place to buy their new bike.
http://www.cmsnl.com/news/honda-sees-30-rise-in-motorcycle-sales_news649.html
Take a look on the same page for a brief rundown on the NT700. Even at $10G might it be just the ticket for many?
30% rise in sales for Honda motorcycles must mean gas is going to $5 a gallon.
I looked at this bike when down at the dealership… and kept walking. The price tag is not scary but I would be hard pressed to give up the comfort of my Vulcan 1500 Classic or the power and handling of my 1st generation FZ1. In this era of ‘space age’ chains I see no compelling reason to prefer a shaft over a chain or belt drive. I have the original chain and sprockets on my ’05 FZ1 and after 20,000 on the clock they have a LOT of miles left in them. One other item… the 140HP FZ1 is lighter at 509 wet pounds and get’s better fuel economy than this 700. Puhlease! OK… so the FZ1 has to use soft luggage. Have you seen the quality of soft luggage these days? Soft luggage is not a problem. One point for the NT and taken away because it’s not removable.
This 700 is pretty ‘ho-hum’ in both looks and performance. 70mph comfort limit? I don’t think so. The ride from Vermont to Sturgis South Dakota is almost 2,000 miles… Austin Texas is even farther… my old Vulcan gobbles up super slabs all day long and 70mph is right where she gets smooth as glass.
Nope… Honda definitely scored a ‘miss’ with this one.
Would seem that the biggest complaint against this bike is its price tag. Interestingly though, those people that have responded here that own them seem to like them a lot. After putting miles on them might they be the ones who are asked if the bike is worth what they paid? Sitting back and casting stones seems curious when those same responders seem to have little good to say about Honda no matter what they make. Have you seen the value of the yen lately compared to our lowly dollar. You haven’t seen high prices yet on Japanese goods!
When I returned to biking 13 years ago I bought a Honda Transalp 600V of which the 700V motor is an evolution. I loved that bike but utimately couldn’t live with the vibration on freeways. It had enough power to cruise at 90mph but the mirrors blurred and my hands became numb at anything over 70mph. It’s sad that after all this time Honda haven’t fixed this. Traded her in for a BMW R1150GS that I have had for over 10 years. The new Triumph 800 XC looks very interesting (I’m somewhat disappointed with BMWs 800). I expect Triumph to put the super smooth 800 in a mid range touring bike like this in the future and they could have a great all rounder.
You CAN compare to a V-strom. Adding a 3-bag, goldwing class luggage setup and a centerstand to a ‘strom is less than $1K. And the strom is lighter, faster, more agile, and doesn’t make you look like a total tool…
The Dullville would be a great bike at $7K. But at $10K? Once again, honda has shown they don’t understand how to price bikes to actually sell. The Dullville costs Honda nothing to make: the tooling is about a decade old at this point. So why do they charge so much for people to buy it?!?
I totally agree with you Weaver. Honda seems to produce bikes that are as bland as their car offereings. I’m sure the NT700V is a good bike in its own right, but $10,000?! Are you kidding me? Someone would have to be either A) wealthy and not care about pricing, or B) high off their ass to buy this thing. Even with ABS this thing is $2500 too high. If a 6th gear was added, a slightly bigger engine was added, or adjustable suspension was added then we might be getting somewhere. Has anyone seem the used bike market? – do you know what kind of Yamaha FJR you can get for $10K? Oh, poor Honda – I almost feel sorry for you. You show up at a gun fight with a swiss army knife.
I was excited when I saw this in April at the dealer but I walked out with new Vstrom 650 instead. Then added the Happy Trails/Givi bags to make it complete. No regrets.
The more expensive but faster, lighter, and more attractive BMW F800ST seems like a value compared to this. And I don’t think I’ve ever used the words value and BMW in the same sentence.
I’ve had an NT700V ABS model since April. I’ve got 15,000 miles on it and it’s been a delight. I spent a good bit more money on it when I bought it to make it exactly what I want. I had gotten an exceptionally good deal from my dealer and then added those big pannier lids — not for any $150, though. I bought mine from a Honda dealer in the UK and paid about $400 for them. I added bar risers and peg lowerers, a top trunk and Throttlemeitster, and a Denali LED Lights. I’m getting ready to order a Russll DayLong saddle, although the OEM saddle has been reasonably comfortable.
I had ridden two ’99 Kawasaki Concours for 160,000 miles and loved them. The big new C-14 wasn’t what I wanted for my next bike and I knew I wanted a fairing and shaft drive. I sat on the F800ST and could tell that it wouldn’t work for me. Part of my problem is that I’m getting older and I’ve had five artificial knees. Picking up the Connie was still something I could do, but I wondered about three or four years from now.
I like the NT’s handling, don’t find vibration annoying, love the brakes, and just flat-out enjoy the bike. It’s a bit slower, but it goes plenty fast for me to enjoy the ride. One of the members of the NT Forum has done thousands of miles with his wife riding pillion and several of the folks on the Forum have commented that riding two-up doesn’t seem to change the performance much at all.
It’s not the bike for everyone, but growing numbers of us are finding that it does a lot of things competently and comfortably. I’ve ridden in high winds (a regional specialty of the eastern Colorado plains, heavy rain, and can’t be too far from riding in snow for the first time. Every time I get off the bike, I’ve got a big smile on my face. What more could an old man like me want?
U Sir sound like one satisfied owner(or so i read)…and at the end of the day thats all that matters. If it rocks your boat it can’t be wrong. Screw the nay sayers(including me)lol.
One thing that I have determined about my next motorcycle is that it will be lighter than my Kawasaki 1500 Drifter, which I can no longer lift by myself. I would definitely consider this bike or one built on the Ninja 650 or V-Strom 650 platforms. The lighter weight would be almost as nice as the 50+mpg fuel economy. We have plenty of superbikes and big cruisers. It’s time for some practicality from the Big Four.
The one I’m waiting for is the NT700V with the DN01 transmission and an aluminum frame(a lightweight Deauville, what a concept..)but we all know I’m dreaming.
What is it with Honda’s fixation on HEAVY motorcycles?
Why waing for DN01 ? Get one from Europe. We have them here. Be warned. DN01 looks great but is not gaining popularity. It is strange to drive. Not a chopper, not a tourist bike, not naked. I think even Honda does not know, what they did 🙂
My point – who’d buy a DNO1; awaste of the development of that transmission I’d say. But it would make the Deauville the ultimate scooter, but PLEASE – MAKE IT LIGHTER…
Ian
What a pity they didn’t pull the PC’s 800 and add a 100 cc….The suspension I thought was way too stiff even after trying to adjust everything..To get back to the shop I let some air out of the tires and it still beat me pretty bad..Not enough luggage space and definately not good for 2 up riding!..I like the concept.. Shame Honda fell way short of expectations…if the price was only $8000 I still would not waste my money…
Doesn’t do much for me but should appeal to the PC800 crowd and they’re still out there. Nice utilitarian bike but I agree with others – biggest prob for sales of this model is going to be the price.. at least $1500 too high
I own one….after 40 years of all types of bikes I can honestly say this the 2nd best bike I’ve ever owned (I had an ’85 BMW K I liked more): Fun to ride, convenient, great on short trips around town and on longer rides (I’ve logged numerous 500 mile days on this puppy).
It is what it is…it excels at nothing, and does everything a mc should very well (OK, not good off-road).
Anthony,
Bob Higdon of the IBA (legal counsel and historian) is on an NT700V. He’s been riding it for a year now and had 22,000 miles on his at the IBA meeting in Denver in August. He says that it’s the K75 BMW *should* have made.
I’d price this at about $1k above a VStrom 650, for the bags and shaft drive.
I bought one of these bikes and got a good deal with $1000 off and 1.99 financing through Honda. It is just a great bike to go out and go for a nice ride on. Can ride it for hours without getting tired. Works fine on highways but why ride a highway with a bike? Two up works good, plenty of power. I get my speed fix at the track, not on the road anymore. Really happy with the bike.
Another questionable styling exercise by Honda. On paper it sounds good but as with the VFR it is ugly.
The NT700V reminds me of the BMW K75RT which was discontinued around 1994. The K75RT had everything the new Honda has: reliability, shaft drive, good mpg and fuel tank able to travel 200+ miles before fill-ups, comfort, luggage, and good handling. I’m happy to see Honda bring this bike to the U.S. I will agree that the price is a bit steep.
I have an NT and love it… I use it to commute to and from work and to escape on the weekends for which this bike has very few equals stateside. With that said, if the TRANSALP makes its way in to the U.S. market, I will trade my NT in for one to add the off-road/trail capabilities. For what I need, the NT, right now, is the best bike for me.
This motorcycle could be very dangerous for narcoleptic motorcyclists. This is the most boring motorcycle I have seen since… um… give me a minute to think about it.
This bike is made in Spain for the European market. Again Honda don’t take local market conditions into considerations. I like the Honda VTwin, it makes nice pulses at reasonable speeds, but they have sacrificed performance for longevity. Bike riders need power NOW, not a full twist and two down changes later. A full litre version would probably not use more fuel, and could sustain higher gearing, even if a 6 speed box wasn’t included.
I think you just described an SV 1000. $4000 will buy you a nice one. Save the rest of the money for the extra gas you will burn.
I own one(the Naked one), i usually get 130 miles(before fuel lite comes on). 140 if i drive like a decent-sane rider. Not good at all for touring + it has a chain. So much that i have ponder about getting a second bike just for long jaunts.
U got to eat fuel if u intend to make POWHAAA! Can’t argue with Phisics and Chemistry. It’s got GO-juice anywhere in the TACH Span tho.
Not bad for a diluted-watered down engine hailing back to the BALLS-TO-THE-WALL-ALL-HELL-MIGHTY TL1000S powerplant.
My 2007 SV1000S gets 45 mpg average and they have a 4.5 gallon tank (4.2, California model), so you can do the math. I let it go as much as 180 miles before seriously looking for a fill up. The low fuel light comes on early.
As for the powerplant being watered-down… yes, perhaps in the 2003 and 2004 SV’s, but in 2005 they received significant engine improvements to bring it back to the original TL spec., perhaps even better? Larger throttle bodies (54mm vs. 52mm for the TL-S) with better fuel injection, significantly less crankshaft inertia, new camshaft timing, higher compression ratio (11.6:1 vs. 11.3:1 for the TL-S, 11.7:1 for the TL-R), airbox and inlet mods, secondary manifold pressure sensor, and an improved/updated ECM for more precise timing control of ignition and fuel delivery among other things. The power went back up to TL-S standards (about 125hp at the crank), actually better because the peak power came in at lower revs (8000 rpm vs. 8800 rpm) and the torque was a bit more. IMO, I would even argue that they now had the same power output as the TL-R, and only fell short of the the TL-R’s peak 135 hp rating because of the lack of a forced-air system? However, I don’t know if the TL-R’s advertised rating was with the ram-air effect or not.
I certainly feel that the ’05-’07 SV1K was under-rated in power and never properly tested in magazines because the ’03-’04 got all the attention, being new… and received negative response due to the de-tuned engine. It seems that is what a lot of people remember and focus on about the SV compared to the TL… a watered-down engine, but the SV is an awesome bike and it’s too bad more people didn’t discover this gem of bike before it was discontinued. I would love to see an all-new SV (and DL) with a 1200 cc version of the venerable Suzuki 90 degree V-twin.
Reviews like this make me stick with my old BMWs. What can this bike do that a ’70s or ’80s R75-100 can’t? I get shaft drive, smoother, similar power, better mileage, 100 pounds less weight, super reliability, cheaper tires, easier maintenance, better luggage, better looks, and zero depreciation (actually Appreciation) on something that you can easily get for $2,000 or so.
I imagine if they put a taller 6th gear on it, everyone would complain that you had to down-shift at 70 to accelerate hard.
I agree – I rode an R80RT which annoyed me around town with low speed vibes and power surges, but once on the open road, magically smoothed out. The fairing was so good I had to use the air vents. The bike was so good I nearly bought it, but instead bought a Peugeot 505, which drove so well it has ruined me for any other car since. If we could just freeze the good bits of the past, that would have been my ideal stable – pity most of the good old vehicles are worn out!
Over here on the west coast of USA there hasn’t been any 505’s since 1991 and practically none have lasted. On the other hand, I see old airhead BMWs in good condition all over the place. I don’t see any reason not to consider one against any new bike unless it’s super bike performance you’re after.
Its encouraging to see more practical bikes in the marketplace. This offering might be more mass-appealing than the Pacific Coast but lacks that bike’s originality. Pricing the NT high is good for the rest of us: it invites more exciting (less Honda) manufacturers to enter the niche to undercut it.
That’s a positive way to look at it.
Say what you want, but in California the NT700 is selling very well.Until you put 200-300 miles on one you will never know how nice of a bike this is.
I think it’s a great bike. Very useful. I’m tired of the boy racers and posers ruining the sport.
As an NT650 Honda Hawk GT owner…I wish this were a more exciting bike, or had a more exciting variant.
But at this point, I have given up entirely on excitement from Honda, since I am not a super-sport rider.
Too bad they let the Superhawk whither on the vine, and haven’t used a 90-degree V-twin, or last generation’s V-four for more.
And I see they are still WAY over-pricing their bikes… which killed the 919 and 599 in the US, before they could even try to get traction.
Danm shame about the SuperHawk alright…it should have been developed into several trims and make the most off of it. SWEET TWIN Engine…thirsty tho (2X40mm CV’s + Small Tank not cool).
I don’t want this bike since I already have 2 similar setups(VX800 Suzuki, Moto Guzzi 750 Breva), but the gearing can be altered just like I’ve done on my 2 shaft bikes by putting on taller rear tires. Instead of the 150/70 you can put on a 140/80 or 130/90. I did that on my VX800 and it slowed the rpms by 500. Like this NT my VX was geared too low for long distance. On MG 750 I went from a 130/80 rear tire to a 130/90. Changing a tire this way lowers the gearing about 250 rpm each size change.
Too bad about saddlebags that don’t come off. That means you need cloth bags inside if you care.
Pretty clever solution AND EASY.
I understand the principle at work but I did the math and those tire sizes you list get progressively shorter, not taller.
150/70 = 25.27″ diameter. 140/80 = 25.82″, and 130/90 = 26.21″
Well there ya’ go. I said I did the math – I never said I did it correctly. 😉
a hawk/nt650 and a pacific coast in a blender. oooh the unremitting passion of plastic, and snore…
They have been around England for a while and are popular with dispatch riders . They put miles on them. If you think their expensive in the U.S. come to Canada where you might pay 10,000 plus the H.S.T. or 13% more.
Reminds me of my first bike, Honda’s PC800 Pacific Coast. Retailed for 8700, but I picked up a brand new unit for $6700 when Honda decided to discontinue them. At the time, it was the best value on the sales floor.
I rode one of these thru the Pyrennes and thought it was a competent one up tourer. I ran it up to 140kph and it was just fine. I agree with the price comments. A Bandit 1250 is cheaper and a LOT more bike for the same weight (I have one). If you really check out an F800st you will find that it is a lot more expensive. By the time they get you for all the extras(abs $1k,bags,$1k etc etc),they were $14k out the door in ’07 when I bought the Bandit for $9k. I rode a Transalp at the IOM and didn’t like the handling, this is a better tourer.
Steve
Think I’d pay a couple hundred more to buy a KLR650…AND a Ninja 250. (Yes! The NT700 really is THAT expensive.).
For those panning the vibration of the NT700 and singing the praises of the higher priced BMW 800, have you ridden them both? I have and was turned off by the BMW’s buzziness and didn’t notice any objectionable vibration on the NT, just a nice V twin tempo. In addition, the BMW offers you chain drive, vs the maintenance free shaft of the NT. A riding buddy has one with several thousand miles and recently got 56 mpg on a trip from OH to NM and back, riding the speed limit + 10 on the open roads. It is a good bike for those that want a mid weight tourer and aren’t concerned with what will impress the other kids on the block.
A bit of shopping around will result in much more competitive prices than MSRP, by the way.
F800ST is belt drive.
I rode this bikes predecessor in the UK twenty years ago (yes it’s that old ) and have to say that it was ultra reliable, fast enough if ridden legally and quite economical for a heavy-ish bike. What I can’t understand is why they didn’t put the PC800 motor in it. That motor had hydraulic tappets and would have made the bike almost maintainance free and being slightly bigger might have been able to make a bit more power. I can never get on the same wavelength as Honda these days. They seem to have lost the plot completely,
Navek
I aqgree, hydraulic valves are a must on a bike like this. Too bad they never listen to the consumer.
Seems like they could have put an older VFR engine in this, even then 750, and sold it for the same price or less with a lot more performance. Given the shaft drive means no gearing changes, the lack of a 6th gear is a deal killer for me. I’d say it’s worth about $8K as equipped.
My 03 FJR weighs in at 624 lbs wet this bike is 562 lbs wet but it’s got the Hawk GT motor instead of 1300cc . No thanks not buying it.
The bike could be perfect if it was around the $8,000.
For little bit more of the overpriced tag, I much rather buy a BMW800ST
This is an interesting bike, but I am looking forward anxiously to the V4 adventure bike in just a few more weeks. I’m hoping that it has single-sided swingarm and shaft drive, or at the very least a single-sided swingarm and eccentric chain adjuster. But preferably a shaft.
It seemed like a great do-everything bike at first glance, but, yeah 5k@70…all that vibration on the highway=fatigue.
If you’re going to be tired anyhow, you might as well buy a sportbike with your ten grand. At least your legs will be sore instead of your brains.
I just don’t get Honda. I can only assume that they imported this bike to compete with the V-Strom 650 and Versys, and yet they’ve priced it so high that you could get either the Wee-Strom or the Versys, add touring screen, more comfortable seat, and bags, and still end up paying less. Somebody needs to remind Honda that they’re not BMW, and there aren’t too many people who will pay extra for the Honda nameplate when they can get a more versatile, better-performing bike for less money. Which probably explains why I see tons of Stroms and Versi on the roads but haven’t seen a single Dullville. For that matter, for only a little more money than this, you could get a Triumph Tiger!
Why Honda didn’t bring over the Transalp instead is completely beyond me. There’s a significant number of people who actually want one of those, but I’ve never heard of anyone who was lusting after an NT700.
That is really funny. America’s fast highways as oposed to european slow ones. You need to go to Europe dude.
Change the front sprocket to a larger one, or the rear to a smaller one and you have better highway cruising at only a little expense to the low rpms. Did the same on my Suzuki TY250. Made a world of difference. I sat on one in the dealership and I liked it a lot. Very comfortable and seemed like it could be ridden for hours unlike so many other bikes out there. I agree that there a RIDERS who ride everywhere and there are the weekend spin people. I think this bike has its place. The Versys was not comfortable no matter what they did to the seat. The VStrom is ok but lacks the bags. I may just have one in my future.
Can’t do that with a shafty.
Of all the Euro only models Honda decides to bring to the US…..we get this…. srsly?!?
Damn Honda. Just bring back the CX turbo, modernized. Maybe use a blower instead. The auto world is going gaga for forced induction in small displacement engines for a reason. It makes sense. With modern electronics you don’t have to have dangerous power delivery. For some small fraction of the development cost of the new VFR they could have had something ultra efficient and automotive, their holy grails.
I like how u think, if anything just because is different AND crazy enough it might work.
Modern Day CX Turbo…a man can dream.(^_^ )
I’d rather have a wee-strom. Lighter, cheaper, and better on the rough stuff.
You might get 50 mpg out of a 700cc that vibrates at 70mpg, weights 600lbs, and costs well over 10 grand out the door.
Why would I want one??
Only time will tell if this bike finds its niche. But I do know there is a contingent of riders who do look at riding in a more relaxed, unpretentious way. I’m one of them. It won’t appeal to the boy racer or the “Dig me” dude on the Harley but a more hidden silent part of motorcycling. A part that I believe exists more in Europe than here but it does exist. I know of several riders who’s eyes caught this bike. The price is a bit steep, but check new bike prices and get back to me, amd you get Honda reliability and their vast dealer network. That’s something other brands can’t offer to the same degree.
Someone above questioned a twin spinning 5k @ 70 mph. One of my bikes is a Moto Guzzi Norge, similar in design to the NT. It’s a 1200, has a 6-speed box and turns right under 4k @ 70. Not hard for me to imagine a 700 spinning a grand higher.
Gotta keep in mind this bike was/is built around a European design philosophy where motorcycles are embraced for being more than just “phallic symbols”, but are actually RIDDEN and prized for their utility. In the year 2010, they are still just toys to the American psyche. Standard riding position, minimal fairings, low maintanence shaft drive, sans 6th gear, some storage, etc. Practical…? Yes. Romantic…? Not so much. The poser/rider ratio found on the rest of the planet however is the INVERSE of what it is here in the states, but we’re evolving.
A Touring/commuting bike that has bad vibrations starting at 70 mph and they get worse at 70 mph? Isn’t that like a sport bike that goes slow? Bad Honda.
Jack,
I’ve ridden mine at speeds up to 100 without noticing bad vibrations. I spend a lot of time at 80 and it’s comfortable at that speed. There are some vibes. But nothing objectionable to me.
This bike fits me. I say, “Good Honda.”
I really like this bike, and I am sure that I fit their target demographic well (50 years old, seeking a practical, comfy solo and two-up machine), but the lack of a 6th gear for comfortable highway cruising, knocks it out of contention. They should have at least given it a chain and sprockets so one could gear it up.
Give it one more cylinder, and one more cog, and I am there, even at that price.
15 years late, but glad they brought it here. Who knows, in six years I might buy one for $3k.
What a lame attempt at a motorcycle! Checked them out at a local dealership, I was so hoping it would be a real motorcycle for real all purpose riding (touring, commuting, general purpose). Instead, it’s just a scooter with footpegs.
Butt ugly, no wind protection front fairing and real lame, limited storage bags that don’t come off the bike!
You were so close Honda, what happened? How about getting out on the American streets and roads and asking some everyday riders what they would like instead of sending us an outdated 80’s style leftover.
Did you ride it? The fairing works. I *would* work better if it had lowers. But it works. The windshield is great.
I you think this is expensive, look at the non value proposition of a BMW F series. Same same will cost you about $13k. Ouchie.
I bought a used F800ST for 40% under MSRP. Today $1 US buys .72 Euro dollar. I’m very happy with what I paid.
So for 2k more you get a BMW, lighter, better looking, bigger better engine, better handling, better quality, abs, heatted grips, computer, 6 speeds……………..
I think I’ll pay the extra 2k.
For your cherished BMW, you will end up paying more than 2k more and likely end up with many service issues. Good luck.
This is a good looking bike. Not everyone wants to ride a Transformer. It does need to be priced about 7500.00 though.
I think so too. The styling fits its intended purpose quite well. It’s about getting you there comfortably, not about being flashy. Too bad about the powertrain’s shortcomings.
As polished as this design is, it’s surprising to see that little round reflector on the tail. Nobody thought to put a reflective panel somewhere with all of that bodywork?
True. I guess a more realistic MSRP would make many turn a blind eye to its “shortcomings”(in the eye of the beholder) and make for a reliable ride.
I own one in Australia, called Deauville (yes dullville), it’s a great all in one package as a commute and top getaway for weekends, Honda reliable.
Man, that’s just bad business, Honda. It seems to me that Honda takes good ideas and somehow manages NOT to capitalize on them. A middleweight commuter? Fantastic idea! Charging $10k for something that ugly? Not so much. It seems like they make bold decisions…that are somehow also wrong. Ugh, that thing is hideous!
you got to laugh at honduh
It looks like a little ST1300 an probably was designed to be just like that. I like it!
Overpriced,overweight,ancient,outdated,bland and fugly.
And people still got the nerve to defend the brand on the “Honda new models tread”…
Denial is a Bliss !
It’d never be an only bike. Not even a second bike. Probably not a third. Or a fourth. Not a fifth. Hmmmm ……..
Shoulda named it the “Yawn”
No, is DullVille (or so is calle in Europe).
A twin pulling 5000 RPM at 70mph? Puhlease…..
Had I sufficient budget, (and garage space), for a dedicated commuter bike, this would be first on the list. I’m glad that Honda took the gamble to finally bring this bike to the States. I only hope they haven’t priced it too high.
Check twice that.
The Price that is.
Honda, why did you bring this bike stateside instead of the Transalp? The Transalp has the same tried and true motor, better suspension, lower weight, better looking, and, it’s in a class of bikes, big “trailies”, that’s actually selling pretty decently in the states.
??
Ditto!
A HAWK in drag.