12 MARCH 2010 l MOTORCYCLE CONSUMER NEWS

DESPITE BEING NEW-to-America-for-2010 Honda’s NT700Vmid-size sport-tourer is anything but brand-new. MCNreaders are probably aware that Europeans have been buy-

ing various members of its family tree since 1998, as theDeauville—the name of a French coastal resort town, but an oddappellation for a bike actually built in Barcelona, Spain. (Hondapurchased a majority interest in Montesa’s factory in 1985, as aplace to build its own bikes and now exports 75% of its Spanishproduction to the rest of Europe.)

Of course, those with even longer memories will fondly recallthe Honda NT650 Hawk GT of 1988—a root of the Deauvillefamily tree. The alloy-framed, chain-driven Hawk and its identi-cal twin, the Japanese Bros (also available as a 400cc) were thesporty brothers of the shaft-drive, steel-framed NT650 Revere,which was a very popular model in Europe as a commuter bike.

These 650s all used a 647cc version of Honda’s compact 52°V-twin design. A SOHC motor with 3-valves (two intakes, oneexhaust) and dual-plug heads, it had a bore and stroke of 79 x66mm and claimed 55 hp @ 7750 rpm. Like most of Honda’s nar-row-angle vees, their crankshafts used innovative offset rod jour-nals to achieve the firing order of a 90° motor to provide goodrunning smoothness without a counterbalancer. The first NT650VDeauvilles, introduced in 1998, were based on the Revere andused the same engine and chassis, and except for subtle details,were visually almost indistinguishable from the latest version.

The second generation Deauville arrived in 2002 fitted withlarger saddlebags (total capacity up from 34.7L to 43.5L), enginechanges for reduced vibration and reduced emissions (a catalyst),a higher output alternator and a Combined Braking system. Thenew brakes had three-piston Nissin front calipers replacing two-piston Brembos built under license, while a two-piston, single-action caliper replaced a single-piston at the rear.

The 2006 model could be considered the third generation. Toboost power to 65 hp, new four-valve, single-plug SOHC headscapped larger cylinders (81mm bores vs. 79mm), giving a 680.2ccdisplacement. Fuel injection with 40mm throttle bodies and 12-

hole injectors replaced carburetors, emission controls wereenhanced, saddlebags were larger and included a unique pass-through for longer items (up to 26"), a new seat and handlebar werefitted, a two-position windshield matched a wider front fairing, theinstrument panel was upgraded, the sidecovers were slimmed, themirror stalks were extended, glove boxes were enlarged and ABSbecame an option (chosen by the great majority of buyers).

The windshield was the only significant change for 2008; theadjustment range increasing to five positions (adjustable withouttools) and an electrically adjustable version became an option.With no changes for 2009, that ’08 Deauville is the same bike nowavailable in the US (minus the electric windshield option). Withover 47,000 units sold in a dozen years, you can be assured thatthe bike new on American showroom floors has been carefullyrefined and has proven itself a popular, durable and versatilemachine (there are even police versions of the bike in Europe).

If there is a downside, it’s that the bike is built on an old platform and some of its details still reveal that fact.

Engine & TransmissionIn our dyno testing, the motor produced a maximum output of

53.43 hp @ 7700 rpm and 40.33 lb.-ft. of torque @ 6300 rpm. Itshp graph is a model of sweet delivery; showing a smooth linearhp increase with rpm, totally devoid of flatspots or dips to spoilthe curve. The torque delivery builds to a distinctive peak, cresting between 5600 and 6800 rpm. However, the clever offsetcrank throws are not completely effective at reducing enginevibration and the twin’s low-frequency throbbing is noticeableenough to create divided opinions on its suitability for high-speedtouring in the company of larger, faster machines.

Had the motor been designed last year, it might have been fit-ted with a six-speed transmission as a matter of course, but fivewas standard fare when the motor was born, and five is what it’sgot. Fully loaded in its touring guise, the bike is relatively heavy,too—586 lbs. full of fuel (127-lbs. heavier than the old HawkGT by published dry weights), and in order to provide adequatepropulsion from its 33 cubic inches , the gearing is necessarily abit on the short side, requiring 5250 rpm at an indicated 70 mphin top gear. But the mid-size powerplant does provide good fuelmileage, averaging 46.4 mpg when ridden enthusiastically(although the trip computer consistently displayed an optimistic55 mpg as its estimate).

The transmission is another blast from the past—a good one—from a time when only Honda seemed to be able to produce aworld-class gearbox. Shifts are slick and sweet, and our only lit-tle driveline gripe is a bit of lurch from the fuel injection at lowspeeds. The clutch is cable-operated, another hold-over from itsmore pedestrian beginnings, but gives fine control feel and asmooth engagement.

Shaft final drive was a very desirable feature before chains hadO-rings and belts were just for pants—no messy lubing or con-stant adjustments required, and no grime to sully a tidy owner’slifestyle. And although times have changed, a quiet reliable shaftdrive still has many fans, and the NT700V uses one. It’s a con-ventional arrangement, with no extra linkage to “float” thegearcase, and given the machine’s modest power, it’s perfectlyadequate—the dreaded “shaft jacking” effects are minimal.

Our testing confirmed what our backside accelerometers hadtold us; the NT700V is lively, but no rocket: top speed 118.3 mph(with the top box in place); quarter-mile:13.73 seconds @ 95.2mph; zero-to-60 mph: 5.36 sec.; zero-to-100 mph: 18.19 sec.

SuspensionChassis geometry cautiously erred on the side of stability when

the steel-framed Revere was penned back in 1988, and its influ-

Honda’s NT700VHonda’s NT700V

by Dave Searle

Model Evaluation

America’s First Mid-Size Sport-Tourer

ence is still felt in the NT700V. With a rake of 28.83° and a trailof 4.5", its steering is on the lazy side. Static weight distributionis also old-school, with only 42.5% on the front wheel, a tailheavy situation that will only become more rear-biased as luggageand riders climb aboard. In contrast, the best-handling currentbikes have much closer to 50/50 static weight distribution whilesome sport bikes are even more forward-biased for balancedweight on the wheels with the rider aboard.

In keeping with the dated geometry, the suspension is low-tech as well. The forks are simple damper-rod types, not mod-ern cartridge units. Their damping is flaccid, with rebound beingespecially inadequate. As a result, the front end pogos overbumps, doesn’t give confidence-inspiring grip and the forksdive noticeably when braking at corner entry. A tendency torun wide on corner exit suggests there’s too much trail in thesteering geometry. The harder we rode, the less impressed wewere by the handling. No front end adjustability is provided, sochanges to fork oil, internal preload spacers and triple clamprepositioning are the only options, and owner bulletin boardsuggestions to use heavier fork oil and drop the clamps 9mmappear to be a reasonable approach to the problems, although wecan’t vouch for them.

At the back, a handy left-side-mounted remote springpreload adjuster makes correct-ing for the weight of passengersand gear easy, but rear rebounddamping is not adjustable andneeds to be when the springload is stiffened. While thisdeficiency is still common oninexpensive bikes, at $10,999with ABS, the NT700V doesnot qualify as a discount mount.

Brakes & TiresHonda’s Combined Braking

System has been part of theDeauville package since 2002.Designed to ease the job of bal-ancing front and rear braking,it should appeal to less experi-enced riders who might tend to avoid strong use of the frontbrakes. Here’s how it works: Using only the rear brake, both ofthe rear caliper pistons are activated and also the center piston onthe left front caliper, using a proportioning valve to meter thedivision of pressures. Front activation does not engage the rearbrake. Our test bike also wears ABS, which is a $1000 option.

In use, the rear pedal alone does not provide strong slowing andseems to engage the ABS almost immediately. The front lever, onthe other hand, gives very good stopping power although the ini-tial bite is not strong. By carefully modulating lever pressure toavoid activating the ABS, we got our best stop from 60 mph of125.5', a middle-of-the-road result. By just grabbing hard andletting the ABS do its thing, we saw a best of 127.3'

Bridgestone BT020 tires have been OE fitment on the Deauvillesince the 2006 model year; a 120/70ZR17 front and 150/70ZR17rear. These are reasonably long-wearing tires but we found theirtread patterns are strongly affected by freeway rain grooves,which are everywhere in our part of the world. Updated rubberwill enhance ride quality as well as stability

Handling & Riding ImpressionRidden mostly as a commuter on city streets, the NT700V will

not disappoint. Its short gearing and relatively light weight make

it easy to handle and peppy enough to be enjoyable. Its light shifting and sweet clutch make repetitive stoplights more fun aswell. Alas, on tour, and let’s face it, the NT700V is billed as middleweight sport-tourer, its engine vibration and less thaninspiring suspension and handling will reduce its long distanceappeal. Those who like to smell the roses and choose to maintaina safe and sane pace won’t mind so much.

Attention To DetailAs a sport-touring mount, it does come well-equipped with

creature comforts: a five-position adjustable windshield with an8" range, a comfortable seat that’s narrow enough at the tankjunction that its low 31.3" height feels even lower, standard three-position heated grips (on the ABS model), a centerstand, inte-grated hard bags, a small rear rack and a wealth of factory options(some of which may need to be sourced from Europe); a stereo,wind deflectors for the cockpit (on our tester), accessory powersockets, a top box (made by Givi for Honda, $392.95), GPS, amotorized windscreen (Euro option: over $500). Two itemsdeserve special mention: One is that oversized lids for the saddle-bags are also an OEM Euro part and the other is that the bikecomes equipped with replaceable tipover protectors built into the

fairing sides (something thatshould be more common than itis). Of course, the aftermarketis ready with additional good-ies, like electronic cruise con-trol, a lowering kit, extra lights,etc. If Honda Gold Wing own-ers are any indication, youcould be seeing a lot of fullyfarkled NT700Vs at the nextAmericade.

Instruments & ControlsThe NT’s instrument pack-

age is easy to read and quitecomplete: A large roundspeedo and tach together withflanking gas and temperaturegauges, a clock and readoutsfor both instantaneous and

average gas mileage supplement the usual fare.The ergonomic triangle of bars, seat and pegs is well arranged

as the photo above shows. The seat itself got high marks for comfort and its narrow feel between the legs. However, threeissues got complaints: Some found the handlebar bend forces thewrists into a painful angle (while others found it acceptable).Regardless, the bar is a chromed tubular steel unit, not expensive,and another bend should make you happy (Flandersco.com is agreat source for bars and dimensional data). Another is that if therider keeps the balls of his/her feet on the pegs, the left heel willdepress the centerstand lever, which could be very disconcertingif a rider touched it down in a left turn. However, in general,available lean angles are sufficient for its mission. Lastly, thecockpit knee room is tight and taller riders had their knees hardagainst the bodywork.

Bottom LineThe NT700V is an attractive and unintimidating machine that

makes a pleasant commuter or weekend touring bike. Its compactsize is appealing, but we wouldn’t expect two big Americans tofind it roomy enough for long distance sport-touring, and its relatively modest power will not serve to emphasize the sportaspect. But it has no competition in the mid-size class.

Visit us at WWW.MCNEWS.COM l MARCH 2010 13

14 MARCH 2010 l MOTORCYCLE CONSUMER NEWS

I have three NT650 Hawk GTs in my garage, built from mild towild, so I’m very familiar with the NT700V’s bloodlines. Althoughthe new machines are 33cc larger, have four valve heads andfuel injection, because they must pull a much heavier package,they lack exciting performance. That said, the touring ameni-ties on the NT are significant. I like its seat, greater fuel capac-ity, narrow saddlebags and the windshield that’s adjustablewithout tools. I have ridden NT models both with and withoutABS, and on this bike, I prefer not having the ABS as the rearbrake works more effectively in standard form. I didn’t have aproblem with either the engine vibration or the handlebar bend,but the cornering clearance was an issue. Adding rear preloadhelped that and also quickened the steering by a useful amount.The NT700V’s more modern wheel and tire sizes also aid its han-dling and while the steering feel is familiar, the NT’s greaterweight and higher CofG make it feel much less sporty by compar-ison, especially entering corners. The word that comes to mindis “utilitarian”—not exciting, like my Hawks. —Danny Coe

As the Deauville has apparently been a sales success in Europesince 1998, I expected more from the NT700V. Its styling is slimand purposeful with a handsome fairing and integrated sidecases, but not particularly exciting. Perhaps, I thought, thesecret of the ST1300’s little brother lies elsewhere; in its perfor-mance, engine power, handling or the like.

After some saddle time, I concluded that its acceleration,shifting ease, braking power and handling prowess were all ade-quate but not particularly outstanding, and I began to ask myself,“Is that all there is?” It isn’t that the NT700V does anythingpoorly. In point of fact, it does everything a motorcycle should doand competently. The fact that it seems to hit the middle rangeof every aspect of motorcycle performance may, indeed, be thesecret of its success. Owners will be rewarded with a bike theycan ride to work, use to run errands, cruise up to the Rock Storeor a similar venue and head out of town for a weekend all at a com-fortable pace with a touch of style. It’s the motorcycle equiva-lent of a glass of warm milk and a nap. —Gary Prickett

TESTERS’ LOG

Model EvaluationLeft: The NT700V’s 52° V-twin wasupgraded to a four-valve fuel inject-ed 680cc configuration in 2006 andclaimed a 10 hp boost to 65 hp. Itcontinues to use a five-speed trans-mission that has fairly tight overallgearing to give sufficient perfor-mance for its 586 lb. wet weight.Gas mileage is good, averaging46.4 mpg. The integrated tipoverprotector “wings” are a great idea.

Below: The NT’s damper-rod forks don’t givegood suspension control or road feel. TheCombined Braking effect works only one-way,adding front to rear. Used alone, the frontsgive good power, the rear is not impressive.

Right: The NT’s manually adjustable wind-shield has an 8" range, which should fit anysize rider. Our tester also had the optionalfairing wind deflectors (black pieces aroundmirror stalks) for additional airflow control.The mirror stalks adjust at both ends foreffective placement. And ABS models(Silver only) include three-position heatedgrips—everything a sport-tourer needs.

Left: The seating is anatomicallyshaped, narrow for an easy reach tothe ground and already low, just31.3" high, making the NT700V awelcoming package for smaller rid-ers. In fact, the fairing sides areclose enough to the seat that ridersmuch taller than 5'7" may feelcramped. The integrated hard bagsare smallish, but well-designed andstylish. Top trunk is made by Givi.

Above: The instrument panel is complete andeasy to read. However, the trip computergives gas mileage estimates that are wildlyoptimistic. The dash grilles are not vents butare intended for the optional sound system.

Visit us at WWW.MCNEWS.COM l MARCH 2010 15

ENGINE

Type: ..........Liquid-cooled 52° V-twin Valvetrain: .... SOHC, 4 valves per cyl.,

screw and locknut valve adjustment

Displacement: ..........................680ccBore/stroke: ................81.0 x 66.0mmComp. ratio: ............................10.0:1Fueling:........PGM-FI w/40mm throttle

bodies, 12-hole injectorsExhaust: ................................2-into-1

DRIVE TRAIN

Transmission:........................5-speedFinal drive: ..................................shaftRPM @ 65 mph*/rev limiter:4580/8900*actual, not indicated

DIMENSIONS

Wheelbase: ................................58.1"Rake/trail:..........................28.83°/4.5"Ground clearance: ........................7.0"Seat height: ................................31.3"GVWR: ..................................972 lbs.Wet weight: ........................586.0 lbs.Carrying capacity: ..............386.0 lbs.

SUSPENSION

Front: ............ 41mm telescopic forks, non-adjustable, 4.5" travel

Rear: ..........monoshock, adj. preload, �4.8" travel

BRAKES

Front: ......Dual floating 296mm discs,three-piston CBS calipers w/ABS

Rear: .................. Single 276mm disc,two-piston, single-action CBS caliper

w/ABS

TIRES & WHEELS

Front: ..120/70ZR17 Bridgestone Batt-lax BT020F 58W on 3.50" x 17" wheelRear:150/70ZR17 Bridgestone Battlax

BT020R 69W on 5.50" x 17" wheel

ELECTRICS

Battery: ..........................12 V, 11.2 AhIgnition: ..............Digital transistorizedAlternator Output: 438 W @5000 rpmHeadlight: ..........................55W/55W

FUEL

Tank capacity: ........................5.2 gal.Fuel grade:..............................RegularHigh/low/avg. mpg: ....49.9/44.0/46.4

MISCELLANEOUS

Instruments: ..............Analog speedo,tachometer, odometer, 2 tripmeters,clock, fuel level, temp gauge, instant

and average fuel consumptionIndicators: ........ hi-beam, t/s, neutral, check engine, oil pressure, ABS fault,

MSRP: ....................$10,999 (w/ABS)Routine service interval:........8000 mi. Valve adj. interval: ................8000 mi. Warranty: ....One year, unlimited milesColors: ....Metallic Red, Metallic silver

(ABS models available in Silver only)

PERFORMANCE

Measured top speed ......118.3 mph0–1/4 mile ..................13.73 sec.............................@ 95.20 mph0–60 mph ....................5.36 sec.0–100 mph ................18.19 sec.60–0 mph ........................125.5'Power to Weight Ratio ......1:10.97Speed @ 65 mph indicated ....63.9

STANDARD MAINTENANCEItem Time Parts LaborOil & Filter ................0.5 ..........$45.00 ..........$40.00Air Filter ....................0.5 ..........$30.00 ..........$40.00Valve Adjust..............4.0 ..............................$320.00Battery Access ..........0.1 ............MF ................$8.00Final Drive ................0.2 ............$5.00 ..........$16.00R/R Rear Whl. ..........0.5 ................................$40.00Change Plugs............1.0 ..........$10.00 ..........$80.00Synch EFI..................1.0 ................................$80.00Totals 7.8 $90.00 $624.00

Low end :::;.

Mid-range ::::.

Top end ::::.

The NT700V’s 800cc V-twin uses offset crankthrows to simulate thesmoothness of a 90°motor in a 52° layout.Vibration is noticeable athigher speeds, but nottoo objectionable. Thepower band is perfectlysmooth and linear.

TEST NOTESPICKS

: Attractive styling and proven durability: Standard equipment is ready for travel or commuting: No competition in the mid-size sport-touring class

PANS:: Low-buck suspension hurts handling prowess:: Engine performance is adequate but not exciting:: The cockpit is cramped for riders taller than about 5'7"

ERGONOMICS TEMPLATE

SAE CORRECTED REAR-WHEEL TORQUE, LB. FT.

SAE CORRECTED REAR-WHEEL HORSEPOW

ER

RPM, THOUSANDS

53.42 hp

40.28 lb.-ft.•

•

DYNAMOMETER DATA

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MC RATING SYSTEMEXCELLENTVERY GOODGOODFAIRPOOR :::::

– Middleweight Sport-Tourer–Engine :::;.

Transmission :::::

Suspension :::..

Brakes :::..

Handling :::..

Ergonomics ::::.

Riding Impression ::::.

Instruments/Controls ::::;

Attention to Detail ::::;

Value :::..

OVERALL RATING ::::.

2010 Honda NT700V ABSSPECIFICATIONS AND PERFORMANCE DATA

* Parts prices are best-guess estimates as they were not yet available.

AB

D

71.5"

42

.6"

E

31

.3"

F

12.7

5"

53.5"

C33.75"

G HI J

Horizontal (nose to)A: Passenger seat(middle). B: Riderseat (middle). C:Handgrip (center).D: Passenger foot-peg (center). E: Riderfootpeg (center).

Vertical (ground to)F: Handlebar (cen-ter). G: Rider foot-peg (top). H: Riderseat (lowest point).I : Passenger peg(top). J: Passengerseat (middle).

57.25"

17

.0" 34

.8"