While we didn't get the chance to see if these claims were true, it's plain to see why the NT would be capable of such numbers. Power from the twin is what you'd expect for something with its roots in 1988. It won't be giving the SV650 a run for its money, but for someone who's looking for something less intimidating than the current crop of hypersport-like tourers this is a viable alternative. Fuel metering is smooth and precise without the slightest hiccup even at partial throttle. Power is delivered to the rear wheel via shaft drive and only five gears keep the engine spinning in its sweet spot, but they're spaced far enough apart that a sixth cog really isn't necessary. In fact, the meager power will keep you plenty occupied rowing through the gears that are already there.
The cockpit is simple, analog...
The cockpit is simple, analog and to the point. Both speedometer and tachometer are analog gauges, as well as engine temperature and fuel gauge. Clock, two tripmeters, and odometer occupy the digital display. Mirrors give a clear view of what's behind you. Note the optional wind deflectors jutting out from either edge of the front fairing.
For maintenance free riding,...
For maintenance free riding, especially for touring, shaft drive is the way to go. You can also clearly see the remote preload adjuster for the rear shock. Note also how the saddlebags are integrated as part of the motorcycle-not as additional pieces that can be attached and detached.
No touring motorcycle is complete...
No touring motorcycle is complete without a set of heated grips. They're optional on the NT700V.
Braking duties are also reminiscent of 1988 as dual 296mm front rotors are mated to a single 276mm rotor in the rear. What isn't reminiscent of 1988 is the linked braking system the NT employs. When using only the front brake lever, all three pistons in the right front caliper activate, while only two of the left front come to life. Apply the rear brake and the third piston in the left front caliper joins the party along with the two rear pistons. While seemingly insignificant, stopping distance with both brakes is noticeably shorter than with just the front. Honda's combined ABS is also available as a $1000 option to the $9999 standard price tag.
Based off the 645cc Honda...
Based off the 645cc Honda Hawk engine from the late 80's, the NT700V engine has been bumped to 680cc via a larger 81.0mm bore (from 79.0mm) and is the same powerplant found in the European Honda Deauville. Throttle bodies measure 40mm with single injectors per cylinder. Fuel injection is seamless with no hiccups anywhere in the powerband.
Braking duties are handled...
Braking duties are handled via dual 296mm rotors and three-piston calipers. Honda's combined braking system activates five pistons when the front brake is applied. Step on the right pedal and both rear braking pistons are engaged along with the sixth front piston.
An interesting feature on...
An interesting feature on the NT700V, the rear saddlebags feature this "pass-through" area that essentially connects the two bags and allows larger items to fit in between.
This view reveals the 41mm...
This view reveals the 41mm fork that provide a soft, supple ride at the expense of heavy turn-in. Market research revealed that an adjustable windscreen was popular among touring riders, hence the five-way adjustable unit here. Adjustment is done manually, however, by either pulling or pushing the screen up or down.
We had the chance to sample the NT's handling through the twisty roads surrounding Ojai, California, but first we had to slog through some flat terrain to reach our destination. This gave me time to examine the bike a little more. As storage capacity is important, despite its minimal bodywork, two small compartments are integrated into the front fairing for smaller items. Also, an optional top case can be mounted behind the passenger seat for even more storage capacity. But it was when I looked beyond the plastic that I noticed the steel frame, whose shape and dimensions looked awfully similar to the Hawk's aluminum cradle. Moving up from the frame, the 41mm fork is non-adjustable but provides a plush ride for long-distance riding. Out back sits a single shock with remote preload adjustability.
Unfortunately, with these dated and bargain components, handling is adequate at best. 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. Though some journalists at the intro were able to drag the centerstand this won't be a concern for the vast majority of riders.