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Honda NT 700V Deauville

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Make Model

Honda NT 700V Deauville

Year

2008 - 09

Engine

Four stroke, 52°V-Twin, SOHC. 4 valve per cylinder

Capacity

680 cc / 41.5 cu-in
Bore x Stroke 81 x 66 mm
Cooling System Liquid cooled
Compression Ratio 10.0:1

Induction

PGM-FI electronic fuel injection 

Ignition 

Digital transistorized with electronic advance 
Starting Electric

Max Power

65 hp / 38.3 kW @ 8000 rpm

Max Torque

66.2 Nm / 49lb ft @ 6500 rpm

Transmission 

5 Speed 
Final Drive Shaft

Front Suspension

41 mm telescopic fork
Front Wheel Travel 115 mm / 4.5 in

Rear Suspension

Single damper with adjustable preload
Rear Wheel Travel 120 mm / 4.7 in

Front Brakes

2x 296mm discs 3 piston calipers

Rear Brakes

Single 276mm disc 2 piston caliper

Front Tyre

120/70 ZR17

Rear Tyre

150/70 ZR17
Wheelbase 1476 mm / 58.1 lbs
Seat Height 805 mm / 31.7 in

Dry Weight

236.0 kg / 520.3 lbs
Wet Weight 239 kg ABS
Ground clearance 156 mm / 6.1 in

Fuel Capacity

19.5 Litres / 5.2 US gal

Standing ¼ Mile  

14.0 sec

Top Speed

185.3  km/h

Now, more powerful, more comfortable, more practical and more stylish, the new NT700V Deauville ABS comes equipped with a compact and highly advanced ABS system that provides exceptionally smooth and confidence-inspiring braking control in the most extreme braking conditions, where riders of all skill levels need it most.

New Piggyback-Style Dual Multi-Reflector Headlight

One of the first changes in the Deauville’s look to catch the eye is its new dual multi-reflector headlight, which features a sharply tapered piggyback design that positions its brilliant high beam directly over its ever-on low beam under a single, compact clear-face flush-surface lens.

New 2-Position Windscreen

The Deauville’s wide-coverage windscreen has also been enlarged and improved with new mounting hardware that not only offers a 170mm change in screen height, but also a change in screen angle.

New Instrument Panel Design

The new 20006 Deauville also features a more modern and attractive new instrument panel, with an eye-catching four-dial façade integrating new fuel and coolant temperature gauges around its larger rev counter and speedometer dials.

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Increased Carrying Capacity

The Deauville’s unique built-in pannier bags have been significantly increased in size and carrying capacity. While maintaining their elegantly integrated look, the left-side pannier was increased in volume from 24 to 27.4 liters , while the right-side bag was boosted in size from 19.5 to a full 26.7 liters , for an overall increase of fully 10.6 liters in carrying volume.

Larger Displacement

In the interests of boosting the Deauville’s power output without resorting to major modifications to the engine’s basic overall construction figures, its cylinder bores and pistons were increased by 2mm (from 79 to 81mm) while stroke was left untouched, resulting in a 33cm3 increase in total capacity, from 647 to 680cm3.

New PGM-FI Fuel Injection System

Like most of Honda’s finest road bikes, the new 2006 Deauville now features one of Honda’s most advanced PGM-FI electronic fuel injection systems for accurate fuel delivery, easy starting, highly responsive throttle control and exceptionally low exhaust emissions.

New ABS Version

The new Deauville also offers the option of a separate new version equipped with Honda’s remarkably smooth and efficient Antilock Brake System (ABS) in addition to its standard equipped Combined Brake System. Like the systems featured on several other Honda models, the Deauville ABS’s compact and highly advanced ABS provides exceptionally smooth and confidence-inspiring braking control in the most extreme braking conditions, where riders of all skill levels need it most.

 

Motorcycle Daily Review

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 Litresof capacity on the right, 27.4 Litreson 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 Litresoverall. 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.
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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.

Source Motorcycle Daily