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Honda NT700V – Lightweight Touring or Well Equipped Commuting – An Everyday Dual Purpose

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2010 Honda NT700V
2010 Honda NT700V

Honda has something nice for 2010, the NT700V, a 680cc, 52 degree, SOHC 4 valve per cylinder V-twin for everyday use, commute to work during the week and take off for distant locations on the weekends. The fairing with adjustable windscreen offers excellent protection from the weather. Shaft drive gives you ease of maintenance. A very nice set of integrated saddlebags look good and carry all of the essentials for work or baggage for a weekend of touring. I hesitate to use the word “sensible” because no real rider would ever want something sensible, biggest and fastest, sure, but sensible? Never. But, then again, …

The engine is fuel injected and liquid cooled. Seat height is 31.7 inches, low enough for most riders. It carries 5.2 gallons of fuel which will keep you going non stop until you really need a break. Weight is 562 pounds with all standard equipment in place, all fluids and a full tank of gas. It’s priced at $9,999 or $10,999 with ABS.

No one needs a Gold Wing every day and an ST1300 is a lot of bike for a daily commute, both very nice bikes, to be sure, but if you can’t justify the heavy iron or you just want something a little smaller and more nimble, the NT700V could be an excellent choice.

Link: Honda

2010 Honda NT700V
2010 Honda NT700V
2010 Honda NT700V
2010 Honda NT700V

Posted on Filed Under: Motorcycle Business

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Comments

  1. Finally, a new street bike from MuthaHonda that: (1) Is NOT a Cruizer, (2) Is NOT a bizarre alien artifact (e.g., DN-01), (3) Has Really Useful features, and (4) Really priced right. That almost certainly means it will not be available in the USA, just like the Deauville never made it stateside. Someone please tell me I am wrong.

  4. The Pacific Coast lives again! This one’s not quite as integrated, futuristic and scooterlike, but close enough. Not a performance match for my Sprint ST 955 (and heavier) but I like it. Is it the shaft drive that makes many touring bikes so heavy? The chain drive Sprint’s curb weight is listed as 527 lbs.

  5. This is encouraging that Honda’s bringing the Deauville to the US. They usually forecast market trends pretty well (Fury jury still out). They have such a vast selection of bikes in their global lineup (~15M last year) the fact that they chose this one to drop on the States tells me something…
    In my opinion, the NT700 is like a “mini-ST1300” with its non-removable hard bags. Not saying that’s bad, or that the definition of “sport-touring” is even well defined, but I would personally like to have the bags removable for spirited solo rides after the gear is stashed in the room.
    -brian

  7. So…who thinks this might eventually be available as an automatic?

    Am I right in thinking this is probably the same engine as the DN-01?

  8. I like that a sensible, practical middleweight has joined the US Honda lineup.

    I don’t like the non-removable bags. And I especially don’t like that this “light” tourer weighs more than my R1100R.

  10. Sidecover and exhaust routing looks exactly like on a NT 650 Hawk, and those have been around forever and was also the motor in the Pacific Coast. So is this a facelift on the PC???? I remember those as gutless with around 35 horses or so, don’t know if I would wanna tackle interstates on something this heavy with an itty bitty motor like this.

  11. I feel like a jerk saying this. I complain that manufacturers don’t bring enough of their European market bikes to the US, but I don’t like this one. It costs thousands more than a Versys or V-Strom 650, yet really doesn’t offer enough to justify the price difference.

    I say bring back the Hawk, but I’ll pass on the Dullsville.

  12. At first I thought “Hey, it´s an instant classic!”, but Schneegz pointed it out…get a V-Strom and you are set for much less.

  13. This is a Hawk V twin, with commuter clothing. I spent a week on a Deauville NT650 (carberated) in Scotland in August, two up with full gear. I dont know what everyone whines about (Dullville???). This bike was a blast and VERY comfortable for all-day, day-after-day riding. Even with the older engine, there was plenty of power except for aggressive passing up hill, even with a full load. I have owned 3 BMW’s, a VFR, Guzzi, and many other bikes, and this one is the right package for daily riders. When I heard the injected NT700V was in the States (BTW, where is the news coverage on this in the bike rags???) I called my dealer to order one. Comfortable, ample storage, shaft drive, ABS, nimble, fun, torquey and economical. A+ Honda!

  14. This is an awesome “real world”, every day practical motorcycle. I own a 2004 V-Strom 650. This new Honda is the perfect everyday street bike. The shaft drive and V-Strom style make for the perfect practical bike. I have never ridden off-road, if this Honda had been available when I bought my V-Strom, I might be riding a different bike today. I hope it is a hit. We need more bikes like this.

  15. I REALLY like this bike, but then I really liked the Pacific Coast as well. I think it’s brilliant, practical, affordable, good looking, etc.

  16. I was thinking the same thing – this is the new PC800.

    I love the looks and the price. Do you hear that Honda? We want more of the bikes from the European and Asian markets!

  17. An R-1 street tracker /exotic nobody really needs (but sure is beautiful!) one day and a sensible motorcycle the next. Gotta love this site!

  18. There might be a hawk hiding under there. I’d like to get one of those and rip all the stuff off and see how simple I can make it. But first I’d like to tour around the US on it…

    -todd

  19. The Deauville wasn´t available in the U.S.? Strange Thing…

    I ride a BMW K75RT and I wonder why BMW since 1996 let Honda take all the Customers for a midweight, practical, comfortabel and agil Tourer?

    Where ist the K1000RT with a triple and 90kw, based on the actual K1300 Engine?

  20. I’m guessing Honda covered most of the engine because few US buyers can wrap their head around a narrow-angle V-twin that isn’t a cruiser. Maybe if this bike is successful here we’ll see the return of the Hawk GT (a bike I wish I’d never sold, and a prime example of the “good enough bike” discussed in an earlier thread).

  21. A few days ago, there was a post and lots of comments about ‘good enough.’ Well from my vantage point the NT700V (awful name) is a pretty close definition of a ‘good enough’ sport tourer. Probably 100# heavier than the BMW F800 ST, which is likely the closest competitor, but the Honda seems to have functional luggage, unlike the blisters the BMW offers.

    Having put nearly 120,000 miles on a K75RT, I’d give this serious consideration if I were looking for a sport tourer.

  22. I was always intrigued by the SilverWing with its little sideways v-twin. It worked for me then – this version works for me now.

    Paul, you should do a shoot-out between the new CVT 600cc SilverWing “scooter on roids” and this bike. The two vehicles appear convergent in size and capability. I’m curious what the better layout is. Did the Mods know something that the Rockers missed?

  24. I’m for any bike that is travel worthy, affordable and might be someone’s first taste of the open road the proper way, on two wheels.

  26. I think the NT700V is fine for its intended purpose … light touring bike.

    Its not trying to be a sportbike.

    That said, why not use this 700cc 4 valve engine (in higher output spec of course) to update the Hawk GT?

    Honda was too early to the game with the original sporty 650 twin. Americans didnt appreciate that type of bike in 1988.

    Today’s buyers however, would welcome it, especially if it were a bit more serious than the SV and ER-6N.

  27. I don’t like plastic motorcycles but this is what is needed. Sure it could be a bit lighter but much will depend on how the weight is placed. Many people don’t need or want the bigger bikes and this is a nice appearing package that should have huge appeal. Way to go Honda!

  28. Until recently I rode a Silver W.wing scooter. I assume this is the same motor bored and/or stroked. Aside from the integrated bags, it is almost the exact spec for what I have been looking for: standard sized wheels (as opposed to the Silver Wing’s scooter shoes); pegs rather than floorboards; a promise of weather protection for commuting; upright, not cruiser seating; two-up accomodations; and under 600 lbs.

    Yes, it would be great if it were lighter, but my Wing was 530 lbs. or so. If that motor is as smooth as the Wing’s I am going to have to have one.

  29. i commute daily on a much loved sv, and scoff at the thought of riding a cruiser or oldwing, but this bike holds a lot of appeal to me. i dont get it! its not that sporty and its not racey looking, but i love it.

  30. I had an NTV650 for a while, it was a smashing mid weight bike and I can honestly say not a thing went wrong with it in the 20K or so miles I put on it. Mine was an early model so I could remove the luggage and at the time its big boxey frame made it quite distinctive. It was a nice bike able to commute and tour with and although it was a bit heavy it was certainly better handleing than a GT550/750 which I suppose was its main rival at this time I bought mine.

  32. Very nice sensible bike, Way to go Honda. I do not think many will pay 10K for this bike,but they should. I guess the days of low cost Asian bikes are over, You could put Bags and a Windscreen on a new 883 Sportster for less money.

  34. All very well and good Honda, but I just checked the specs: for a little more money I can get an F800 BMW with 100 lbs (!) less weight, and more motor, plus better accessories.
    $10k is a lot for a pudgy do-everything bike. The SV and Kawa650 hit a much better price point. The not-so-much-loved VTR was much more interesting, plus of course the well-liked VFR.

  35. i don’t know about this one….not for me….might have a practical use, but does nothing for me…

  36. This is a much more refined version of the V-Strom for several thousand more. I’m not a big fan of the integrated saddlebags but can see how having them permanently attached can be nice. I had a Concours with removable bags and it was nice but also problematic.

    I am a little concerned about a shaft drive on such a small motor and hope that Honda has addressed this in pushing more horses out to the rear wheel. But I really like the shaft on my Concours for its near bulletproof-ness.

    In many ways, this Honda is a mashup of the Connie and my current V-Strom with some plastic surgery done after birth to make it look pretty. And it is a pretty nice looking bike. Maybe when I’m ready to trade in my Wee but, for now, I’ll keep spinnin’ and grinnin’ with what I’ve got.

  37. Middle-weight motorcycle, built-in hard luggage, big, low & comfy saddle, touring fairing, multi-valve liquid cooled twin cylinder, ABS, no maintenance final drive.

    For an extra $2000, Honda gives you what, exactly? Buy a Burgman 650.

  38. When I first saw this bike I thought, Wow, that would be a great commuter bike. Then I saw the specs and then I was a bit discouraged. Then I saw the price and thought it was a little high. However, I do like the looks and the idea and hope it is successful.

    Perhaps this is the replacement for the current version of the VFR. This is for the person that wants a middle weight, easy to ride tourer and not a 200 BHP (as reported) that the new VFR has.

  41. Too heavy to be ever associated with a commuter, unless you mean hwy commuting 50 clicks one way. For most people you need this bike for touring and another one for city/short daily ride.

  42. The extra weight just tells me it’s more up to the task of carrying a real load. If I wanted a touring bike this would be near the top of my list, perhaps above the F800. I would go for one of these long before I ever wanted a Gold Wing or big Interceptor. As MXS pointed out this is still bigger and heavier than I would need for my commute but I don’t have a problem owning more than a handful of motorcycles.

    I’ve often played with the idea of owning a PC800 if I ever had the time to go anywhere. This looks 100x’s better but the way I am with what little money I have I would be more likely to just load up the bike I already have and go from there.

    -todd

  44. I’ve been waiting for this bike for a long time…that was until someone mentioned the cost comparison between the V-Strom and the NT700V…even the BMW F650 or ST800…

    I like the bike, it would be a strong contender if they could get a few thousand out of the price.

  45. Another example of Honda giving us exactly what we say we want—but we won’t buy any because it’s dull and has the sex appeal of a stove. I give it two years on the American market before it sinks off the sales charts.

  46. I had to take a while to rethink this one.

    My first impression was good styling and looks like solid engineering for the purpose of touring.
    Still not sure about the power though. I notice that Honda does not provide power and torque specs.

    This one needs a proper road test to evaluate.

  48. As a current Pacific Coast owner I have been interested in this model coming to the States. I read a recent review by a fellow coaster on the IPCRC, International Pacific Coast Riders Club and was disappointed. The tester, Leland Sheppard, a Coaster for many years and over 300,000 PC miles rode one on a trip to the UK and said it was the worst Honda he had ever been on. No power, poor quality, bad egronomics , etc. What a shame to finally get it here and it would be a turd. I will try one for myself but the advice Leland has given over the years has been spot on so I don’t hold to much hope.

  50. Finally! They’re bringing the TransAlp (highly-“Americanized”) back! Its about freakin’ time! This is perfect, and if I could afford it, I’d spring for one right now… 🙂 ‘course the Fury is highly tempting as well!

  51. This bike and engine have been around in various guises since the late eighties. In 1990 I was living in the UK and had the 600cc naked version, known as a “Revere” ( some one in Japan has a wicked sense of humour ). I thought it was an excellent all-rounder . I toured with it, commuted on it and blasted my way around the more exciting roads of N.Wales on it. It never let me down, was all day comfortable and rarely got less than 60 mpg (imperial= an extra pint). I had just had my CB1100RC stolen and thought I would miss the power when I bought this bike. I did initially but I adapted quickly and was sorry to let it go when I emigrated to the States. The engine was all but vibration free and had a pleasant exhaust note. I cannot make out if the engine of the NVT700 has the hydraulic tappets of the PC800 version but if it has that would mean extremely low maintenance costs. Re John Wilsons comments:- I owned a PC800 in 1996 and while I enjoyed it’s easy maintenance it was hardly a ball of fire. Memory can play tricks on us but I feel sure that my NTV600 (aka Revere) would have run rings around my PC800 and I much preferred the riding position of the Revere to the “sit up and beg” position of the PC800. Very much a personal preference. I cannot speak to the build quality of the NVT700 but my Revere was as you would expect a Honda to be ie superb. A great workhorse bike whose long production run speaks volumes about it.

  52. @Kenny

    Nailed it. It’s tricky to bring a European bike over that isn’t European (i.e. Ducati, BMW, Triumph, etc.) for the Americans and have a hit. Just look at the Italian styled/built 599 they had over here for all of 2 years (2003 and 2005)–A great bike but doesn’t make the statement Americans want. Anything less than 750cc that isn’t a race bike is a girl’s/newb’s bike and the image buyers won’t go for that, which I have to say is the majority of the motorcycle buying public. This bike will bomb. Oh well, at least there”s a bright side–there’ll be exhaust options available for my 88 Hawk GT again!

  55. HowFast, and others,

    As a former Hawk GT owner, I’d like to remind y’all that that while the engine was was a great little v-twin and was surprisingly powerful, (afterall, it was unburdened by modern emissions requirements), the really special thing was the dual spar aluminum frame and single sided swingarm (seemingly taken right from the RC30). That awesome frame and engine with a wet weight of 412 lbs made the Hawk agile and very sporty — still the best bike in the twisties that I have ever ridden.

    The engine might be similar, but a 562 lb bike with bodywork is not the same animal at all.

  56. Miles per gallon is critical to me and will be to many when prices go up.
    Ive had man Goldwings and never got over 40 Miles per gallon
    My ST1100 gets 42 Miles per gallon every tank and yes I break the speed limit.

    If the BMW F650GS gets 75 MPG’s and
    The V-Strom 650 gets over 60 MPG’s
    I sure hope this new mid size Honda Sport Tourer will get 60 MPG’s.

  57. I think this is the bike I’ve been waiting for. I had a Kawasaki Concours and a Honda VT500 Ascot when I lived in L.A. I came to the conclusion that I only needed one bike. I kept the Ascot because it was MUCH more fun to ride, not nearly as heavy and cumbersome in traffic as the Kaw. I wished Honda would make an Ascot that was a little bit bigger, maybe with a fairing, and bags for the occasional trip. Enter the NT700V! I’m more concerned with real world riding than racing or pretending to be a racer or trying to reinforce my ego with the biggest, fastest, baddest…whatever. I just want to ride, and leave the posing and chest thumping to those who feel they have something to prove

  58. I have a 82 GL 500 Interstate (Silverwing a.k.a ‘ little wing’, as it shared the same fairing and looks as the GL1100I Goldwing Interstate ) and was waiting for the NT700v to be released in the US, as it seemed like the ideal replacement, for what I consider a great high quality middleweight touring bike . Sad to say, I was taken back by the sticker price, (I can buy a used, full blown 2006 BMW tourer for that price!) so I bought a used 98 Honda Shadow Ace Tourer VT1100T (yea, a clunky water cooled shaft drive HD cruiser clone – the girls like it…and it does look good …but I am little scared when I put it into a corner) that fit my budget, for the interim… and will wait for a used NT700v (or deeply discounted ) before I will think about buying it. Unfortunately, I do not think the NT700v is going to survive in the US due to the price and the current economic conditions.

  59. I have a 2007 Suzuki VStrom 650 and I love it on and off road. But this new Honda NT700V looks like something I would love to get. I wish Suzuki would build a bike like this as when I have my side bags on my bike is as wide as a classic VW Bug!! The Honda with shaft drive and a lower center of gravity will be a FUN bike to ride all day on the road seeing new places. I rode my VStrom from Mexico to Canada (3 Flags ride) and it was nice as well as fun but if I had the Honda it would of been a lot of fun I think.
    So I think I want one and I can use the VStrom as a play bike and take it off road!

  60. I purchased one… the Silver ABS and it is quite fun and nimble. I am getting about 50mpg. If I baby it… 55mpg. The planers are adequate, but need more room. The top box is a must. The fog lights are a must and the knuckle guards are a must. I would like to see a larger windshield (in the works). It is exactly what it sounds like, a practical, sensible, daily driver that is fun and efficient.

  62. I don’t like lubing my chains every 500 miles, but who needs 100 lbs in order to have low maintenance? How about belt drives, Honda? As for the fairing, I believe my Ninja with aftermarket fairing offers more protection, especially for the feet and shins from splashed rain water.

  63. RedNinja, 100 lbs for the shaft drive? What gives you that idea? Judging by the shaft assemblies on bikes I have I’d say it adds less than 10 lbs.

    -todd

  64. I sat on one in Spencerport, NY today and was impressed. I am 5’8 with a 30″ inseam. My feet touched the ground. I have a 1985 Suzuki GS700ES four cylinder and would like a small sport-tourer for my 36-mile commute. My present bike vibrates me to death at 6000 rpm to maintain 70 mph. This two cylinder has more torque and near-equal HP, so it cruises at a lower rpm. I liked the fit and finish… it’s a Honda. I drive an Acura TL and my wife drives a Honda CR-V. No negotiating price, maybe I’ll wait till Fall when the prices drop.

  65. This is a sharp looking machine-maybe they will come out with a 6 speed overdrive

  66. It’s big, it’s heavy, it’s got a HUGE exhaust, it’s underpowered, under faired, over priced, and overrated.

    Yeah, I said it. I own a VFR and thought maybe the NT would be a great bike. Then I sat on one a few times to see if I liked it. I am 6’2″, 180#. I can flat-foot this bike even on its center stand (as I can any bike out there, i.e. previous owner of a 650 Vstrom with center stand).

    It has good points – Comfy, roomy saddle, good ergos to the bars, 6-speed shaft drive, adjustable windscreen, center stand. That’s about it in my opinion.

    The fairing is Vstrom-ish in looks, with side fairings available aftermarlet to completely enclose the bike. I would opt for that if I was in the market for this bike, but I am not. And Honda, in its infinite wisdom, only has those fairings available in Europe, along with a plethora of other goodies.

    When sitting, the seat still has a slight forward lean that creeps you into the tank. My knees press against the fairing plastics, same as they do on a ST1300. Funny, my knees are way clear of ever touching the fairings on my VFR, even in a race tuck, yet the weather protection is not compromised at all on my VFR

    The bags turn me off totally. Scooter-ish, non-removable. Stupid idea! Bags should come off and go with you into your hotel or house when you arrive after your trip. By the way, the bags are not wide enough for a full face helmet, unless you order the wider lids from Honda UK! Why that is an after thought is beyond me. I shouldn’t have to pay extra for the function of storing a helmet.

    No hydraulic clutch on this bike. I would miss that. Love it on my VFR.

    One of the sales people here owns one so I grilled him about it and asked to hear his running. Purrs nicely, of course, it’s a Honda! He loves it, but then again he’s about 5’9″.

    Even though it thumps along, it’s only two cylinders. Hiway revs are a tad higher than my VFR. 80mph on the NT is about 6krpm. That’s too hi for a touring bike. The VFR is 5krpm at 80mph.

    Seriously, all they had to do was put shaft drive and higher bars on the VFR and it would be a hit, but they went overboard as usual and created the over-priced, over-rated VFR1200! I have the Honda/Givi bags on my VFR and a Givi touring screen and could not be happier. The legs are not cramped enough to impede on a tank’s ride. Stop, gas, stretch, repeat!

  67. I have had my NT700V for three weeks now and I love it The only complaint is the helmet hook the seat has to be removed.I use the bike for commuting and just cruising.Best gas mileage has been 54 MPG the worst 47 MPG usually get 52MPG in city driving.I have just under 600 miles on the bike.The weight is well balanced,It doesn’t seem that heavy.Its easier to put on the center stand than my 1975 Yamaha XS650.

  68. Ok, I like the bike, but it’s way over priced! For its MSRP you should absolutely get fully adjustable suspension front and rear, and perhaps a sixth gear. Taken exactly the way it is, it’s ok, but just priced way too high – like most Honda products are. If Honda is trying to hit the same customer base it did with the Pacific Coast, then they hit the mark. However, I don’t know if there are THAT many people that still want this type of bike at this price point. If they were to lop $2K off the MSRP and only charge $500 for ABS, then I’d buy one, but the Versys is a better option at a lower price. Heck, for $10K-$11K there are a whole slew of bikes I could snatch up – including a Tiger 1050! Shaft drive is nice I guess, but I have always owned chain driven bikes, and after demo-ing a 2010 Concours 14, the shaft felt weird and disconnected from the power delivery. That being said, I’m sure the NT700V will be perfect in the quality and build quality department – something that the V-Strom and Versys can only dream of.

  69. Let me ask a sincere question: Would it be better if I were to trade in my 2006 Burgman 650 Exec for the NT700V? I am trying to convince myself that there is a gain to be had, but I can’t put my finger on it. The only thing I get is that the Pacific Coast-like styling of the NT700V is way cool. The Burgman is sort of clunky like its name. But the Burgman with ABS runs more than two grand less that the NT.
    And with the Burgie I get: Blazing acceleration, especially in Power mode; lots of storage, including an after market Givi tunnel bag up front as well as the lockable double helmet space under the seat; top speed up in three digits; stupefying reliability (nothing breaks, even after 18K!); comfy seating on the Corbin after market slab; easy dipping at speed through bends (much easier than my old ST Honda and an even earlier BMW 500) and the Burgie Exec windshield can be adjusted electrically while at highway speeds (the NT shield is only manually adjusted and then only when stopped); the mirrors fold away electrically ( the NT mirrors fold manually) … the list goes on. And how about the CVT transmission? Any two wheel commuter machine could benefit from an automatic transmission when commuting through thick traffic. If you are so inclined, you can punch out gears manually on the Paddle mode, but why bother?

    Down side: Those little wheels can kick up and bite you at high speeds when going over berms and highway cracks; and the exhaust holds a fairly high octave note that starts to grate on my nerves. Actually, you can outrun the drone at high speed, but there are times when you have to muddle along at moderate speeds and just listen to that soprano serenade. I suppose an after market exhaust kit could lower the tone. May try it. And without a forward tank, the Burgie does not offer anyplace to get down in a semi-sport crouch, like when you are going too fast to get away from the high tone exhaust and the little wheels are kicking up.

    So, my question before the Committee is would I would gain in performance, in convenience or in economy by switching over the the NT700V? So … what do you think?

    Dale

  70. Dale – Funny you should ask that question! Here I am trying to decide between a Burgie 650 Exec and a NT700V. It would be for commuting to work almost daily (25 mi. each way, almost all freeway, very little stop-n-go), but also for weekend + trips with the wife. There’s lots to read about on the Burgman (almost all good), not too much yet on the Honda (just too new). I found a 650 Exec for under $8000 new, so I’m leaning that way. Might make the choice this weekend. Decisions, decisions…

  71. I’ve had my NT700VA since early April. I’ve put 10,000 miles on it, including a very windy Saddle Sore 1000 back at the end of April. I just got back from a 4100 mile trip, so I think I’m beginning to know the bike.

    The NTs my 4th bike. I started with a GL650i Silverwing, and put 19,000 miles on it the first year. Then there were two classic Concours, both ’99s, that piled up 150,000 miles in ten years. Now the NT.

    It works perfectly for me. I did spend quite a bit on “farkels” to make it the bike I wanted: From Honda, wind deflectors, tank pad, heated hand grips; from Twisted Throttle, a CooCase topbox (which required an Alu-Rack and adaptor plate), Denali LED Driving lights (10W draw for both, great driving lights, and I never get flashed for being too bright); from Motorcycle Larry, peg lowerers and bar risers; from the UK (Honda of Bournemouth), the wider pannier lids and bag liners; from CeeBailey, a +2″ windscreen.

    It’s got very satisfying power, great handling, and awesome brakes. Compared to the Connie, it’s nimble and precise. Down (obviously) a bit on acceleration and top end, but it cruises comfortably at 80+. Good weather protection (although I do wish it had fairing lowers — I may have to add the undercowl that’s available in Europe). I will be adding a Russell DayLong Saddle. I’ve lost 40# and it feels like 20# has been from my butt. The stock saddle was fine when I did the SS1K, but on my recent trip, it burned from time to time.

    Phil Tarman
    ’10 NT700VA
    IBA SS1K & BB1.5K
    Fort Morgan, CO

  72. Well, after lusting after this bike since I stumbled across it on the Honda Uk web page.I took it out for a 20 mile test drive and promptly returned it to the dealer and left.

    While it looks great…has Honda reliability…..bags, windscreen, etc……it is a very loud motorcycle….it is Noisy…..the engine sounds as if the valves and crank shaft are about to tear thru the valve covers.

    I was crushed…I had buyer for my 2007 Triumph Bonneville all lined up and cash for the difference. First hint of problem: 2010 Model marked down to $8999.00 with one in each color available. While it is a sluggish I wouldn’t object..but it really sounds as if there is some serious mechanical issues with the engine and an exhaust leak.

    Now how do I get an attractive windscreen and bags for the Bonneville without making look like snot?