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Honda NC 700 S and Yamaha XJ6 ABS in a 48 hp comparison test.

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Honda NC 700 S and Yamaha XJ6 ABS in a 48 hp comparison test.

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Honda NC 700 S..

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Honda NC 700 S and Yamaha XJ6 ABS in a 48 hp comparison test.

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The Yamaha informs its pilots more pleasantly and clearly.

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Yamaha XJ6 ABS – your velvety four-cylinder in-line lost 30 horses for the 48 hp version.

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Yamaha XJ6 ABS.

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Yamaha XJ6 ABS.

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Honda NC 700 S and Yamaha XJ6 ABS in a 48 hp comparison test.

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Schmalhans was the kitchen master in the difficult to read and unattractive cockpit.

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The NC series scores well with its newly designed twin.

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Honda NC 700 S..

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Honda NC 700 S..

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Helmet compartment of the Honda NC 700 S..

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Yamaha XJ6 ABS.

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Honda NC 700 S..

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Yamaha XJ6 ABS front brake.

Honda NC 700 S and Yamaha XJ6 ABS in the test

Comparison of the mid-range all-rounder with 48 hp

The goal of the Honda NC 700 S and Yamaha XJ6 ABS is the same: 48 HP engine power and a wholesome trimmings. But the means with which the mid-range all-rounders are heading towards this goal could hardly be more different.

Since January 19, 2013, newcomers to motorcycling have been allowed to drive motorcycles with up to 48 hp instead of the previously permitted 34 horses with their A2 driving license. Both the Honda skip the minimum weight hurdle of 175 kilograms specified in the guidelines NOTC 700 S as well as the Yamaha XJ6 with a full tank of 215 kilograms each.

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Honda NC 700 S and Yamaha XJ6 ABS in the test
Comparison of the mid-range all-rounder with 48 hp


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Honda NC 700 S..

The philosophies of Honda and Yamaha, how the 48 hp can be achieved and what character results from it, could hardly be more different. Because the Yamaha XJ6, which has been on the German market since 2009 and has so far found around 8,000 buyers, was originally designed for 78 hp (57 kW) and constructed accordingly. In order to tailor them for the new entry-level guidelines, the good-natured and velvety four-cylinder had to part with 30 of his good little horses. This is done very simply via a mechanical throttle path limitation. In plain language: A stop angle ensures that the throttle valves do not open further than the angle at which the desired 48 hp were achieved on the test bench. The driver notices this from the fact that between “zero” and “full” there is only a little more than a quarter turn on the throttle. On the one hand, this solution is very cheap, as nothing else, niente, nothing, nada, is changed on the motorcycle and, above all, it is reversible. But it also takes a lot of getting used to, and is it good? Well we’ll see.

Honda NC 700 S for only 5,755 euros

Honda took a completely different path with the NC series presented in summer 2012, which consists of the "S" without paneling, the "X" with a frame-fixed bodice and the Integra with a roller-type panel. Due to the very low introductory price of 5755 euros (Honda NC 700 S), almost 3000 units already populate the streets in Germany. The technically identical trio except for the standard dual clutch transmission of the Integra (optional for "S" and "X") is powered by a parallel twin, which was designed from the first line of the drawing to this 48 hp. And you notice that too.

A look at the performance diagram already gives an idea of ​​who the twin is. Even at idle speed it starts to work and bravely shimmy along its torque curve, which could hardly be nicer. The fact that the six-speed gearbox, which is quite clumsy to operate despite its beefy character, has to be tried quite often is due to the unfortunate combination of a very long overall gear ratio and the only moderate speed of the twin, which locks at 6750 rpm. At 100 km / h, there are just 3,500 laps. Villages are usually crossed in third gear. The serenity of the low speed level is quickly transferred to the driver, although he can guess rather than read off the absolute values ​​of the cockpit, which is difficult to read. So when overtaking or in other situations where performance is required, the twin lands with nice regularity in the rather rough acting limit and waits for the next gear. Nevertheless, the consumption of the Honda NC 700 S, which this time was not determined on the usual consumption round, but in regular driving, is quite cheap with 4.0 liters of super.

Yamaha XJ6 needs 1.1 liters more

The Yamaha XJ6 approved 1.1 liters more under the same conditions, but would be content with regular gasoline, if there was one. As befits a four-cylinder, it would also spin much higher than the Honda NC 700 S if only it got air. The unthrottled XJ achieves its 78 hp at 10,000 revolutions, the variant suitable for the A2 driving license even needs 10,300 tours for its 45 hp measured on the test bench. But the way there is a long one. Due to the radical limitation of the gas path, the throttle valves only open a fraction of the possible 90 degrees. In practice, the throttle grip is usually at the stop, but you only drive with about one third of the throttle. In the lower speed range there is hardly any noticeable difference to the open version, but the picture changes from mid-speed.


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Yamaha XJ6 ABS.

The engine desperately gasps for air and runs like a rubber wall. In the Yamaha XJ6 and the Honda NC 700 S, the next gear is engaged at the latest after 6000 tours in order to reduce this effect. That reads more dramatically than it is in practice, but it is not a really convincing throttling

The advantage, on the other hand, is that after two years you can remove the throttle quickly and conjure up 30 horses. With the Honda NC 700 S, 48 HP is the end of the road. But before that happens, the Yamaha takes 1.2 seconds from zero to 100 km / h, up to 140 it is 2.2 seconds. In return, the Yamaha XJ6 has the windshield-less nose ahead when it comes to pulling through. Due to the more favorable gear ratios, it goes from 60 to 100 km / h in 5.3 instead of 7.6 seconds, from 100 to 140 it is 8.6 to 10.3 in favor of the Yamaha. Even at top speed, the tuning fork is in front of the wing at 167 km / h, which swings up to a maximum of 160 km / h.

In terms of driving characteristics, the Yamaha XJ6 is also the much more lively bike. In direct comparison, the Honda NC 700 S feels much more sluggish and sedate. The brakes, both of which are equipped with ABS as standard, appear much more blunt, although there is little to complain about in terms of effect. Overall, the Honda with the large luggage rack and the brilliant helmet compartment under the dummy tank is the more practical bike. The agile Yamaha, on the other hand, is more of a motorcycle and looks a lot bolder than the very matter-of-fact Honda.

motorcycles


Nine 48 hp motorcycles put to the test


Motorcycles and scooters for driving license class A2


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MOTORCYCLE test result


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Honda NC 700 S and Yamaha XJ6 ABS in a 48 hp comparison test.

The characters and thus the target groups of the bikes are too different for a winner to be chosen. The Honda NC 700 S is a good means of transport with high utility value and an almost perfect engine, the Yamaha XJ6 a great naked bike, whose four-cylinder, however, loses some of its appeal with the throttle.

Technical specifications


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Honda NC 700 S and Yamaha XJ6 ABS in a 48 hp comparison test.

Honda Yamaha engine 
type design Two-cylinder four-stroke-
In-line engine
Four-cylinder four-stroke-
In-line engine
injection Ø 36 mm Ø 32 mm
coupling Multi-panes-
Oil bath clutch
Multi-panes-
Oil bath clutch
Boron x stroke 73.0 x 80.0 mm 65.5 x 44.5 mm
Displacement 670 cm3 600 cm3
compression 10.7: 1 12.2: 1
power 35.0 kW (48 hp)
at 6250 rpm
35.0 kW (48 hp)
at 10,500 rpm
Torque 60 Nm at 4750 rpm 48.5 Nm at 4000 rpm
landing gear
frame Bridge frame
from steel
Bridge frame
from steel
fork Telescopic fork, Ø 41 mm Telescopic fork, Ø 41 mm
Brakes front / rear Ø 320/240 mm Ø 298/245 mm
Systems assistance Compound brake, ABS SECTION
bikes 3.50 x 17; 4.50 x 17 3.50 x 17; 4.50 x 17
tires 120/70 ZR 17;
160/60 ZR 17
120/70 ZR 17;
160/60 ZR 17
Tires Bridgestone BT 023 Bridgestone BT 021 "G"
Dimensions + weights
wheelbase 1525 mm  1440 mm 
Steering head angle 63.0 degrees 64.0 degrees
trailing 110 mm 104 mm
Front / rear suspension travel 120/120 mm 130/130 mm
Seat height ** 800 mm 790 mm
Weight with full tank ** 215 kg 215 kg
Payload ** 209 kg 185 kg
Tank capacity / reserve 14.1 liters 17.3 liters
Service intervals 12,000 km 10,000 km
price 5.730 euros 6.695 euros
Price test motorcycle 5.730 euros 6995 euros ***
Additional costs 265 euros 170 euros
MOTORCYCLE readings
Top speed * 160 km / h 167 km / h
acceleration
0-100 km / h 5.5 sec 6.7 sec
0-140 km / h 12.0 sec 14.2 sec
Draft
60-100 km / h 7.6 sec 5.3 sec
100-140 km / h 10.3 sec 8.6 sec
Consumption highway 4.0 liters / super 5.1 liters / normal
Reach country road 353 km 339 km
* Manufacturer information; ** MOTORCYCLE measurements; *** Incl. ABS (300 euros)

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