Rider Comparo: Honda NC700X vs. Kawasaki Versys vs. Suzuki V-Strom 650 ABS
Kawasaki Versys, Suzuki V-Strom 650 ABS and the Honda NC700X.
Photo Credit: Rich Cox
Bill Stermer
November 6, 2012
Filed under Dual-Sport + Adventure Motorcycle Reviews, Honda Motorcycle Road Tests: Reviews on Honda Motorcycles, Kawasaki Motorcycle Road Tests: Reviews on Kawasaki Motorcycles & Sportbikes, Road Tests, Suzuki Motorcycle Reviews
Mid-size bikes make a lot of sense. Not only because they tend to be less expensive and lighter, but also because they have become so competent. Considering competence, this trio of liquid-cooled, 650cc-class twins each has a 6-speed transmission, chain final drive and some gravel-road pretensions (though we did not test them in that environment). Two have been around for years, and the third is brand-new for 2012.
Our lineup includes the Kawasaki Versys ($7,899), a parallel twin with dual overhead cams, four valves per cylinder and a displacement of 649cc, along with the 645cc Suzuki V-Strom 650 ABS ($8,299) with its four-valve, DOHC, 90-degree V-twin motor and anti-lock brakes (ABS). Honda’s new NC700X ($6,999 with standard 6-speed transmission, or $8,999 with optional Dual Clutch Transmission and ABS) is powered by a 670cc parallel twin with a single overhead cam and four valves per cylinder, and offers an intriguing array of options (see full test page 24). The latter is not to be confused with the now-defunct Honda NT700V, a 680cc V-twin with integrated fairing and saddlebags that had a 2011 price tag of $11,199.
The Kawasaki Versys has a high-tech look with its tri-level headlight, exposed rear shock and beefy swingarm.
To illustrate the differences among these twisted sisters, we took them on a long day ride of several hundred miles, riding them back-to-back and comparing observations. Our ride included freeway, two-laners and twisty mountain roads. We found that the Kawasaki Versys and Suzuki V-Strom 650 ABS are similar in intent, adventure-style bikes with a high seat, but their exposed hardware and lack of a bash plate belies the notion of their doing any serious off-roading. The Honda, in terms of options and design, is something else indeed. We chose to test the model with the optional DCT, which offers an automatic transmission with shifting in three modes, and ABS.
The Versys’ 33.3-inch seat height will have some riders tip-toeing while at rest. Its seat feels mushy, lacking in support, and its handlebar is placed rearward with the pegs forward, adding to the slightly unstable feeling at rest. Engage the clutch, however, and the bike leaps into its element. The first part of our ride involved twisty Highway 33 north out of Ojai, California, up and over a 5,000-foot pass. Here, the Kawasaki ripped along well in the turns thanks in part to its high-end Dunlop Sportmax tires on 17-inch rims, firm suspension, shorter 55.7-inch wheelbase and steeper rake (25 vs. 26 degrees) than the Suzuki. By contrast, the Suzuki rider feels slightly more in control with the grips farther forward and a 32.9-inch seat height that seems lower because of its more compliant suspension and more comfortable, supportive seat. It generates the most power of the bikes in our test and its wider bars allow it to be muscled through the turns. Still, because of its long 61.4-inch wheelbase and 19-inch front wheel, the V-Strom changes direction more deliberately, which allows the Kawasaki rider to charge ahead.
The Suzuki V-Strom 650 has standard ABS, and for 2012 gets two-tone paint. and softer styling.
Honda claims only 47 horsepower and 44.2 lb-ft. of torque for the DCT ABS version of the NC700X, or 51 horsepower in the standard-shift version; we were unable to rear-wheel dyno our DCT unit because the front wheel must be spinning to shift out of first. On its own, power is adequate, but in straight-line performance terms, the Honda wasn’t even a close third, since at 545 pounds this curious machine outweighs the Suzuki by 74 pounds, and the Kawasaki by a whopping 90. Still, in the tight twisties, the Honda was surprisingly competitive so long as we utilized its transmission in the Manual-shift mode with the bar-mounted paddle shifter. In “D” (Drive), however, it was lethargic as this mode is intended to deliver stellar fuel economy; it would often have shifted into the third of its six gears before we had even left the parking lot. Finally, the motor is redlined at a low 6,500 rpm (as opposed to 10,000 for the V-Strom and 10,500 for the Versys) so it never really has a chance to inhale fully relative to the other bikes.
The Honda offers what we all agreed were the best ergonomics of the group, along with a 32.7-inch seat height that seems even lower. With a 60.6-inch wheelbase and 27 degrees of rake (all three bikes have 4.3 inches of trail) it provides stable and sprightly handling, and is well planted on its Metzeler Roadtec Z8 tires on 17-inch rims. Its seat also offers good support, its suspension was supple yet well controlled, and we loved the storage compartment located in the normal fuel tank position that will hold a full-face helmet.
The new Honda NC700X we tested was equipped with several options including the taller windscreen, engine guards and luggage rack.
In side-by-side roll-ons, the Suzuki beat out the Versys by a small margin, principally because with 66.2 horsepower at 9,000 rpm it makes about 9 percent more power than the Kawi’s 60.2; at 471 pounds wet, the V-Strom is 16 pounds heavier than the Versys. The Honda is enjoyable in its Sport or Manual-shift modes, but begins stuttering against its rev limiter early, and therefore really isn’t competitive in a drag race with the other two bikes.
What we have here is a close contest between the Kawasaki and Suzuki, with the Honda and its DCT taking a far different approach. If you seek all-out thrills and back-road handling, the Versys will deliver that in spades, while it returned 45.3 miles per gallon during our spirited day ride. For slightly more deliberate handling but with anti-lock brakes, more comfort and a greater degree of versatility on gravel roads with its 19-inch front wheel and Bridgestone Trail Wing tires, consider the V-Strom 650…which delivered 58.2 mpg!
The Honda is the most intriguing twisted sister, especially with the DCT. We three riders went into this test fully expecting to dislike the automatic shifting, and did indeed have disdain for the Drive mode’s narcoleptic performance as it constantly upshifted out of its powerband to save fuel. In Sport mode, it held each gear longer and readily downshifted, while in Manual mode we controlled everything with the paddle shifter. It offers seamless shifting with real-world convenience and enjoyable (if not competitive) performance, while it delivered 64.2 mpg on this ride; it would certainly have done even better had we left it in Drive mode and ridden conservatively.
We all agreed that the Honda NC700X delighted even us seasoned riders with its comfort and ergonomics, a plethora of available accessories, low MSRP (in the standard-shift version) and that handy storage area. Its automatic clutch and shifting will appeal to inexperienced and new riders—features not offered by the other two manufacturers. We suggest that unless you really need or want the DCT and ABS for the additional $2,000, that you instead choose the standard-shift version and apply the savings to outfitting it with its excellent saddlebags, trunk and other accessories for a mellow touring experience.
2012 Suzuki V-Strom 650 ABS
2012 Suzuki V-Strom 650 ABS
Base Price: $8,299
Engine Type: Liquid-cooled, transverse, 90-degree V-twin
Bore x Stroke: 81.0 x 62.6mm
Displacement: 645cc
Transmission: 6-speed, cable-actuated wet clutch
Final Drive: O-ring chain
Wheelbase: 61.4 in.
Rake/Trail: 26 degrees/4.3 in.
Seat Height: 32.9 in.
Wet Weight: 471 lbs.
Fuel Capacity: 5.3 gals., last 1.1 gals. warning light on
Average MPG: 58.2
Website: suzukicycles.com
2012 Kawasaki Versys
2012 Kawasaki Versys
Base Price: $7,899
Engine Type: Liquid-cooled, transverse parallel twin
Bore x Stroke: 83.0 x 60.0mm
Displacement: 649cc
Transmission: 6-speed, cable-actuated wet clutch
Final Drive: O-ring chain
Wheelbase: 55.7 in.
Rake/Trail: 25 degrees/4.3 in.
Seat Height: 33.3 in.
Wet Weight: 455 lbs.
Fuel Capacity: 5.0 gals., last
1.0 gal. warning light on
Average MPG: 45.3
Website: kawasaki.com
2012 Honda NC700X
2012 Honda NC700X DCT ABS
Base Price: $6,999
Price as Tested: $11,598 (DCT ABS model, MSRP $8,999, plus Tall Windscreen, Fairing & Saddlebag Accents, Fairing Air Deflectors, Light Bar, 45-Liter Trunk, 29-Liter Saddlebags, Centerstand, Lower Cowl Deflector, Heated Grips,
12V Accessory Socket)
Warranty: 1 yr., unltd. miles
Website: powersports.honda.com
Engine
Type: Liquid-cooled, transverse parallel twin
Displacement: 670cc
Bore x Stroke: 73.0 x 80.0mm
Compression Ratio: 10.7:1
Valve Train: SOHC, 4 valves per cyl.
Valve Inspection Interval: 8,000 miles
Fuel Delivery: PGM-FI, 36mm throttle body
Lubrication System: Wet sump, 3.6-qt. cap.
Transmission: 6-speed, dual clutch automatic (as tested)
Final Drive: O-Ring Chain
Electrical
Ignition: Digital transistorized w/ electronic advance
Charging Output: 420 watts @ 5,000 rpm
Battery: 12V 12AH
Chassis
Frame: Tubular-steel diamond w/ engine as stressed member, box-section steel swingarm
Wheelbase: 60.6 in.
Rake/Trail: 27.0 degrees/4.3 in.
Seat Height: 32.7 in.
Suspension, Front: 41mm stanchions, no adj., 5.4-in. travel
Rear: Single linked shock, adj. for spring preload, 5.9-in. travel
Brakes, Front: Single 320mm disc w/ 3-piston pin-slide caliper & ABS (as tested)
Rear: Single 240mm disc w/ 1-piston pin-slide caliper, linked w/ front, & ABS (as tested)
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 4.50 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 160/60-ZR17
Wet Weight: 545 lbs. (as tested)
Load Capacity: 390 lbs. (as tested)
GVWR: 935 lbs.
Performance
Fuel Capacity: 3.7 gals., last 0.8 gal. warning light on
MPG: 87 PON min. (low/avg/high) 54.3/59.8/68.3
Estimated Range: 221 miles
Indicated RPM at 60 MPH: 3,200
(This article Twisted Sisters was published in the November 2012 issue of Rider magazine.)
V-Strom’s 645cc V-twin generates 66.2 horsepower, the highest among our group.
SOHC parallel twin shares some design with the Honda Fit car engine.
 With its tight geometry, stiff suspension and 17-inch front wheel, the Versys is fun in the turns. |
 The Suzuki offers good comfort, but handling is slowed by a 19-inch front wheel. |
 Generous cornering clearance and spry handling make for serious fun on back roads. |
 The Versys’ motor revs well and produces 60.2 horsepower at 7,500 rpm. |
I got my NC700X about a month ago and have marveled at the mpg’s I’m getting with it. The “frunk” is a great additional storage location and I never hesitate to go anywhere because I don’t have to lug my lid around. Was looking for a bike with a low center of gravity and wanted the VStrom until I found this instead. Still waiting for the backordered center stand to complete the accessories I ordered at purchase. This will be my bike for quite a while if it keeps running as great as it has so far. Last tank, 2nd got 77.8 mpg.
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Doug D Reply:
November 24th, 2012 at 2:50 pm
Almost 78 mpg on the second tank, that is awesome. Based on reviews, including yours I plan to look at the NC700x soon. I assume you have the manual trans version, correct? The auto version actually has lower power output for some reason, kinda makes me wonder if the DCT is running near its limits in that they needed to limit power output.
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Rick Foley Reply:
November 26th, 2012 at 12:43 pm
Yes, mine is the 6 speed. Automatic trannys always lose some mileage just because they are what they are…. automatic. The standard transmission is a direct connect to the engine. While I would have liked the ABS, the mileage and price was the more important consideration for me.
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John Reply:
May 13th, 2013 at 9:15 pm
Wow. I may have to trade in my KLX250sf, which by the way only gets apx 45mpg,
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I had the previous verson of the DL650 and found is a fab touring bike on country roads, it really wasn’t much good on much more the basic fire trials. I did get a nasty knock on my front rim and had to replace it while doing some off roading. At about 75,000km it just started breaking down a lot. Enter the KLR 650. Well, its no long distance touring bike for 2, but for 1 its ok, off road it way better. But I lost a heck of a lot of power and road going pluses. End of this year I will
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I have the 2012 DL1000 Vstrom. The EFI is giving me fits between 2300 and 3000 rpm. This makes an otherwise awesome bike a piece of crap. I am waiting on Suzuki to give me an answer to this problem. I am not alone. Lots of complaints. I was wanting to get the DL650 but opted for the bigger 100 and what a mistake. Don’t follow my lead. I am getting 39-41 mpg also.
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scotlandbybike Reply:
January 18th, 2013 at 4:29 am
The 650 can do this as well. We have one at the moment and no-one can figure out what is happening. It is a lot lighter than the big sister
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I have a 2006 DL 1000. I experienced rough running in low rpm’s like you did when the bike was new. But this bike likes to run at 4,000 plus rpm’s and not below 3,000 like my cruiser did. Choose a gear that keeps your rpm up and the bike is very smooth. 80 mph (indicated) in 6th runs at 4,200 rpm and is very smooth. In the canyons downshift to keep the rpm’s at 4,500 plus; the torque and decel braking will amaze you. And switch to the Battle Wings when the Trail Wings are done. I have 30,000 miles on mine and its just getting broken in, enjoy!
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[...] Magazine (November 2012 issue) –compared the Glee vs. Kawi Versys and Honda NC700X DCT. Rider comparo: Honda NC700X vs. Kawasaki Versys vs. Suzuki V-Strom 650 ABS | Rider Magazine Remove AdvertisementsSponsored Links Suzuki V-Strom [...]
I’m pretty sure you guys have be wrong way round, all the stuff I have read says its the dtc that has 51hp and the manual has 47. Also, people are getting better mirage from the dtc as long as the leave it in drive as it keeps the reps extremely low.
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Good. I agree.
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I found this review enticing but also quite lacking. You say you took them for an all day ride on twisties and highway but all you report on is behavior on the twisties. I sure hope you have a Part 2 coming.
You also don’t talk about things like starting the bike going up hill, accidental and purposeful wheelies, compare Sports Mode vs. manual on the Honda. You briefly talk about how nice the other bikes were and that the Honda ran last though it was nice in curves, but you finish up with how you would outfit a Honda if you bought one. It all sounds like a Honda sponsored paid review.
I rented a manual NC700x for a day and as a scooter rider have very definite pros-and cons about it. Hmmm…. maybe I should write my own review. I just wish I could compare it to the V-Strom, BMW, a bagger and a Triumph with several hours on each. You guys have a great job….
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For used prices in the UK the Vstrom can be picked up for a song but the new Tiger 800 is causing a storm….not strom.
However I am sticking with the V strom for now but look forward to getting a tiger in our fleet next year
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I have to agree with Adam above. There’s no meat to this review. I can get this much information from just looking at the manufacturers websites. I’m actually in the market for one of these bikes, your review doesn’t help at all.
Very poor job.
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Excellent. I agree.
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Honda has fool the world into thinking that the NC700X is a good bike. It tried the same trick here in japan but people know better . Right now there are many dealers seating with a bunch of returned NC700X bikes because it is just an over-hyped bike. The bike has no power; single cylinder 250cc out run, out twist and out perform this bike; however, the advertising machine keep trying to sell the bike. The other two bikes in this comparison are great bikes, specially the V-Strom. The versys, and the V-strom have been reverse imports here in Japan even thought they both suppose to be Japanese brands. The versys is made in Thailand and the V-strom is made in Japan but for the world market; however, in 2013 Suzuki have decided to bring the V-strom into the local market seeing the success this bike has had worldwide. Anecdote: I went to a dealer near my residence to try the NC700 and the owner persuaded me to try something else. The owner told me “if you ride motorcycles often; then, you wont like this bike”. I ride Kawasakis and Yamahas (lover them); however, buying another bike( twin) and deciding between the V-strom and the F700gs. The looks of the V-strom are not to my liking but its reliability is unrivaled and the price is enticing.
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Very nice blog post. I certainly appreciate this website.
Keep writing!
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Re Vstrom rough running about 3000rpm.
My 02 model is loads smoother after removing the outer butterflies in the throttle bodies, ridable at 2800+rpm. Now controlled by throttle & not compute r (ECU)
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So which one is easy to handle, light weight, and lowest suspesion for short rider? Loaded package, I think is the best way to go? Thanks for any help in my decision. Ride safe…………
2012 Suzuki V-Strom 650 ABS
OR
2012 Kawasaki Versys
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Tom Reply:
April 5th, 2013 at 8:42 pm
I just traded a 2007 Aprilia Pegaso 650 in on a 2012 Vstrom 650 3 weeks ago – taking it in for the 1000 K check tomorrow. Love this not very pretty bike. It does nearly everything beautifully but is over rated for trail riding. I was used to the Aprilia which is very good on the trails and dropped the Suze on some loose, crumbly stuff. Did no damage as I was hardly moving but I got the lesson. It is so good on pavement though – well mannered and very, very comfy on the arse, with just the right amount of power. Great gas mileage too – what a contrast to the Peg. Bonus – the wife feels at home on it too. We’ll be doing some long distance travel in the very near future.
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All the gripping about the vstrom1000. All it takes is a power commander and it runs flawlessly. Cheap up grade.
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I own the versys and love it, lots of power and nimble handling but it does drink the gas but I didn’t buy it to be a pirus or other
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I own a 2011 650 V strom. This is an amazing 650. It runs so smooth that you fell like your on a 1000cc bike. I had to put a taller seat on it because it felt a bit cramped up at the legs. It has great range and gets nice gas mileage plus it has a fuel readout that’s nice. I’m very happy with the bang for the buck.
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