Words: Abhishek Pandey | Photography: Saidatta Naik

Over the years, Honda has made some adventure motorcycles that enjoy a cult status, like the 1986 XL600V Transalp and 1988 NX650 Dominator. In a way, the Honda XL750 Transalp and NX500, both of which are available in India, are motorcycles that the baton has been passed onto by these machines. While we have tested both motorcycles earlier, we recently got an opportunity to put them through their paces on some off-road trails. Called the True Adventure Camp, this was also an opportunity to get trained by experts like Ouseph Chacko and Rish George, while also getting seat time on the two bikes.

Organised at a dedicated off-road circuit near Lonavala, the camp started with us reacquainting ourselves with the basics of adventure riding, including body positioning, weight transfer and braking techniques. We were to ride the Honda XL750 and the NX500 on separate trails, made specifically for each bike. After the theory session and a briefing about the trails, I was handed the keys to an XL750 Transalp, the more off-road-focused motorcycle of the two. 

The Transalp uses wire-spoked wheels and has a 21-inch/18-inch front/rear setup. With 91PS and 75Nm on offer from its 750cc parallel-twin engine, the Transalp is a potent machine and a brilliant handler, both on and off tarmac. It felt a little intimidating to ride down the loose, gravel-filled inclines and slopes initially, but in true Honda fashion, the more I rode it, the friendlier it became. The gobs of torque at lower revs helped me tackle the terrain with ease, too. I also took this opportunity to try out the different ABS and traction control settings the bike is equipped with, and realised they are sure to help inexperienced riders, though experienced ones may prefer switching rider aids off. 

I then switched to the NX500, which is a more road-focused motorcycle and is powered by a 471cc parallel-twin engine that offers 47PS and 43Nm. It is a lot smaller in size as compared to the Transalp, and it thus felt more welcoming right from the word go. My test bike was equipped with tyres having an 80:20 road bias, mounted on a 19-inch front and a 17-inch rear wheel, which were alloy wheels. The trail chosen for the NX500 was thus an easy one with fast dirt sections.

We rode through rocky descents as well as tricky, loose, dirt-filled sections, but despite the road-biased tyres it was running, the NX500 seemed perfectly at ease through it all, also helped by its relatively smaller size and lighter weight. However, the ABS and traction control intervention were proving to be a fly in the ointment and hampered my ability to push the motorcycle on the loose surface. While traction control can be turned off, ABS on the NX500 is not switchable, and this is a big limiting factor for riders wanting to take it off-road. With traction control, the bike felt a lot easier to maneuver off-road. The NX500 is made for riding on the road, and this shows in its demeanour, but it tackled the dirt sections with ease, that too on road-biased tyres. 

I am convinced, a set of more off-road biased tyres will work wonders for the bike’s abilities, and going by the way it was performing at our test track, I am certainly keen on taking it out on a cross-country adventure. More so, because the bike also impresses with its excellent ergonomics and comfortable seat, which add to its likeable feel. Honda organises its True Adventure Camp across the country regularly, and the best part about it is that the camp is open for everyone, even if you do not own a Honda, for a nominal fee of ₹2000. This, in my books, is a great initiative and one that can get a lot more people hooked on to adventure riding, especially since today is a time when more buyers are wanting to explore the world on two wheels.  

The post Feature: Off-Roading 101 first appeared on Turbocharged.

Back when the Honda CB500X was yet to hit our shores, my colleague from my previous organisation rode it in Thailand and couldn’t stop gushing about it. He termed it the only bike you will ever need. This was at a time when the ADV scene was nascent. I then rode the CB500X when it was launched in India and immediately agreed with him. The CB500X was just the right size, with the right levels of comfort and the performance from its refined twin-cylinder powertrain was just right. Everything about the CB500X was just right except for one thing – the asking price that felt exorbitant especially when you could have more powerful 650cc ADVs for around the same price.

The Honda NX500 might replace the CB500X’s though the name implies that it is a spiritual successor to the NX650 Dominator, a 90s single-cylinder ADV. It follows the same motto as the CB500X – the right amount of everything and this time with a significant reduction from the CB500X’s high asking price. Is it enough to sway buyers though?

The NX500 does not look anything like the CB500X and depending on the audience that can be a good or bad thing. It does look like a Honda though, with its understated lines. Honda had mostly played it safe when it comes to design and interestingly this outlook works in their favour with their motorcycles ageing well – some even exude timeless appeal. The NX500 sports a higher set wider fairing with a compact vertically mounted headlamp and tall windscreen. Almost everything else has been carried over save for the new 5-spoke wheels, the LED tail lamp and LED turn indicators (It now features all-LED lighting). While styling might receive mixed reactions, everyone will agree that the build quality and fit-finish levels are top-notch – as you’d expect from a Honda.

In terms of features, the NX500 gets a new 5-inch colour TFT screen that offers a clean layout with large fonts. The menu navigation is a simple affair and packs in Bluetooth connectivity that allows for turn-by-turn navigation and music and call access. The motorcycle now benefits from switchable traction control with a dedicated TC button – a nifty touch.

Like the CB500X, the NX500’s highlight is its powertrain. The 471cc liquid-cooled motor delivers the same 48PS and 43Nm but features updates for improved low-end response. The motor offers ample grunt from the get-go accompanied by a good shove as you cross 6,000rpm. It has a linear power delivery and ample performance to cruise all day at triple-digit speeds. The hallmark of this engine is its tractability and refinement. You can easily ride it in the city in higher gears. The refinement too is top notch with no vibrations even in higher RPMs.

The gearbox is a typical Honda affair, with positive, precise shifts. Even the slip-and-assist clutch impresses with its light feel. Overall, it is quite a friendly motor and easy to get used to, with no hidden surprises and ample performance to keep everyone satisfied.

Another impressive aspect is how easy it is to ride. Thanks to lighter wheels among others, Honda has managed to shave off three kilos off the motorcycle bringing kerb weight down to 196 kilos. More importantly, the way it is set up, you do not feel the weight once you get down to riding it. In fact, despite having the same kerb weight as the Royal Enfield Himalayan 450, on the move, the NX500 feels significantly lighter than it. The riding position is upright with easy reach to the bars and the ground thanks to a well-shaped and comfortable 830mm seat. This coupled with the sweet motor makes the NX500 a fantastic tourer. The only grouse we had was the non-adjustable windscreen will cause significant wind buffeting on the top of your helmet if your height is above 5ft 8in.

It continues to use Showa 41mm Separate Function Fork Big Piston (SFF-BP) and a preload-adjustable monoshock but with an updated tune. The wheels too are 19-inch front and 17-inch rear alloys. The NX500 impresses with its low-speed manoeuvrability and is as easy to ride as a smaller-capacity motorcycle. The front end is agile and makes the motorcycle a good corner carver with good composure when leaned in. The suspension is tuned more for the road than off it though the NX500 can tackle off-road sections with ease thanks to its lightweight feel and eager motor.

The Honda NX500 is priced at Rs 5.9 lakh ex-showroom which might seem exorbitant given the fact that now you have access to the significantly more affordable Royal Enfield Himalayan 450 and the KTM 390 Adventure (the more powerful updated version is set to launch soon). While these motorcycles may lack one cylinder, they are capable allrounders, more so when it comes to the rough stuff. What they can’t match for now, is the ride experience of a multi-cylinder Honda, its fit and finish levels, refinement and reliability. The NX500 sits in a class of its own and is a motorcycle you buy to keep around for a while. A motorcycle you can confidently take to the edge of the world.

The post Honda NX500: First Ride Review first appeared on Turbocharged.