12NC700X
New Member
I’ve had issue with fuel economy on the NCX since I purchased it just a few weeks ago from an individual in the DFW area. I bought this bike primarily for the fuel economy and its been a little frustrating to see everyone’s results on fuelly compared to my results. Suffice it to say I’ve become a little obsessed with finding those numbers and since I wasn’t seeing them in my normal riding activities, I decided to actively find my problem.
Testing was time consuming and mind numbingly dull. I did this primarily for myself, to see wtf my problem was and why I wasn’t seeing higher mpg numbers, as well as other NCX riders experiencing similar frustration with their mpg ratings. But, I also did this for potential buyers who may also want to know this info. I’m an NCX owner and like the bike, but my purchase decision was split between two similar bikes. Had I known what I now know, I may have opted for the Versys. (Sorry, guys.)
Before I get started with a description of the route and test plan, I’ll tell you all a little about myself and riding experience. I’m 5’9”, 190lbs. I started riding on the street in ’86. Since then, I’ve owned 17 motorcycles (including the NCX). My last 4 bikes, owned since 2006 were: ’04 ST1300, ’07 CBR1000RR, ’10 XV1900 Raider, ’07 DRZ400SM. The last 3 were owned concurrently (albeit briefly, wife said the CBR had to go! Booooo wife… but I had the Raider and DRZ for a year and a half.). I recently sold both the Raider and DRZ to purchase a new bike. I ride on average, 12,000 miles per year and it’s a mix of commuting, around town / urban, back road blasting and touring (and track days on the CBR and DRZ). Sadly, I don’t ride nearly as much as I used too.
Disclaimer – This isn’t science. If it were, I would have done this in a lab under perfect conditions (and I would have gotten a grant. ). I’m sure plenty of things could have been done differently and am certain there is a better method. I’m aware that the odometer is inaccurate by an unknown percentage (but it is consistent), I didn’t use a stop watch or trip computer to assist in calculations. Conditions and Calculations were kept simple: miles traveled/gallons consumed. I was mainly shooting for a set of guidelines to make sure I was consistent across all tests. Also, I am only human so a margin of error of -/+ 5% should cover any errors that I surely made. Lastly, respectfully, I’ll apologize in advance for offending anyone ‘cause some will likely not like the results or what I have to say about them. (So, stop reading NOW! But if you must, then read EVERYTHING before you reply. Thanks.)
I started the test last week by defining a 110 mile route for tests 1-4 starting at a gas station near home. Houston is notoriously flat and the roads chosen are relatively smooth, so hills and road condition should not be a real factor in mpg delivery. Weather conditions for both test days were similar; mild temps, humidity, wind etc.. Tests were conducted without luggage of any kind just the bike and rider. I rode the route, then retraced the route on the return trip home.
ROUTE – Main St > 610 S Loop East > 288 S > 1462 W > S on Cow Creek Rd. / Brazoria Co. Rd. 25 > E on 35 > 288 S > E on 3005 > Fuel up in Jamaica Beach (return)
Test Guidelines
1. Adhere to speed limits from zone to zone.
2. DO NOT exceed test speed limit.
3. Fuel ups – consistent top off.
4. Acceleration – Honda recommended shift points (39mph = 6th gear, tedious), zero to 60mph by “fifteen-one-thousand” + count. MPH zone change by “one-one-thousand” count per mph increase (5mph increase = “five-one-thousand” count)
5. Deceleration – Roll off throttle and coast into new speed zone. Roll off throttle and coast to stop at sign/red light, pull in clutch last 150ft. and downshift to 1st , coast to stop.
6. Hills/overpass/bridge – When safe to do so, DO NOT adjust for lost speed up hill. Coast on down hill. (This didn’t happen much.)
MPG Test #1, 55MPH – Fuelly log book entry 12 – 113 miles @ 76.1 MPG
MPH / % total distance (accurate estimation)
30MPH / 4%
35MPH / 7%
40MPH / 6%
45MPH / 19%
50MPH / 3%
55MPH / 61%
MPG Test #2, 60MPH – Fuelly log book entry 13 – 113 miles @ 77.3 MPG
MPH / % total distance (accurate estimation)
30MPH / 4%
35MPH / 7%
40MPH / 6%
45MPH / 19%
50MPH / 3%
55MPH / 12%
60MPH / 49%
MPG Test #3, 65MPH – Fuelly log book entry 14 – 120 miles @ 73.3 MPG
MPH / % total distance (accurate estimation)
30MPH / 4%
35MPH / 7%
40MPH / 6%
45MPH / 19%
50MPH / 3%
55MPH / 12%
60MPH / 29%
65MPH / 20%
MPG Test #4, 70MPH – Fuelly log book entry 15 –116 @ 74.3 MPG
MPH / % total distance (accurate estimation)
30MPH / 4%
35MPH / 7%
40MPH / 6%
45MPH / 19%
50MPH / 3%
55MPH / 12%
60MPH / 29%
65MPH / **65MPH, max speed limit on this route, replaced 65MPH with 70MPH in each 65MPH Zone
70MPH / 20%
(I thought of putting the above info for all 4 tests into a spreadsheet with weighted averages to see the average speed over the total trip, but decided against it.)
OK, I am sure you have already noticed that trips #2 and #4 were performed at faster speeds and returned better MPG results. This was due to a 5-7mph headwind on the ride to the coast during tests #1 and #3, reducing MPG on tests #1 and #3 but improving MPG for tests #2 and #4 with the breeze at my back. Breeze and MPG were consistent between tests #1 and #3, then #2 and #4. Results were as expected, MPG decreases with faster speeds.
After looking at the results I saw that half (or nearly half) of the trip for tests #1 and #2 were at the test limits (55mph, 60mph). But, tests #2 and #4 were lacking distance at speed. So I decided to do a third round of tests.
This round of testing is simple: interstate driving at a given speed and just hold it. I chose I-45 between Houston and Dallas. There were a few rolling hills at gentle grades but nothing significant to impact test results. The same guidelines apply.
My intent was to get on the road super early and do 4 tests at 60, 65, 70 and 75, But, my first test was skewed thanks to Houston’s unpredictable bumper-to-bumper traffic. I wanted to add the results of entry 16 to show that the result is in-line with test #2 and I fully expected to see a number in the 74-75MPG range. However, this is only for consideration and not a member of the test data. Still an impressive number if you consider the conditions.
Fuelly log book entry 16, 60MPH – 52 miles @ 71.8 MPG
MPH / % total distance
<60MPH / 49% - 25 miles of stop and go traffic @ 6am for no apparent reason. Thanks Houston.
60MPH / 51%
MPG Test #5, 65MPH – Fuelly log book entry 17 –79 miles @ 69.4 MPG
MPH / % total distance
<65MPH / 3% gas stop - accel/decel
65MPH / 97%
MPG Test #6, 70MPH – Fuelly log book entry 18 – 81 miles @ 63.7 MPG
MPH / % total distance
<70MPH / 3% gas stop - accel/decel
70MPH / 97%
MPG Test #7, 75MPH – Fuelly log book entry 19 –80 miles @ 52.6 MPG
MPH / % total distance
<75MPH / 3% gas stop - accel/decel
75MPH / 97%
(I would be interested to see the results of other riders performing the same 4 (60,65,70,75mph) interstate/highway riding tests as above and report the results. Do you also see the dramatic drop from 70-75mph?)
As speed increases, MPG also seems to decrease at a linear rate, then you reach that point of diminishing returns between 70mph and 75mph and fuel economy goes out the window (but still a decent mpg number). It’s this drop off that explains why my mileage was so horrible on my first tank. I was running between 70-75mph with a 10-15mph headwind, saddle bags and trunk and I got 45.99mpg. It also explains problems I had on a recent trip to Kerrville, TX. There’s a lot of distance to most places in Texas and most Interstate and highway speed limits are 70-75mph and if you go west of Kerrville, TX the speed limit is 80 and 85mph. (Geez, how bad would those numbers be?)
I consider myself an average rider, meaning I think my MPG numbers will always be less than the maximum the manufacturer posts. I want to GO! And I think I will realistically end up in the 55-58 mpg range. What I’ve learned in this process is that the 80 mpg range is within reach and that there is definitely a level of skill involved with smooth throttle operation. Techniques such as shifting, coasting down hill and hyper-miling, can increase mileage. (I bow down to you gents that have mastered these). Other factors such as wind speed, drag created by luggage and rider load can decrease mileage. But, the number one contributing factor that directly impacts MPG is: hot, nasty, bad-***, SPEED! Slow down and you’ll see those numbers, or just ride and still get better than the average bike.
Testing was time consuming and mind numbingly dull. I did this primarily for myself, to see wtf my problem was and why I wasn’t seeing higher mpg numbers, as well as other NCX riders experiencing similar frustration with their mpg ratings. But, I also did this for potential buyers who may also want to know this info. I’m an NCX owner and like the bike, but my purchase decision was split between two similar bikes. Had I known what I now know, I may have opted for the Versys. (Sorry, guys.)
Before I get started with a description of the route and test plan, I’ll tell you all a little about myself and riding experience. I’m 5’9”, 190lbs. I started riding on the street in ’86. Since then, I’ve owned 17 motorcycles (including the NCX). My last 4 bikes, owned since 2006 were: ’04 ST1300, ’07 CBR1000RR, ’10 XV1900 Raider, ’07 DRZ400SM. The last 3 were owned concurrently (albeit briefly, wife said the CBR had to go! Booooo wife… but I had the Raider and DRZ for a year and a half.). I recently sold both the Raider and DRZ to purchase a new bike. I ride on average, 12,000 miles per year and it’s a mix of commuting, around town / urban, back road blasting and touring (and track days on the CBR and DRZ). Sadly, I don’t ride nearly as much as I used too.
Disclaimer – This isn’t science. If it were, I would have done this in a lab under perfect conditions (and I would have gotten a grant. ). I’m sure plenty of things could have been done differently and am certain there is a better method. I’m aware that the odometer is inaccurate by an unknown percentage (but it is consistent), I didn’t use a stop watch or trip computer to assist in calculations. Conditions and Calculations were kept simple: miles traveled/gallons consumed. I was mainly shooting for a set of guidelines to make sure I was consistent across all tests. Also, I am only human so a margin of error of -/+ 5% should cover any errors that I surely made. Lastly, respectfully, I’ll apologize in advance for offending anyone ‘cause some will likely not like the results or what I have to say about them. (So, stop reading NOW! But if you must, then read EVERYTHING before you reply. Thanks.)
I started the test last week by defining a 110 mile route for tests 1-4 starting at a gas station near home. Houston is notoriously flat and the roads chosen are relatively smooth, so hills and road condition should not be a real factor in mpg delivery. Weather conditions for both test days were similar; mild temps, humidity, wind etc.. Tests were conducted without luggage of any kind just the bike and rider. I rode the route, then retraced the route on the return trip home.
ROUTE – Main St > 610 S Loop East > 288 S > 1462 W > S on Cow Creek Rd. / Brazoria Co. Rd. 25 > E on 35 > 288 S > E on 3005 > Fuel up in Jamaica Beach (return)
Test Guidelines
1. Adhere to speed limits from zone to zone.
2. DO NOT exceed test speed limit.
3. Fuel ups – consistent top off.
4. Acceleration – Honda recommended shift points (39mph = 6th gear, tedious), zero to 60mph by “fifteen-one-thousand” + count. MPH zone change by “one-one-thousand” count per mph increase (5mph increase = “five-one-thousand” count)
5. Deceleration – Roll off throttle and coast into new speed zone. Roll off throttle and coast to stop at sign/red light, pull in clutch last 150ft. and downshift to 1st , coast to stop.
6. Hills/overpass/bridge – When safe to do so, DO NOT adjust for lost speed up hill. Coast on down hill. (This didn’t happen much.)
MPG Test #1, 55MPH – Fuelly log book entry 12 – 113 miles @ 76.1 MPG
MPH / % total distance (accurate estimation)
30MPH / 4%
35MPH / 7%
40MPH / 6%
45MPH / 19%
50MPH / 3%
55MPH / 61%
MPG Test #2, 60MPH – Fuelly log book entry 13 – 113 miles @ 77.3 MPG
MPH / % total distance (accurate estimation)
30MPH / 4%
35MPH / 7%
40MPH / 6%
45MPH / 19%
50MPH / 3%
55MPH / 12%
60MPH / 49%
MPG Test #3, 65MPH – Fuelly log book entry 14 – 120 miles @ 73.3 MPG
MPH / % total distance (accurate estimation)
30MPH / 4%
35MPH / 7%
40MPH / 6%
45MPH / 19%
50MPH / 3%
55MPH / 12%
60MPH / 29%
65MPH / 20%
MPG Test #4, 70MPH – Fuelly log book entry 15 –116 @ 74.3 MPG
MPH / % total distance (accurate estimation)
30MPH / 4%
35MPH / 7%
40MPH / 6%
45MPH / 19%
50MPH / 3%
55MPH / 12%
60MPH / 29%
65MPH / **65MPH, max speed limit on this route, replaced 65MPH with 70MPH in each 65MPH Zone
70MPH / 20%
(I thought of putting the above info for all 4 tests into a spreadsheet with weighted averages to see the average speed over the total trip, but decided against it.)
OK, I am sure you have already noticed that trips #2 and #4 were performed at faster speeds and returned better MPG results. This was due to a 5-7mph headwind on the ride to the coast during tests #1 and #3, reducing MPG on tests #1 and #3 but improving MPG for tests #2 and #4 with the breeze at my back. Breeze and MPG were consistent between tests #1 and #3, then #2 and #4. Results were as expected, MPG decreases with faster speeds.
After looking at the results I saw that half (or nearly half) of the trip for tests #1 and #2 were at the test limits (55mph, 60mph). But, tests #2 and #4 were lacking distance at speed. So I decided to do a third round of tests.
This round of testing is simple: interstate driving at a given speed and just hold it. I chose I-45 between Houston and Dallas. There were a few rolling hills at gentle grades but nothing significant to impact test results. The same guidelines apply.
My intent was to get on the road super early and do 4 tests at 60, 65, 70 and 75, But, my first test was skewed thanks to Houston’s unpredictable bumper-to-bumper traffic. I wanted to add the results of entry 16 to show that the result is in-line with test #2 and I fully expected to see a number in the 74-75MPG range. However, this is only for consideration and not a member of the test data. Still an impressive number if you consider the conditions.
Fuelly log book entry 16, 60MPH – 52 miles @ 71.8 MPG
MPH / % total distance
<60MPH / 49% - 25 miles of stop and go traffic @ 6am for no apparent reason. Thanks Houston.
60MPH / 51%
MPG Test #5, 65MPH – Fuelly log book entry 17 –79 miles @ 69.4 MPG
MPH / % total distance
<65MPH / 3% gas stop - accel/decel
65MPH / 97%
MPG Test #6, 70MPH – Fuelly log book entry 18 – 81 miles @ 63.7 MPG
MPH / % total distance
<70MPH / 3% gas stop - accel/decel
70MPH / 97%
MPG Test #7, 75MPH – Fuelly log book entry 19 –80 miles @ 52.6 MPG
MPH / % total distance
<75MPH / 3% gas stop - accel/decel
75MPH / 97%
(I would be interested to see the results of other riders performing the same 4 (60,65,70,75mph) interstate/highway riding tests as above and report the results. Do you also see the dramatic drop from 70-75mph?)
As speed increases, MPG also seems to decrease at a linear rate, then you reach that point of diminishing returns between 70mph and 75mph and fuel economy goes out the window (but still a decent mpg number). It’s this drop off that explains why my mileage was so horrible on my first tank. I was running between 70-75mph with a 10-15mph headwind, saddle bags and trunk and I got 45.99mpg. It also explains problems I had on a recent trip to Kerrville, TX. There’s a lot of distance to most places in Texas and most Interstate and highway speed limits are 70-75mph and if you go west of Kerrville, TX the speed limit is 80 and 85mph. (Geez, how bad would those numbers be?)
I consider myself an average rider, meaning I think my MPG numbers will always be less than the maximum the manufacturer posts. I want to GO! And I think I will realistically end up in the 55-58 mpg range. What I’ve learned in this process is that the 80 mpg range is within reach and that there is definitely a level of skill involved with smooth throttle operation. Techniques such as shifting, coasting down hill and hyper-miling, can increase mileage. (I bow down to you gents that have mastered these). Other factors such as wind speed, drag created by luggage and rider load can decrease mileage. But, the number one contributing factor that directly impacts MPG is: hot, nasty, bad-***, SPEED! Slow down and you’ll see those numbers, or just ride and still get better than the average bike.