The NX500 is a really sensible choice, especially when you think from the Honda’s bullet proof reliability standpoint, but the Versys 650
Bhpian subodhrage recently shared this with other enthusiasts:
Comparison of Versys 650 vs NX500
Hi folks!
I wanted to draft up a review and a comparison for NX500.
Like many other sub-650cc who are transitioning to middle-weight tourers, I’m also in a fix b/w many a middle-weight adventure tourers.
So there’s the thing. I’ve been looking at used and new vehicle markets. I came across a Versys 650 and thought to myself–
“Hmm, I could probably get an NX500 for the same price. A brand new one, that too! But is it worth the price?”
And that led me to the test-rides of NX500, along with Versys 650. Please note that the only reason I’m comparing these two bikes is because of the similar financial value of a used Versys 650 and new NX500.
Without further ado, here we go:
So here’s a brief review of NX500 from my end:
I’m 5’9″ for comparison w/ a 75kg moderate build. I’ve so far driven the following bikes extensively:
- Above 600CC: Interceptors, BMW GS1250, 2019 Versys,
- 250cc – 600cc: Him (old), Dominars, and Apache 180 RTR, Gixxer 250SF.
I daily a Gixxer 250SF, but have been using a friend’s Interceptor for a couple of weeks now.
I’ll be comparing the two bikes based w/ what I’ve experience on the HImalayan and Interceptor, since I believe both of these come as a close competition financially and in India that logic prevails.
The Small Big Bike!
Gels well in the crowd in the black color
The OE crashguard only covers the panel with not much protection for the engine!
Honda NX500:
Pros:
- Android/iOS compatible dash: | I couldn’t use it during the ride, but the fellow at the showroom showed me how it worked and the navigation basically show as a turn-by-turn instructions on a small box on the right in the dash.
- Commuterish engine: I didn’t track the bike at a slow speed in 5th or 6th gear, the engine is surprisingly commuter-ish and doesn’t kick you in the pants below 4K rpm. The engine likes to be revved, but there’s no need to do so. I was in 5th gear at 70kmph, dropped the speed to 30kmph, and the end pulled smoothly without any lugging.
- Clutch Lever: I did notice the high leverage on the clutch lever at the engine point, but my God, it’s feather light! Like you can “literally” press it in w/ your little pinkie finger ,and yes I’m using the word literally here literally! xD
- Narrow Stance: The handle-bars are wider than my Gixxer and naturally any other sports tourer that’s not an ADV, but it’s smaller than Himayalans and the TRK502 for sure. I can’t compare the ADV 390, but it feels it’s almost at that level. What this gives you, is less leverage during off-road, but great flickability and manvearouability in city conditions. I don’t think this will impact highway mannerisms. I didn’t get to test-ride it on the highway, but from what I’ve read so-far, it’s really stable on highways.
- Light-weight: Apart from the clutch, the bike feels really light. It feels amazingly nimble in the city. So much so that it feels like a 167kg at max. For comparison, my Gixxer is 167kg. Yes, you feel the 187kg when picking the bike up from side-stand, but apart from that, no where else in the ride, it feels like that. That being said, even when picking the bike from side-stand, it’s almost as heavy as my Gixxer.
- Great Mileage: From what I’ve understood, if ridden at sedate speeds, it could easily give you 30+kmpl.
- Cheap Extended Warranty: The extended warranty is I think 15K IIRC, and it give a 2 + 3 which is better than the one Kawasaki provides
- No Buzziness: I felt no buzziness on the bike whatsoever, till 80kmph. I’ve heard it gets a bit buzzy around 6K mark which is just above 120kmph, but that also isn’t that intrusive.
- Accessible Seat: Despite a 835mm seat height, I was easily able to flat-foot on my riding/hiking boots. It’s thin enough to not cause an issue during cityrides, and you can easily waddle around in the traffic if needed xD That along w/ the low weight essentially meant that I didn’t have to get off the bike to reverse and park it properly
Cons:
- Non-Adjustable Windscreen: The windscreen is non-adjustable. Even w/ my height, I felt I’ll face wind-buffeting issues at highway speeds. An aftermarket windscreen is a must for 5’9″ and above.
- POWER AND 7L PRICE TAG: The engine is a gem for commuting but it’s no locomotive. It doesn’t pull you like an Interceptor does. For speed maniacs, the top-speed is limited to I think around 160kmph. It’s not a big bother for me, but for some it might be. BTW, despite that the bike can cruise w/o any vibration at 130kmph, and that’s a definite pro of this engine.
The bike has a 47bhp/43Nm power figure, at a 196kg weight. It’s beautiful, but while coming back home, I was thinking, that this power-to-weight ratio would go for a toss, once the Tuareg 457, BMW 450GS and the Him 750 come in play. That got me thinking, that if and when that day comes, the resale value of this bike could drop as well.
- Expensive OEM Accessories: 8K for knuckle guard that offer very little protection, 15K for main stand, 35K for topbox w/ base (11L), is horrendous. The only sane accessory if 35K for the crashguard, but even that is only covering just the panels, and there’s no proper engine guard at the bottom. The bike doesn’t come w/ a charging hub or even a tank-pad.
- Super-Expensive in BLR: In Bangalore the pricing of NX500 is close to 7.5L. This makes me think that even the pricing in Delhi is reasonable which is 6.4L, but honestly, even that is expensive for this bike.
- Seat: The seats feel like they’d sink if a person of heavier stature sits on them. I’m 75kg, and didn’t feel that issue, but it could be one for the other people.
Here’s a quick video by Vikram, detailing his review on the NX500! He’s good with his words!
Review of NX500
Review of Honda NX500!
Kawasaki Versys 650
The Big Green Mean Machine
Pros:
- Locomotive Pull from the Engine: So far having ridden only Interceptor and VStorm in this class, I feel Versys has the best pull from low-end than any other bike. The bike simply leaves you grabbing onto the handlebars if you ride it like an idiot(don’t do that kids!) There was a flat and empty stretch of road late afternoon in Bengaluru(I know!! Crazzy), and I revved it out. And the bike just jolts forward w/ KRTC blinking on the dash. I didn’t cross 60kmph, but that acceleration was enough to get me hooked.
- Big Bike Feel: The bike definitely has grown from it’s last iteration. Dimension wise it is same as NX500 in height, but it’s more wider and longer than the other ADVs in it’s class. I think Vstrom is a tad bit wider. What that led to though, was issues w/ U-turns. I couldn’t completely flat-foot – I had to completely stretch my legs to do it, but the weight was definitely manageable. I had a fear in mind before riding the bike that maybe, I’ll drop it or it would be too heavy in the traffic, but it wasn’t the case. It’s only at standstill where I feel it’s weight. So basically, for comparison, I’ve to get off the bike to properly park it, but nothing like that in the city traffic. Once on the ride, it is nimble enough even for a person who has ridden a Himalayan. The width comes in the way, but the weight when you’re riding it. A good thing is that, because the suspension is adjustable and if you’re riding w/ a pillion, you can just tweak the preload a bit and voila, you’ll be able to flatfoot easily (even if you’re a 5’8″ I guess).
The seat height difference is only of a centimeter between NX500 and the Versys but because the Versys has a wider seat, it make you tip-toe a little bit.
- Great Pillion Seat: The seat for the pillion is by far the best among the 650s. Nothing comes close. It feels like a sofa (metaphorically).
- GREAT MILE-Muncher: The bike can easily cruise at 120kmph-140kmph if needed. I only went upto 80kmph, but it was in 6th gear at around 4000rpm, and the engine was butter smooth then. It goes upto 200kmph for those speed-maniacs, but the Indian roads aren’t built for it (cue CEAT ad!)
- Amazing Aftermarket Suit of Accessories: Versys has been in the market for over a decade and has a plethora of accessories.
- Mileage: Despite being a 650cc, it can still give a 28+kmpl mileage if ridden calmly at around 80-90kmph. Take that ADV 390
- Adjustable Suspension: The suspension front and rear are both pre-load adjustable. The front also has damping adjustability.
Cons:
- Weight: As mentioned above, the bike has a big bike feel. But it comes at the cost of added weight at standstill.
- Vibrations at Idle: This is something that hasn’t been addressed by reviewers in India, but the bike has more than expected vibrations at idle. It was very weird. It probably has to do w/ lower idle rpm, but the bike vibrates uncharacteristically to it’s twin-cylinder engine format. That said, give the throttle a little bit of whirl and whoosh goes the vibrations. The bar-end vibrations are there, and there is vibrations at the seat, but surprisingly the footpegs are isolated from it. The bike I rode was a beaten test-ride vehicle, so I believe it had more than normal set of vibrations, but it still has some — and, that’s the point.
- Bad OEM Tyres: The Dunlops are not that great at cornering. That said, they wear out by 8K kms, and upgrade is a must.
- No Navigation Aids: The NX500 has some very basic Android aids, but it still does. I can’t comprehend why Kawasaki doesn’t have them despite being almost 1L more expensive than the NX500.
- Heavy Clutch: The clutch is slightly heavy despite being a slip-and-assist clutch.
- Super-Expensive in BLR: In Bangalore the pricing is close to 10.1L, while in Delhi it is close to 8.3L
Conclusion:
The NX500 is a really sensible choice, especially when you think from the Honda’s bullet proof reliability standpoint, but the Versys 650 is not far behind specially if you can get one at the price of a new NX500 in the second-hand market – provided you get a really pampered vehicle.
The NX500 is clearly more capable for the city but there would always be a doubt in your mind if it will leave you wanting for extra “oomph” in the years to come. Afterall, it’s only 47hp, which is not less by any means, but the way power is delivered – you’ll quickly get accustomed to it and maybe get bored.
There’s also the fear of its resale value plummeting once the new ADVs come in the market by next year. But, if we are to look at history of the resale of CB500X, its resale value didn’t plummet much when ADV 390 came w/ similar power figures, or when Himalayan 450 even entered the market. Even now, the CB500X is a gem of a bike if you find it in the second-hand market. That said, this time the competition of NX500 will be with multi-cylinder engine-bikes – namely, Tuareg 457, Himalayan 750 and BMW GS450. Only time will tell what happens to NX500 then. The Aprillia’s powerhouse is plagued with issues on the RS-457 and one can only hope it resolves the issues once the Tuareg is in the market! The BMW 450GS will on the other hand, be a completely new bike that would come under the BMW badge and along with that badge, comes expensive A.S.S.
The Versys on the other hand, is a hooligan of a bike, with the power it provides. You can handle it in the city, if you’re okay with a bit of a top-heavy bike (Himalayan 450 owners can, I think easily, ride this in city). The power it provides, will not let you get bored of it. There’s also the plethora of accessories with Versys community to keep you happy for years to come.
So in conclusion, if there’s not a Versys in picture, the NX500 is still worth the Delhi OTR price. Otherwise, you really need to think hard about the vehicle – because it is a battle of the heart and mind!
Here’s hoping I’m able to post a new ownership review of a new bike soon!
Until then,
Signing off
-Subodh!
PS: Special thanks to Vikramaditya for tagging along during the test-rides, and Neil for his insightful conversations !
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