But it sounds like somewhere Homer Simpson would live and in relation to a motor vehicle the name conjures images of doughy performance.
Best to mispronounce it "Deville", as do many who have come to discover the delights of this practical midweight touring motorcycle.
"Deville" kind of conjures more appropriate images of a classic 1959 Cadillac Coupe de Ville rolling down the highway.
Better still, says Honda spokesman Rhys Griffiths, call it the NT700V.
That really says a lot because the practical NT650 V-twin has been bored out from 647cc to 680cc.
However, that is not the full story. The new Deauville, sorry, de Ville, sorry, NT700V, is now more powerful, quicker, more stylish, better handling, more comfortable, safer and has so many accessories, you can almost turn it into a mini-Gold Wing.
In fact, here's a go. Since Honda has a 600cc Silver Wing scooter coming, why not call this the Bronze Wing, after all, it comes in two colours — black and a beautiful bronze. Gone is the Camry maroon.
Despite all the improvements, the price is still $14,990.
The new bike is so different from the previous model in so many ways, but even on first glance at the national launch in Sydney last week it was evident the bike has changed.
It now looks more like an ST1300, with its V-shaped and more powerful headlight, ST-styled triangular exhaust and futuristic fairings. Almost every panel and fitting is different from the NT650V. The only remaining similarity is the front mudguard.
From front to back, this is a radically different, and better, bike.
Starting in the engineroom where there is more than just a capacity increase; it now comes with PGM-FI electronic fuel injection instead of a carburettor; four valves instead of three; and more power and torque.
The result is smooth, burdenless grunt that gets the job done without any dizzying adrenalin rushes.
There is no discernible throttle or shaft snatch off idle, making for easy low-speed handling, while high-speed roll-ons for passing are a doddle with a quick flick back one cog in that silky smooth five-speed box.
In the comfort stakes, the new bike is a winner with a taller and two-way adjustable windscreen; a lower, wider and more contoured seat; and accessories to make the long haul a breeze.
The windscreen can be adjusted 170mm in a matter of minutes. In the top position, I had to hunch my 185cm frame just a tad to get totally clean air. But the protective air bubble is so much larger than before as the seat is also 4mm lower.
Griffiths said the low seat would be a selling point: "We will definitely target Ulysses women," he said referring to the mature-aged riding club.
Even tall people will relish the low seat which makes it easy to paddle the bike in parking as we found out on the launch when we had to execute three-point turns on tight roads to make several passes for the photographer.
Ageing Gold Wing riders who are sick of manhandling the almost 400kg monolith may want to investigate this.
After all, there are few features the new NT700V goes without now that it has a car-style fuel gauge, Honda Ignition Security System and trip computer as standard.
There is also a host of accessories including heated hand grips, well-integrated spotlights and rear red LED fog lamp, Honda satellite navigation, an iPod/CD amplifier and speakers, alarm, 12volt phone charger, wider pannier doors that increase carrying capacity by 17 litres, 45-litre top box and soft knee pads.
If you go nuts and add every accessory, the new 50 per cent more powerful battery will cope with it all.
The launch bikes had a variety of accessories fitted and the most important thing is they didn't look like afterthoughts.
They look like standard fitment.
The hand warmers were switched on and back off within five minutes. That's all it needed to make my hands toast.
The sat nav screen was clear and it looked simple to use, as was the iPod amp, although the speakers sounded very trebly — great for country music.
We headed northwest out of Sydney to Wiseman's Ferry where we turned left and headed across some 50km of dirt.
Griffiths had given us the option of tarmac, but we bravely opted for the dirt, although it seemed an unwise decision since the new front forks felt stiffer and the front end a little choppy.
However, the bike coped remarkably well, even with the road-oriented Bridgestone Battlax tyres.
Turn-in was a little slow, but the bike maintained good line on the Hunter Valley high-speed sweepers and was unsettled only by large bumps.
It felt light and manoeuvrable at slow speed in heavy traffic or on roundabouts, yet had a big bike's feeling of stability on the 110km/h freeway ride back into Sydney.
If I was practical and heading off around Australia solo or two-up, this would be near top of the list.
My pillion would be happy, too, as the rear pre-load is hand-adjustable for best ride and handling, the rear seat is wider and the top box provides back support.
At a bargain $14,990 (probably a fair bit more with the accessories I'd chose), it means I'd have more money left over to spend on petrol.
Yet even petrol prices won't be much of a concern as it yielded a healthy 19.5km/litre (5.1l/100km) giving it a 320km-plus range despite copping a flogging on the launch ride.
