The NC750X DCT combines everyday practicality with weekend adventure capability. This midsize motorcycle features a comfortable riding position and thoughtful touches for daily use. Its parallel-twin engine, Dual Clutch Transmission and built-in storage compartment make it well suited to both city traffic and winding roads. With accessible performance, rider-friendly technology and adventure-inspired styling, the NC750X DCT offers a unique approach to everyday motorcycling.
HISTORY
Introduced in 2012 as the NC700X, this model established a distinctive formula built around strong low-rpm torque, fuel efficiency, a relaxed riding position, compliant suspension and distinctive adventure-inspired styling. Honda's Dual Clutch Transmission was also offered as an option from the model's introduction.
Honda has continued to evolve the formula through several significant updates. A more adventurous aesthetic was introduced for 2016, along with new instruments and LED lighting. For 2018, the machine gained a performance boost via a 75cc increase in engine capacity (from 670 to 745cc), along with two-level Honda Selectable Torque Control and upgrades to the Dual Clutch Transmission.
In 2021, Honda improved practicality, comfort and handling, while also increasing engine performance, lowering the vehicle weight and reducing the seat height. Throttle by wire and electronic riding modes were added, and the HSTC was revised.
For model-year 2025, the NC750X continued its development path with increased use of sustainable materials in its construction, along with new styling, more technology, refined DCT response and improved handling performance.
DESIGN / STYLING
The NC750X DCT boasts a dynamic, tough identity thanks to upper and lower fairings with sharp creases and detail lines. The seat-cover stitching amplifies the bike's premium feel, and the LED headlight provides a robust frontal signature. The screen also offers excellent wind and weather protection, while the slim side panels, covers and tail unit emphasize a "mass-forward" stance. To tailor the bike to individual needs, a height-adjustable screen is available as an optional accessory, as is a comfort seat, which uses additional urethane padding to deliver increased long-haul comfort.
The NC750X DCT utilizes the sustainable material Durabio (a bio-based polycarbonate resin), which is used for fairing parts, the windscreen and other components. The NC750X DCT was the first Honda to utilize colored Durabio.
The storage area where the fuel tank traditionally sits (a unique feature of the NC750X DCT) offers 23 liters of storage capacity, and careful internal shaping allows the compartment to hold an ADV-style helmet. An accessory USB socket can be installed (tucked away on the upper-left of the compartment), as can a divider that compartmentalizes the luggage space for improved useability.
The premium, five-inch, full-color TFT screen uses optical bonding to optimize visibility in bright sunlight. The gap between the cover glass and TFT screen is sealed with resin to reduce glare and enhance visibility. The display is customizable between "Bar," "Circle" and "Simple" display patterns.
Smartphone connectivity is possible via Honda RoadSync. It is operated via an easy-to-use, backlit four-way toggle switch on the left side of the handlebar, allowing straightforward, on-screen turn-by-turn navigation, as well as the option (via a Bluetooth helmet headset) for the rider to make calls, listen to music or receive voice feedback about weather conditions. The Honda RoadSync app can be downloaded for free from either the App Store or the Play Store.
A "wave" key features the Honda Ignition Security System (HISS). If the ID chip embedded in the key and the ID in the Engine Control Unit (ECU) do not match, the engine will not start.
ENGINE / DRIVETRAIN
The NC750X DCT's liquid-cooled, SOHC eight-valve parallel-twin-cylinder engine is designed to offer punchy performance in the low and middle rpm ranges. Its relatively long-stroke architecture and specially shaped combustion chambers combine with the high-inertial-mass crankshaft to produce large amounts of effortless torque from very low rpm, while a forward cant lowers the center of gravity for optimum stability.
Twin balancers counteract vibration from higher-rpm inertia, for a smooth-running engine that still has a distinctive "throb,” thanks to its 270-degree crank and uneven firing intervals. Bore and stroke are set at 77 x 80mm. Where possible, components are made to do more than one job; for example, the camshaft drives the water pump, while one of the balancer shafts drives the oil pump. By minimizing the number of parts in this way, the engine is kept light, efficient and reliable.
A lightweight, pentagon-shaped muffler uses two chambers joined by a hole-punched link pipe, which works with a final resonator chamber to create a deep, distinctive sound and exhaust pulse. The built-in catalyzer has a two-layer structure to reduce emissions.
Dual Clutch Transmission
In the world of powersports, Honda first offered a Dual Clutch Transmission on the 2009 FourTrax Rancher multipurpose ATV, followed by the 2010 VFR1200F sport-touring motorcycle. Since then, the technology has been offered on Honda touring machines, cruisers, ATVs and side-by-sides. While similar systems can be found in high-performance sports cars, Honda pioneered the use of DCT in the powersports world and has accumulated experience and improved the technology along the way.
Honda's Dual Clutch Transmission technology has evolved over the years and offers easy, direct gear changes through constant refinement. The system uses two clutches with the main shaft for one clutch located inside the other: one for start-up and first, third and fifth gears; the other for second, fourth and sixth gears.
Each clutch is independently controlled by its own electro-hydraulic circuit. When a gear change occurs, the system pre-selects the target gear for the clutch not currently in use. The first clutch is then electronically disengaged, as the second clutch simultaneously engages. This generation of DCT features a dedicated setting for extremely low-speed riding.
The result is gear changes that are consistent, fast and seamless. The twin clutches transfer drive from one gear to the next with minimal interruption of the transfer of power to the rear wheel. Gear-change shock and pitching of the machine are negligible, making the gear change feel direct as well as smooth. Extra benefits include durability (as the parts are less likely to be damaged via flawed shift-lever operation), reduced possibility of stalling, reduced rider stress and fatigue, and extra mental bandwidth for better concentration on (and enjoyment of) all other aspects of riding.
Through throttle-by-wire control, four automatic shifting schedules are available, ranging from Level 1 (the most relaxed schedule, with upshifts and downshifts operating at relatively low rpm), to Level 4 (shifting up and down at higher rpm).
The USER mode functionality allows the rider to select any of the DCT shift patterns with the preferred variations of the other parameters—power delivery, engine braking, and HSTC.
With the DCT system, the rider may also choose Manual mode, using paddle-style triggers on the left side of the handlebar to change gears.
ELECTRONIC CONTROLS
Riding Modes
With throttle by wire managing engine performance and character, there are five riding modes for the rider to choose from for various conditions, including two customizable user modes and three preset modes, which use a combination of settings for Power, Engine Braking and Honda Selectable Torque Control (HSTC). Mode selection is managed between the left-hand switch cluster and the TFT display:
- SPORT: Gives relatively aggressive delivery of engine power and engine braking, with low HSTC intervention and DCT Level 4.
- RAIN: Delivers engine power and engine braking least aggressively, has high HSTC intervention and Level 1 for the DCT shift pattern.
- STANDARD: Delivers a balanced middle point for engine-power delivery, engine braking and HSTC intervention, plus Level 2 for the DCT.
- USER 1: Offers custom options of low/medium/high for delivery of engine power and engine braking, low/medium/high/off for HSTC, and four different shift patterns for DCT.
- USER 2: Offers custom options of low/medium/high for delivery of engine power and engine braking, low/medium/high/off for HSTC, and four different shift patterns for DCT.
HSTC
The NC750X DCT comes standard with Honda Selectable Torque Control, which offers intuitive control as it responds to rear-wheel traction over three levels:
- Level 1: Allows the minimum intervention for some rear-wheel spin—in gravel or dirt, for instance.
- Level 2: The default setting, Level 2 aims to deliver confidence-inspiring traction for general riding conditions.
- Level 3: Provides maximum intervention for slippery conditions. This level links to the RAIN mode settings.
HSTC can also be switched off in USER modes.
CHASSIS / SUSPENSION
The light, strong tubular-steel diamond frame was developed with consideration for the locations of the battery and airbox, to free up storage space. The riding position is upright and neutral, with a high viewpoint for enhanced hazard perception. This adventure-style arrangement contributes to the bike's exceptional low-speed handling and balance, as do the low center of gravity and generous steering lock.
Geometry
Rake is 27 degrees and trail is 4.3 inches, while wheelbase is 60.3 inches. The front/rear weight distribution is 48/52, and the curb weight (including required fluids and a full fuel tank) is 497 pounds, contributing to the bike's prowess on city streets or longer rides through tight, twisty canyons. Further maximizing the bike's practical performance, the seat height is 31.6 inches.
Suspension
The 41mm fork has 4.7 inches of travel and uses Showa's Dual Bending Valve design, with settings optimized for both compression and rebound damping, enabling the damping force to act in accordance with piston speed in low-speed compression and rebound situations, optimizing ride quality and comfort.
The single shock features a spring-preload adjuster system and has 4.8 inches of wheel travel. It operates through a Pro-Link® configuration that offers an optimized balance of a soft initial stroke (for dealing with smaller bumps) and excellent control.
Brakes
Up front, dual two-piston axial-mount calipers and 296mm floating discs offer confidence-inspiring braking power in all conditions. Rear braking is provided by one single-piston caliper and a 240mm disc. Lightweight two-channel ABS provides powerful, confident braking, even on slippery or wet road surfaces.
Wheels
The cast-aluminum wheels feature a "3 by 3” spoke design. Front and rear wheel sizes are 17 x 3.50-inch and 17 x 4.50-inch, respectively, with tire sizes of 120/70 ZR17 and 160/60 ZR17.
Honda ACCESSORIES
The NC750X DCT can be tailored to the rider's needs with 22 accessories, including a Comfort Seat, Handguards and Panniers.
