With a liquid-cooled, SOHC 8-valve parallel-twin engine offering ample torque, matched with a chassis that boasts good handling and quality suspension, Honda's NC750X is the ultimate do-it-all machine—a commuter king that is also ideal for riding backroads and getting off the beaten path. Powerful, nimble and comfortable, the NC750X has an affordable price along with features like a large front storage compartment, an upright riding position and Honda's available high-tech automatic dual-clutch transmission (DCT), enabling it to deliver adventure, performance and utility, all in a single, versatile machine.
DESIGN / STYLING
Styled in a manner that inspires adventure seekers but also suits commuters, the NC750X's small upper and lower fairings are accentuated by the muscular fuel tank, while the LED headlight and running lights bolster its image from the front. An LED taillight and turn indicators complement the headlight.
The windscreen offers protection for long rides or short commutes in less-than-ideal conditions. Meanwhile, the slim side panels and side covers, along with the slender seat, contribute to the NC750X's lightweight styling without sacrificing comfort.
Since practical features are equally important as a slim, sporty design, the NC750X's front storage compartment is positioned where the fuel tank would traditionally sit. It holds 23 liters and is shaped to fit an adventure helmet. The exterior portion of the lid features rails for mounting a tank bag, while the interior portion has four hooks, for using rubber straps that can help in organizing luggage. Additionally, a location designed to accept an accessory USB-C socket is available.
The LCD dash allows for easy reference of pertinent information and management of riding modes. The turn signals use front and rear wheel-speed difference to calculate when to auto-cancel.
ENGINE / DRIVETRAIN
The NC750X's liquid-cooled, SOHC 8-valve parallel-twin-cylinder engine is designed to offer punchy performance in the low to midrange. Its relatively long-stroke architecture and specially shaped combustion chamber 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.
Valve timing differs between the two cylinders. throttle by wire (TBW) and a refined exhaust system produce ample power and a strong torque curve past 5,000 rpm, and redline is 7,000 rpm.
The first three gears have low ratios for smooth standing starts and roll-on acceleration, while fourth, fifth and sixth gears are high for comfortable highway going and impressive fuel efficiency.
Twin balancers counteract vibration from higher-rpm inertia, for an engine that is not only smooth-running, but 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: 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.
On the standard-transmission model, a slipper clutch minimizes lever load and manages rear-wheel lock-up under fast down-changes while decelerating.
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 for cleaner emissions.
DCT
Honda's unique-in-motorcycling DCT technology has evolved over the years and offers easy, direct gear changes through constant refinement. As is the case in other Honda DCT models, the system uses two clutches: one for start-up and 1st, 3rd and 5th gears; the other for 2nd, 4th and 6th, with the main shaft for one clutch located inside the other for compact packaging.
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.
The result is consistent, fast and seamless gear changes. Furthermore, as the twin clutches transfer drive from one gear to the next with minimal interruption of the transfer to the rear wheel, any gear-change shock and pitching of the machine is negligible, making the 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.
With the DCT gearbox, the rider may also choose Manual mode, using paddle-style triggers on the left handlebar to change gears.
In the NC750X's Automatic mode, there are four different shifting schedules to select from, with three defaults: Level 1 is the most relaxed and is used within RAIN mode; Levels 2 and 4 shift up at higher rpm and are linked with STANDARD and SPORT riding modes.
A fourth DCT shift pattern is available for the USER riding mode and falls between those for STANDARD and SPORT in terms of aggressiveness.
Adaptive Clutch Capability Control is a feature of the NC750X's DCT and manages the amount of clutch torque transmitted. This adds a natural “feathered” clutch feel when opening or shutting off the throttle, for a smoother ride.
Electronics
Honda Selectable Torque Control comes standard on both the manual and DCT versions of the NC750X. This feature offers more precise control as it manages rear-wheel torque thanks to TBW:
- Level 1 allows the minimum intervention for some rear wheel spin—on gravel or dirt for instance.
- Level 2 is the default setting and provides confidence-inspiring traction for general riding conditions.
- Level 3 provides maximum intervention, for slippery conditions.
HSTC can also be switched off.
With TBW managing engine performance and character, there are three modes for the rider to choose from for various riding conditions. Mode selection is managed between the left-hand switchgear and the LCD display.
- SPORT gives more aggressive delivery of engine power and braking, with low HSTC intervention and DCT mode 4.
- RAIN delivers engine power and 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 mode 2 for the DCT.
- USER 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.
CHASSIS / SUSPENSION
Starting with tubular-steel diamond frame, and using varying tube thicknesses, Honda's development engineers carefully designed the frame and gave consideration to where to locate the battery and airbox to free up storage space.
Rake is 27 degrees and trail is 110mm, while wheelbase is 60.1 inches. The front/rear weight distribution is 48/52, and the curb weight is 472 pounds (493 pounds for the DCT version), contributing to the bike's prowess on city streets or even longer rides through tight, twisty canyons. Further increasing the bike's practical performance, the seat height is 31.5 inches.
The riding position is upright and neutral, with a high viewpoint for enhanced hazard perception. Another advantage of this adventure-style arrangement, combined with the low center of gravity and generous steering lock, is exceptional low-speed handling and balance.
The 41 mm fork has 4.7 inches of travel and uses Showa's Dual Bending Valve design, with settings optimized for both compression and rebound damping. This enables the damping force to act in accordance with piston speed in low-speed compression and rebound situations, improving ride quality and comfort.
The shock features a spring-preload adjuster system with 4.7 inches of wheel travel. It operates through Pro-Link® arrangement that offers an optimized balance of a soft initial stroke (for dealing with smaller bumps) and excellent control.
Up front, the 320mm disc and two-piston brake caliper deliver plenty of easy-to-modulate stopping power, complemented by a 240mm rear disc and single-piston caliper. Lightweight two-channel ABS provides powerful and confident braking, even on slippery or wet road surfaces.
Cast aluminum front and rear wheels—sizes 17 x 3.50-inch and 17 x 4.50-inch—wear 120/70 ZR17 and 160/60 ZR17 tires. Forged aluminum L-shaped rim valves make checking and adjusting air pressure easier.
Transferable one-year, unlimited-mileage limited warranty; extended coverage available with a HondaCare® Protection Plan
- Meets current EPA and CARB standards
- California version differs slightly due to emissions equipment
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