The idea behind Honda’s NC platform was simple: build an enjoyable motorcycle that could be offered at a relatively low price—a “New Concept.” Engineers used this prerequisite to focus their attention on practical performance rather than category-defining specifications and, in turn, create a groundbreaking machine that could be many things to even more people.
Torque-laden, fuel efficient and comfortable, with compliant suspension and a distinctive adventure style, the NC750X has remained true to its core, proudly building on each pillar through frequent and focused updates. For 2021, that evolution continues with a new combination of practical and performance-minded features for the NC750X, which is still available in both manual-transmission and automatic Dual Clutch Transmission versions.
DESIGN / STYLING
Styled in a manner that inspires adventure seekers but also suits commuters, the NC750X is now even sharper. Smaller upper and lower fairings are accentuated by the muscular fuel tank, while a new LED headlight and running lights strengthen the bike’s image from the front.
The windscreen is new, further improving wind and weather protection for everything from longer rides to around-town commutes in less-than-ideal conditions. Meanwhile, the side panels and side covers are slimmer and, along with the svelte seat, contribute to the NC750X’s lightweight styling without taking away from overall comfort. A redesigned LED taillight matches the headlight and is paired with LED turn indicators.
Proving that practical features are equally important as a slim, sporty design, the NC750X’s front storage compartment has been enlarged. Positioned where the fuel tank would traditionally sit, the storage area’s volume has been increased by 1 liter, to 23 liters, and has been 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. Also new for 2021 is a location designed to accept an accessory USB-C socket.
The LCD dash has been redesigned to easily reference pertinent information and manage the riding modes. The turn signals also auto-cancel; rather than using a simple timer, the system compares front and rear wheel-speed difference and calculates when to cancel relative to the situation.
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 has been adjusted for 2021, and now differs between the two cylinders. Through new technology, including Throttle By Wire and a refined exhaust system, the engine makes more power and has a stronger torque curve past 5,000 rpm. Moreover, the engine has a higher, 7,000 rpm redline and weighs an impressive 2.6 pounds less than before.
Shorter ratios for first, second and third gears (for both manual and DCT) improve standing start and roll-on acceleration through those gears, while fourth, fifth and sixth gears are now slightly taller, for maximum 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 80 mm. 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.
The addition of a slipper clutch for 2021 reduces lever load by 20 percent and manages rear-wheel lock-up under fast down-changes of the manual 6-speed gearbox 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 is now in its 11th year of production and offers easy, direct gear changes through constant refinement. As is the case in other Honda products, 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 each 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, simultaneously, the second clutch engages.
The result is a consistent, fast and seamless gear change. Furthermore, as the twin clutches transfer drive from one gear to the next with minimal interruption of the drive 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 gears cannot be damaged by missing a gear) impossibility of stalling, reduced stress during urban riding, reduced rider fatigue and extra mental bandwidth for better concentration on 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 (HSTC) comes standard on both the manual and DCT NC750X. It now offers much softer, finer control as it manages rear-wheel torque thanks to TBW, over three levels as opposed to two:
- Level 1 allows the minimum intervention for some rear wheel spin—on gravel or dirt for instance. This level of intervention is reduced from the previous design.
- 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 now 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
Honda’s development engineers started with the tubular-steel diamond frame and, through a careful redesign (using varying tube thicknesses) not only saved 2.6 pounds over the previous chassis but also freed up more useful space for the storage compartment by relocating the battery and redesigning the airbox.
Rake remains at 27 degrees and trail at 110 mm, while wheelbase is set at 60.1 inches. The front/rear weight distribution is 48/52, and the curb weight has been reduced by 13.2 pounds, further 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 has been lowered 1.2 inches, to 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 is great low-speed control; combined with the low center of gravity and generous steering lock, the result is exceptional low-speed handling and balance.
The 41 mm fork now has 4.7 inches of travel versus 6 inches on previous versions, and uses Showa Dual Bending Valves, with ratios optimized for both compression and rebound damping. This enables the damping force to act in accordance with piston speed in the low-speed range, improving ride quality and comfort.
The shock features a spring-preload adjuster system with 4.7 inches travel, down from 5.9 inches. It operates through Pro-Link® arrangement that offers an optimized balance of a soft initial stroke (for dealing with low-speed bumps) and excellent control.
Up front, the 320 mm disc and two-piston brake caliper deliver plenty of easy-to-modulate stopping power, complemented by the 240 mm 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.
- Meets current EPA and CARB standards
- California version differs slightly due to emissions equipment
