NC750X DCT ABS – a good budget tourer from Honda

It is impossible to be neutral about the Honda NC750: it is either loved or actively disliked for the “automotive” nature of the engine and, in general, for the fact that Honda has completely lost the spirit of motorcyclism in it.

There is even an opinion that it was worth making a scooter on this platform right away (as it ultimately happened - X-ADV, Integra, Forza 750 are made on the basis of NC), but if you don’t try to expand the boundaries of ideas about the familiar, how then to find new niches? This path was blazed by Aprilia: they initially took a scooter platform with a CVT and made the Aprilia Mana 850 motorcycle on it. The motorcycle was somewhat ahead of its time: the new product then found a rather limited circle of admirers, but most of those who tried to ride it consider the Mana to be at least worthy attention, because the motorcycle form factor has a huge advantage in the form of weight distribution and handling. But there is also a minus: the V-belt variator does not tolerate heavy loads and high torque very well, so it wears out quite quickly.

Honda took this point into account immediately, so the original platform (then it was the NC700) was not created on a CVT. The automatic transmission there is implemented on the basis of DCT - that is, robotic mechanics with two clutches, already familiar and well-established in the automotive world. In general, the NC series motorcycles have quite a lot of automotive features in a good sense - for example, ease of maintenance, long service intervals, simple consumables.

And the consumption, which does not exceed 4 liters per hundred, is very pleasant, not to mention the convenient case in the false tank and the convenience of automatic gear shifting in the city. And even though the concept of an automatic city motorcycle was entirely taken from the Aprilia Mana, it is worth admitting that Honda rethought and refined it.

In 2022, the NC series has undergone a significant update, and in particular the all-terrain version of the NC750X with long-travel suspensions.

HONDA NC750X – this could be the ideal tourism

The NC750X, in the configuration I received for testing, has everything I need for the long haul. Of course, many of these extras are not available in the basic version. I mean, first of all, the trunks. They are very easy to assemble and very convenient and packaged. Let's put a lot of them in them. To do this, do not stick out too much beyond the contours of the motorcycle, which cannot be overestimated in city traffic. And if there is no space in the trunks, it always remains... a trunk. Because you cannot call the luggage space available in this motorcycle anything else. Instead of a trunk, there is a compartment that can easily fit a helmet, a medium-sized backpack, or everyday shopping. It is also equipped with a landing port, document storage and a tool kit. It may be difficult to pull the power cord through the rubber grommet.

Honda NC750X

Honda NC750X

Another addition that's worth investing in is heated grips. These Honda suggested 3 degrees of heat. The first mode is for everyday use at night or at a temperature of 18 degrees. Level 2 is for cooler temperatures, while Level 3 is quite difficult and you can use it to dry out your gloves on rainy days. However, the way they are assembled is not very convenient, which is why the thumb always goes to the place where the cord connects to the gas.

Honda NC750X

The center stand, which should be an integral element of any “tourist,” has one drawback. Well, when you ride standing on your feet, your heel goes into the ledge to turn around. It is true that the risk of plowing the asphalt with this paw is small, but in case of unsuccessful driving through potholes, a bad situation could arise. However, the ability to have free network service on the go is something worth investing in.

Honda NC750X

Note.
As fate would have it, I had to choose a new motorbike in the price range of up to 7,500 euros. I've been eyeing the NC750X for a long time, looking for reviews and user opinions on it. In the Russian-language segment, all reviews boil down to “super economical and an integral helmet fits into the cargo compartment!!!” After I checked it personally and my helmet didn’t fit, I became wary of such reviews. Having expanded the search range with English-language reviews, I came across several critical ones. I want to share one of these with bikeposters and perhaps get an opinion from the owners of this device. Below is a translation from English. On its website, Honda says the NC750X has a “calm character,” calls it “enjoyable,” and says the bike “maximizes exceptional performance.” If this confuses you, you are not alone.

So great on paper

I expected to get to the NC750X in the early summer, but due to a minor change in plans, I ended up with the wonderful CB500X instead. From what I've read and seen about the NC750X, it was supposed to be just as cool as the CB500X, only more polished and memorable. As I have written many times, Honda motorcycles are impeccable in execution, but often suffer from a lack of character. I usually forget about them within minutes of putting them back.

The New Concept (NC), introduced by Honda in 2011, promised to end this stereotype. With a simple twin-cylinder engine housed in an unusually designed steel frame, the NC750S and NC750X came to market promising ease of handling, maneuverability, cargo space and extremely low fuel consumption. They became the models that attracted the most attention on the show.

After reviewing the NC platform, I had high expectations. Finally, there's an entry-level motorcycle that can be both practical and desirable. As a motorcycle design professional, I've always been fascinated by new ideas, especially when they relate to lower-end motorcycles. It's actually easy to create something great in terms of design when price is not an issue, but creating a great budget bike is much more difficult.

So, is the NC750 a great bike? He inevitably had to become like this. With a starting price of just $8,999, it comes with a great saddle, a lockable helmet compartment, a distinctive body design reminiscent of modern European sports cars, and a very nice digital instrument cluster.

The NC750X has an average weight (220kg) for a 750cc engine, but the center of gravity is low thanks to the highly raked inline-twin engine and the tank under the driver's seat. Together with the long wheelbase, this makes it stable even in hurricane-force winds or maneuvering at ultra-low speeds - advantages that are sure to attract beginners and casual pilots. All these facts point to exclusivity. However, in life it does not always work out as on paper.

Driving a motorcycle is dangerous in itself. The risk is high, but so is the potential reward. It's this complex mixture of thrills that drives us to the kind of adventure that can only be found with a great day on the bike. But how much of the feeling is given to you by circumstances, and how much is due to the motorcycle itself?

Last year I wore out a set of tires on a Honda CBR650 and spread the word about the bike around the world. Maligned by hobbyists, this bike was a revelation to me. He did everything perfectly and made me feel so good that I reconsidered how I thought about motorcycle design.

My expectations for the CBR650 were low, so the enjoyment I felt was a wonderful surprise, coupled with a great driving experience. Honda, as usual, created an almost perfect machine and was able to touch my soul. I ended up falling in love with him.

The 2016 NC750X, as I already said, is an improved version of the previous model. In Europe, it became a bestseller, and even managed to receive high marks from very strict critics. The formula “low price + convenience” was obviously what the market required. New for 2016 are LED headlights, a redesigned body, and other improvements. Fuel consumption is said to be so low that owners will forget where the fuel filler cap is located (under the passenger seat).

But none of this matters because the bike was lost to me. Not because I didn't appreciate all these clever features, but because even with them, the NC750X is terribly sluggish.

When the NC platform was first introduced, Honda said its goal was to win over novice and practical drivers on a mid-range budget. Combine these two target audiences and you get oatmeal. Similar to the warm, bland quick breakfast bag that has captured the stomachs of millions of people around the world.

Honda tells us the 56 horsepower the NC750X produces, but doesn't say much about the rev range. When it comes down to it, the NC750X is very reluctant to accelerate until it hits the 6500 rpm limiter, at which point the computer cuts the engine and the red limiter light starts flashing on the dash. I've only reached the test drive threshold twice in my life, and both times with the NC750X in city traffic, and I can't say I was much of a hooligan in doing so. Anyone, even a casual pilot, will encounter this on the very first day. The motorcycle just won't move.

The NC rolls down the road with a slight pulsation, but not enough sound to merit the name "motorcycle." There is a subtle vibration in the area of ​​the footrests, which is not similar to the sound of the engine and is therefore simply perceived as annoying. The Honda is mechanically sterilized, not even reaching the smooth sound of a Yamaha T-Max scooter or the throaty rumble of a Suzuki V-Strom 650.

As for fuel consumption, it is really low, as promised, but it is not enough. I hit the reserve after 200 km of driving at normal speed in the city. The consumption was only 11 liters, so that's great. However, as a former owner of two low-range motorcycles, I feel exactly the same irritation and anger at having to stop at the gas station twice a week during my daily city commute, or every two hours on a country trip. I believe that today no manufacturer should call a device “practical” that is unable to travel at least 300 km on one gas station. You can forgive the Ducati Hypermotard for the reserve light coming on at 187 kilometers, but not the “adventure” model from Honda.

I tested the NC750X as I expected it to be used - for commuting from the suburbs to a congested city. My home, 40 kilometers from the center of Halifax, was perfect for this purpose: I traveled about my daily errands and went to meetings on a motorcycle. One day I had to make it to three meetings in different parts of the city, bring several samples of work, and then stop at a grocery store to buy groceries for dinner. The work is perfect for the two-wheeled city SUV concept.

But as soon as I went to the embankment (in the places where I was lucky to live), disappointment did not take long to arrive. Without a doubt, the NC750X rules. In fact, maneuverability is the only thing this motorcycle is truly strong at. The pilot's position is natural, and the suspension and seat absorb impacts without depriving you of contact with the road. The brakes are typical Honda - excellent.

However, this useless economical engine forces you to constantly change gears - the only way to properly navigate the tight turns around the bay. It's usually a pleasant experience when piloting a motorcycle, but in the case of a Honda, it's like a tedious job. By comparison, on the CB500X I could put it in third gear and just ride the same stretch of road all day.

In the city, short gears require constant clutch operation. My test bike was not equipped with the DCT automatic (costing an extra $1,000) - which would have been very useful here. Cooling is great, comfort is great, but again - unlike the CB500X, the windshield is not adjustable, which will greatly impact the aerodynamics of taller pilots.

The cargo compartment in place of the tank is very compact. Intrusively advertised as housing a full integral (oh yeah!) - it only fit my wife's size S helmet. None of my L-helmets fit well enough to close the lid. This was another disappointment, this time unforgivable. The number one principle in industrial design is “never promise what you cannot deliver.” A few extra centimeters would make all the difference, and there are no technical reasons preventing the compartment from being expanded. If Honda managed to achieve this with $4,000 SH-series scooters, why couldn’t it work here?

The Honda NC750X is a $9,000 motorcycle with the body of a touring bike, the motor of a scooter, and the handling of a compact car. Considering that we ride motorcycles to feel something special in our sterilized world, these are not flattering characteristics at all. The motorcycle doesn't fit anywhere at all. Too weak and unprepared for touring, with unsuitable wheels and tires for off-road use. Design features like the in-tank cargo capacity are new but not practical, while the styling and colors are run-of-the-mill, completely missing out on the features presented on the prototypes.

This is a technically competent bike that tries to do a lot of things but screws up at them all. Mediocre daily driving, vegetable dynamics and pseudo-tourism - this is what awaits you if you succumb to the pressure of advertising. The NC750X tries, but it does everything wrong. All he needs is to relax, discard unnecessary ambitions and focus on the main thing. And then (perhaps) next summer something will come out of it.

The market is full of great motorcycles, many of them from Honda, and this gives me pause. The CB500X is similar in comfort but more interesting and more versatile, almost as economical and costs $1800 less... For me, the NC platform means one thing - No Chance.

Michael Yularik, a recognized motorcycle designer with more than 16 years of experience creating bikes for Yamaha, Aprilia, Piaggio, Derbi.

HONDA NC750X – fuel combustion

Another advantage of this Honda from a touring perspective is its low fuel demand. The NC750X burns a ridiculous amount of fuel for a 750cc engine – 3.5L/100km. I was unable to get down to this level, and the combustion turned out to be 4.13/100 km in highly mixed mode over 450 km. In general, together with a passenger and panniers, at a speed of 170 km/h, the motorcycle demonstrated instantaneous combustion at the level of 5 l/100 km, which... in general, is an excellent result! Be that as it may, with a 14 liter fuel tank we can easily fly 300 km without refueling... although I'm sure that in normal driving a result of 3.5 l / 100 km is not an achievement, and then a range of 400 km should be achieved.

Honda NC750X

Honda NC750X

Photo gallery

As we have already found out, the Honda NC 750 X is an ideal crossover for the city and travel. It's time to explore its stunning designs by checking out our selection.

HONDA NC750X – DCT transmission in tourism

It should also be noted that the NC750X I had for a test drive had a DCT gearbox. This cover is perfect for this type of motorcycle. Not only does it free up the driver and give him more time to enjoy the surroundings or concentrate on the road, but it also improves driving economy. I won't talk much about this box here. It should be noted, however, that:

• This bike has a chain and it works better with the DCT gearbox because shifting gears is not that difficult. Loosening the chain makes the shift smoother.
• If we are driving in D mode, which is very economical, driving at lower speeds, at lower revs, is accompanied by a slight jerk of the motorcycle. It is best to drive in S1 mode around the city.

Basic configurations of Honda NC 700 (NC 750):

Honda NC700S (NC750S) is a regular naked version.

Honda NC700SA (NC750SA) - naked version with ABS.

Honda NC700SD (NC750SD) - naked version with automatic transmission (DCT).

Honda NC700X (NC750X) is a regular enduro-touring version.

Honda NC700XA (NC750XA) - enduro-touring version with ABS.

Honda NC700XD (NC750XD) - enduro-touring version with automatic transmission (DCT).

The Honda NC 700 (NC 750) was based on a car engine from a Honda Jazz, reduced to 2 cylinders and slightly optimized for use in motorcycles. Meanwhile, the automotive character is still fully present and makes itself felt by the low engine speed (limiter at 6400 rpm), weak dynamic characteristics, but powerful traction in the low and medium speed zone, as well as record fuel efficiency.

The main feature of the Honda NC 700 (NC 750) series is the availability of versions with both manual and automatic DCT (Dual Clutch Transmission) transmissions. Automatic transmission is available in both S and X versions.

Other features of the NC 700 (NC 750) include a large trunk (21 liters) in place of the gas tank, an injection engine, a steel frame, simple suspension in the form of a conventional telescopic fork in the front and a monoshock absorber in the rear, a single-disc front brake (optional ABS) and 6 -speed gearbox.

Based on the engine and chassis of the Honda NC 700 (NC 750), the Honda CTX700 and Honda NM4 Vultus models were built.

HONDA NC750X – engine

The heart of the car generates 55 horses and 68 torque. Maximum torque is available as early as 4,750 rpm, while maximum power is available at 6,000 rpm. And feel it while driving. It was definitely better to shift gears faster than to spin the red box. You can say that we have little strength for this ability. But this is not a “racer”, and such parameters guarantee high durability and service life of the engine. Numbers with license plates and driving experience - another pair of rubber boots. I was not afraid to overtake, I left many behind, because of the lights I was often first, and on the route with a passenger and without luggage I flew so nicely. In the right city, on an ideal route, on easy terrain, the butt carries. What do you want more? This ability also means that I will successfully recommend this gear for the first run of every Category A reins.

Honda NC750X

HONDA NC750X – brakes

Here, unfortunately, not everything is so colorful. Single 320mm front disc and two-piston caliper. This is not much for such mass and achieved speed. Of course, the bike slows down, but sometimes it would be useful to reduce the speed more effectively. You have to get used to it. You must maintain the rear brake. But everything is fine with ABS, it is in series and works just as well on white and wet... as on sand, although here you can feel the pulsation of the system. Due to the inability to leave the motorcycle running, there is a manual parking brake - this is standard on motorcycles with DCT. I wonder, though, why the DCT version didn't have the rear brake under the left handlebar, as is the case with the Honda Integra.

HONDA NC750X – display

The display deserves special attention. Unfortunately it doesn't show the engine temperature and the RPM seems so belt-hating, but otherwise it's quite functional and changes color. And now, depending on the mode, these colors can communicate what gear we're running, or when to change course, or what mode the box is in, or... and this was the mode that was used most often: economy information. There is also a clear indication of the speed at which we are moving. You can also change the intensity of the backlight and widgets such as the welcome text... unfortunately, this is often barely noticeable because the display is difficult to see when exposed to bright light.

Honda NC750X

Brief history of the model

2012 - start of production and sales of the Honda NC 700 series.

2014 - start of production and sales of the Honda NC 750 series, officially sold in Europe, Canada and Australia. In addition to the increased engine capacity, the models receive an on-board computer.

2016 - NC 700 series (NC 750) receives minor updates regarding appearance and technical parts - in particular, models receive LED headlights and taillights, a new Showa fork with Dual-Bending technology, a new exhaust, additional riding modes for DCT -boxes, increased luggage compartment for a helmet, new colors and changes to meet Euro 4 standards.

HONDA NC750X – handling

This motorcycle is a pleasure to ride. It could have been even better if there wasn't such a ridiculous quick post ahead. I am sure that its wider and higher exchange will improve the traveler's comfort. But now it's good. The riding position is excellent and the bike, despite its weight, is easy to maneuver at medium to low speeds, which is useful around town. With barrels you do need to get a little more tired when getting into the bike, but it's not a major issue. Being 180 cm tall, I had no problem reaching the ground with my outstretched leg. Unfortunately, after 200 km the rear was forced to bounce for a few minutes, and it was also impossible to get out of the tank without a break in the meantime. Well, the exhaust heat shield... perfect under the heel, making it always dirty, but at least the footpegs are made of hard rubber instead of jelly

And equipment with a travel distance of 9k km showed no signs of wear.

What is a big plus for motorcycle tourism is the comfort of our passenger travel. Here's the revelation. The passenger is happy with Jady on the NC750X and that's a lot. The central trunk and the frame with handles were also important. Overall, I really really liked the equipment.

Honda NC750X

The lighting in the new Hondas is on a higher shelf. The LEDs give a lot of advice and everything is lit up beautifully. If you also choose hazy light, then even the dark side of the moon will be an ideal and bright driving environment.

Honda NC750X

Honda NC750X

Overall I really liked this motorcycle. If you are looking for a good “tourist”, then choose this one. Full specifications, available finishes, pricing and other information about the NC750X DCT ABS can be found on the manufacturer's website. Below are some numbers:

Honda NC750X

Honda NC750X

I also invite you to watch a video review of this motorcycle.

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