Honda NC 750 X DCT – trip report
It turns out that the arms race has its limits. This is abundantly clear in the Honda NC 700. The machine, introduced in late 2011, doesn't compromise on performance or electronics. It is simple, durable and economical as well as user-friendly. After two years, it's time for the market to change. Does a difference of fifty change anything?
Maximum power is still generated at 6250 rpm
Reviewing the documents allows you to see the increase in power. It is all the more logical that the CB 500 left little in this regard. The existing NC 700 engine had a displacement of 670 cm3. Now, thanks to the cylinder diameter increased by 4 mm, it has 745 cm3. This means a difference of 75 cm3, or 12% more. This, in turn, made it possible to get two 55 tanks instead of 48 hp. with much better torque and constant rotation levels.
Maximum power is still generated at 6,250 rpm, with ignition cut-off coming into effect at 6,500 rpm. The increase in power has another source. Well, according to project manager Koka Kobayashi, the 55° forward inclined inline cylinder was prepared to run 3/4 liter from the start.
“750” drinks less
The "750" has valve control timing adapted to its specific characteristics and modified combustion chamber. Thanks to this, the engine is even more economical than the small drinker NC 700. A slightly larger flywheel and a second balance shaft were used, which increased the weight of the motorcycle by almost 2 kg. However, the 270° crank offset remains unchanged, making the integrated twine's operation resemble a V-twin with a 90° cylinder deflection angle.
The engine finally got a few more hp
However, like the Honda, the exhalation sound doesn't fall to your knees. The NC 750 X in front of me has a DCT (Dual Clutch Transmission) automatic transmission. The first few kilometers on the roads around Athens provide a moment to focus on the engine. The second balancing roller does its job. The twin operates pleasantly quietly, which goes well with its cultured character, well-mannered and reserved interlocutor.
Although the curing with increased capacity did not lead to a revolution in the drive, acceleration was noticeably improved thanks to the increased torque (68 instead of 60 Nm). The engine finally got a few more hp. Their numbers are still not astounding, but some of them will even break out of the “700.”
Higher power allowed for lengthy adjustment of the secondary gear ratio - there is one more tooth on the output rack (there are 17 of them), which slightly reduced the level of rotation. The gearbox stages of the standard box remain unchanged. With DCT, sixth gear has been shortened slightly, meaning the jump from five to six is slightly smaller.
Moto, but not that
Even though I have decent experience riding a scooter, my experience with DCT caused cognitive dissonance. Starting the engine was not difficult: the process is the same as on a regular motorcycle. But then the struggle between skills and reality began. The first thing I did was grab the non-existent clutch handle, moving my fingers through the air, but I quickly realized that such passes would lead to nothing. Like on a scooter, you won’t be able to move either: there is no centrifugal clutch, which is activated when you add gas - you have to get out of neutral using the button on the right remote control. By pressing the key with the letter D, I turned off the engine because I forgot to remove the kickstand.
Okay, let's try again.
Step - starter - drive. Something clicked near his right leg, but the motorcycle did not move. I carefully move the throttle and the crossover starts moving. Ugh!
At first I don’t drive fast - I listen to the sensations. The robot changes gears very smoothly and almost imperceptibly - this can be guessed only by the sound of the engine. The sound, by the way, is cool: not too loud and not particularly expressive - just that, cool. It’s as if someone is quickly knocking small hammers on a tiny anvil.
The robot tries its best, moving to higher and higher levels, and now at a speed of 60 km/h the Honda is driving in the highest sixth gear. What if you speed up the pace? Not bad! The acceleration dynamics seem very convincing: it is clear that 54 horsepower does not promise madness, but I still expected the worst.
If a Bluetooth headset is installed on the helmet, it will have to be removed before placing the “head” in the “toilet”
Photo: Dmitry Lebedev, Kommersant
I liked the way the NC750XD took off from a standstill. At the first traffic light, after waiting for the green signal, I boldly twisted the gas and almost let the motorcycle go free: the clutch engages quite sharply, and the Honda literally jumps forward. This came as a surprise to me, but it served as a good lesson: from now on I started more carefully, and later I adapted and always left the traffic light first - the low-torque in-line “two” contributes to this in every possible way.
True, after driving to work in traffic jams, I slightly tempered my enthusiasm for the DCT. Firstly, when moving between the rows, it is impossible to indicate your presence by changing the gas: you will immediately fly away somewhere. Secondly, the sharply activated clutch forces you to handle the throttle extremely delicately when driving at ultra-low speed, and active use of the rear brake does not save the situation. Thirdly, the robot still does not understand that it is impossible to switch in turns. In the “Drive” mode there are no special problems: the engine operates at extremely low speeds, and the likelihood of the rear wheel slipping is minimal. But in “Sport” the chances of “losing your butt” increase - the engine revs up more actively and shifts occur more abruptly. You can, of course, turn to manual mode... But then why do you need an automatic machine at all?
And yet the box works great - noticeably better than the well-known DSG robot on Volkswagen cars. The most important thing here is to figure out whether a motorcycle with an automatic transmission is needed in principle. If you need it, then there is no alternative to Honda: DCT seems to be the best implementation of an automatic transmission on two-wheeled vehicles, even despite the ubiquity of the CVT.
Still, I would prefer a bike with conventional mechanics, it’s more familiar to me. But I won’t dissuade anyone from the NC750XD. But I’m ready to campaign for him: everything was done too smoothly.
Preselective dual-clutch transmissions can be found on various Honda models
Photo: Dmitry Lebedev, Kommersant
Another argument in favor of our motorcycle is the presence of a lockable trunk. Scooter riders will not be surprised by the presence of a trunk: in any scooter under the seat you can find a so-called toilet - a fairly spacious container for storing various items like a helmet for the second number. The NC family of motorcycles also have a similar cargo compartment, only it is located not under the saddle, but in a much more unexpected place - where the gas tank is located on regular bikes. The storage compartment capacity is 21 liters - this is quite enough to accommodate an integral helmet. I was able to experiment with different models, and I found out that this “glove compartment” is not hospitable to every “cap”. Let's say, a helmet size XS fits into a Honda without any problems, an Emka fits in less confidently, and the largest hats, sizes L and XL, turned out to be too big.
Nevertheless, having a trunk is a great joy for a rider; in two weeks of communicating with a motorcycle, I gave up using my beloved backpack, overcame my fear of stores, and even took a gift to a friend in Noginsk, which I visit extremely rarely due to the great traffic jams in Balashikha. In general, switching from a Honda to a motorcycle without a trunk turned out to be difficult.
Of course, from the point of view of a “proper” biker, a motorcycle with a “toilet” and a robotic gearbox does not look serious. However, if you extinguish your stereotypes, the picture immediately changes, and a bike with an automatic transmission and a spacious trunk appears as a surprisingly practical thing.
DCT knows a lot
However, it seems that the twin is clearly stronger and more willing to rotate on the turn, and certainly more spontaneously than its predecessor. From 4000 rpm you will hear that the exhalation modification has indeed taken place: the gang is more energetic. However, the NC 750 is still well organized and smooth.
Honda NC 750 X DCT has two driving modes: Sport and Drive
In addition, the new drive works perfectly with the modified DCT software. Besides the dual-paddle shifter on the left end of the steering wheel, it has two driving modes: Sport and Drive. The latter changes gears earlier, contributing to a quiet and economical ride. If anything, the DCT attaches the gears very smoothly.
If you don't like the scooter style ride, you have two options - either switch to manual mode or you will mix in the box without changing the riding mode. This can be useful because in D mode the system remembers your driving style (gear shift timing and throttle opening). The effect is that after a few kilometers it better matches the gearshift timing to your preferences.
It has a more responsive transmission and a powerful engine.
Additionally, DCT no longer decreases at any higher throttle opening. The idea is that you have more torque at your disposal and your ride will be smoother. There is good news for those who are more lucid: the reduction in speed due to the rapid opening of the throttle is not yet complete. During DCT braking, to increase engine braking torque, it downshifts 200 rpm earlier.
On the narrow streets of Greek cities and towns, the 750 and the DCT box formed a well-cooperative unit. To achieve this, the behavior of the DCT on narrow, congested streets has been improved. With softer throttle response and a better tuned chest, the 750 left its predecessor well off the beaten path. The Honda NC750X still has the same gearing: the same suspension, frame, and brakes. That's why we still have equipment with great comfort, good feedback and effective brakes.
The storage compartment in the tank remains unchanged
Fortunately, some customers' wishes were taken into account - the 750 has an adjustable brake lever, a gear indicator, combustion level and a larger, more legible LCD tachometer. Still missing a decent rear wing. The tank storage compartment remains unchanged - you can still fit a built-in helmet there. Quite spontaneous, stress-free and when you need amazing dynamics: the Honda NC750X.
Motorcycle Honda NC 750X 2021 review
Since its introduction in 2012 (as the NC700X), the NC750X has enjoyed continued popularity throughout Europe. There are several reasons for its success: the innovative, torque-laden, fuel-efficient two-cylinder engine, the relaxed, spacious driving position with a wide steering wheel and comfortable seat, the compliant suspension and distinctive adventure styling all play a part.
A storage compartment (where the fuel tank would normally be) capable of holding a full-face helmet, and Honda's unique dual-clutch transmission (DCT), chosen by more than half of European customers in 2021, are additional features that set the NC750X apart. Overall, the NC750X combines qualities to create a bike that performs well. And for all types of riding - commuting, touring and just for fun - this bike has proven its appeal in every way.
Honda has made sure to continually develop the successful (and unique) NC750X formula, with several updates over the years. In 2014 it increased by 75 cubic meters. CM from 670 to 745 cc. Cm; a new bolder aesthetic, new instrumentation, DCT updates and LED lighting were added for 2021; 2021 brings Honda Selectable Torque Control, a two-level torque control system, and a 35 kW version.
Now in 2021, Honda will build on its core strengths of practicality, all-around comfort and handling, improving all three. At the same time, the engine performs more energetically, with extra torque added and maximum power increased with a higher redline. The addition of electronic ride modes completes the polished package.
2kW more peak power from the EURO5 compliant NC750X engine, plus an extra 600rpm to redline are the main changes, thanks to work on valve timing and intake/exhaust efficiency. Shorter ratios for first, second and third gears improve response, while the slipper clutch reduces lever load and maintains a smooth ride during quick downshifts.
Throttle By Wire (TBW) provides variable engine character with three standard rider modes - RAIN, STANDARD and SPORT, as well as a customizable USER mode. Honda Selectable Torque Control (HSTC) now has a finer input level, over 3 levels, while the Dual Clutch Transmission (DCT) option includes automatic shift schedules that integrate with ride modes, as well as USER control.
Another highlight is the 6kg weight loss thanks to the new frame and improvements in engine and body parts. There's also a sharper, more minimalistic edge to the bodywork, with fresh styling for both the LED headlights, taillights and rear turn indicators, while the redesigned storage space increases in volume and usability. Seat height has been lowered by 30mm, the screen provides better wind protection and the new LCD display panel is an attractive addition.
The 2021 NC750X will be available in the following color options: Grand Prix Red Matte Ballistic Black Metallic Pearlescent Highlight White Glitter Wave Metallic Blue
Key engine features of the updated NC 750X: - Throttle-by-wire and additional 3kW peak power: 43.1kW with 69Nm torque - Shorter first three ratios for a sportier feel plus an additional 600rpm to redline - Slippery the clutch reduces the load on the lever by 20% and controls the switching of the rear wheel to the lower one. — Complies with EURO5, with a possible economy mode of 28.3 km/l (WMTC mode) — Licensed version A2 with 35 kW power available
The NC750X's liquid-cooled, 8-valve SOHC parallel twin engine design provides excellent low- and mid-range performance. Its relatively long-stroke design and specially shaped combustion chamber, combined with a high inertial mass crankshaft, provide high, effortless torque at very low revs. Leaning forward shifts the center of gravity down for optimal stability. The 2021 update makes it 1.2kg lighter than before.
Also for 2021, thanks to finely balanced valve timing retard (which now also varies between the two cylinders), as well as the addition of throttle body (TBW) and emissions improvements, the engine produces more power and revs higher over longer periods of time. new redline at 7000 rpm. Along with the increase in power, it maintains the increased torque output for longer, exceeding 5000 rpm.
Peak power is increased from 3kW to 43.1kW at 6750rpm, peak torque is 69Nm at 4750rpm. Along with the performance improvements, shorter gear ratios are used in first, second and third gears (for both manual and DCT), which improves starting and acceleration in each gear. At 30 km/h, the NC750X will cover 20 meters in 1.7 seconds and 50 meters in 3.2 seconds; at 60 km/h the engine spins at just 2500 rpm. Fourth, fifth and sixth gears are now slightly higher for maximum fuel efficiency.
A 35kW version is available for A2 license holders, which can be easily converted to a full power version by a Honda dealer in due course. Similarly, a Honda dealer can limit gross power to 35kW by replacing the stock throttle body and remapping the ECU.
Twin balancers counteract vibration due to higher RPM inertia, allowing the engine to not only run smoothly, but also have a distinctive "pulse" thanks to the 270° crank and uneven intervals between starts. Bore and stroke are set to 77 x 80 mm. Where possible, the components are designed to perform multiple tasks: the camshaft drives the water pump, and one of the balancer shafts drives the oil pump. By keeping the number of parts to a minimum, the engine remains lightweight, efficient and reliable.
The addition of a slipper clutch for 2021 reduces lever load by 20% and manages the rear wheel lockup during quick downshifts of the 6-speed manual transmission when decelerating.
The lightweight, pentagon-shaped muffler uses two chambers connected by a cross-drilled connector pipe that works with the final chamber of the resonator to create a deep, distinctive exhaust note and pulse. The integrated catalyst has a two-layer structure for cleaner emissions.
The NC750X engine consumes fuel - with a measured consumption of 28.3 km/l (WMTC mode), providing a range of approximately 400 km from the 14.1 liter under-seat fuel tank - and is now EURO5 compliant.
Engine Electronics: - Throttle By Wire provides 3 default riding modes plus USER customization - Honda Selectable Torque Control features more precise control and 3 levels of intervention.
Now that TBW controls engine performance and character, the rider has 3 modes to choose from for different riding conditions. Mode selection is made between the left switchgear and the LCD display. SPORT delivers more aggressive engine power and braking with low HSTC intervention and DCT mode 4. RAIN delivers engine power and least aggressive braking, has high HSTC intervention and Level 1 DCT shift pattern. STANDARD provides a balanced midpoint for engine power delivery, engine braking and HSTC intervention, plus Mode 2 for DCT. USER offers customizable settings: low/medium/high to provide engine power and engine braking, low/medium/high/off. For HSTC and four different switching modes for DCT.
Honda Selectable Torque Control (HSTC) is standard on both the manual and DCT NC750X. It now offers much softer and more precise control as it manages torque to the rear wheels thanks to TBW, over 3 levels rather than 2: Level 1 allows for minimal intervention when there is some rear wheel slip - such as on gravel or mud, and its level control is reduced compared to the previous design. Level 2 is the default setting and provides confident traction under normal driving conditions. Level 3 provides maximum control on slippery roads. HSTC can also be turned off.
Dual Clutch Transmission (DCT) - Different shift patterns used depending on the selected drive mode - USER mode allows 4 settings to be selected - Adaptive Clutch Control gives a natural feel
Arriving in 2010, the VFR1200F is Honda's unique DCT technology, now in its eleventh year of production. Since launch, over 140,000 DCT motorcycles have been sold in Europe, with 52% of customers choosing the DCT option on the NC750X in 2021.
The 'easy and direct' DCT technology ensures consistent, smooth gear changes up or down and quickly becomes commonplace in use. It uses two clutches, one for start and 1st, 3rd and 5th gears, the other for 2nd, 4th and 6th gears, with the main shaft of each clutch located inside the other for a compact package.
Each clutch is independently controlled by its own electro-hydraulic circuit. When a gear change occurs, the system preselects the target gear using the clutch that is not currently in use. The first clutch is then electronically disengaged and the second clutch is engaged at the same time.
The result is consistent, fast and smooth gear changes. Additionally, because the dual clutches transfer drive from one gear to the next with minimal interruption of drive to the rear wheel, any shift shock and vehicle sway are negligible, making shifting direct and smooth. Additional benefits include durability (as gears cannot be damaged due to lack of gearing), no stalling, low-stress city riding, reduced rider fatigue, and extra "brain space" to focus on all other aspects of riding.
With a DCT gearbox, the driver can choose a manual mode, using the paddle-style triggers on the left handlebar to change gears, or an automatic mode. In Auto mode, the NC750X operates 4 different switching schedules with 3 default settings: Level 1 is the most relaxed and is used in RAIN mode; Levels 2 and 4 increase at higher revs and are associated with the STANDARD and SPORT driving modes.
In USER mode, you can select a fourth DCT shift pattern - between STANDARD and SPORT in terms of "aggression". Adaptive Clutch Capability Control is a feature of the NC750X's DCT that controls the amount of torque the clutch transmits. This adds a natural "feathering" feel to the clutch when opening or closing the throttle for a smoother ride.
Style and equipment: - More edgy and aggressive minimalist style. - New LED headlights/taillights, indicators and LCD display - New screen improves wind and weather protection. - More storage space 23L now accommodates an adventure style full face helmet.
The NC750X features enhanced personality with redesigned smaller upper and lower fairings, highlighted by a beefy fuel tank. The new LED headlight and running lights form a distinctive frontal sign.
The screen is also new, improving wind and weather protection. The side panels and side covers are thinner and, along with the thin seat, are accentuated by the exhaust muffler, further emphasizing the mass's forward stance. The redesigned LED taillight reflects the front beam and is combined with LED indicators.
A unique feature of the NC - the storage area where the fuel tank is traditionally located - increases in volume by 1 liter to 23 liters and at the same time saves 1 kg; its redesigned internal shape now easily holds an adventure-style helmet. The outside of the lid has durable external rails that can be used to secure the bag to the tank. There are four hooks inside the lid that allow rubber straps to organize luggage and make the most of all the space. New for 2021 is the ability to install a USB-C connector, hidden in the top left corner.
Also new is a full-color LCD panel that allows you to control ride modes using a switch on the left handlebar. The rear turn signals now have an Emergency Stop Signal (ESS) function: at a minimum speed of 53 km/h, when any brake is applied and a negative acceleration of at least 6.0 m/s2 is detected, the hazard lights flash to warn other road users. a hard stop in the process. At the same speed, the threshold is reduced with ABS on - for wet conditions - to a negative acceleration of at least 2.5 m/s2.
Indicators are also automatically canceled; Instead of using a simple timer, the system compares the difference in speed between the front and rear wheels and calculates when to cancel the indication depending on the situation.
The "wave" key features the Honda Ignition Security System (HISS). If the ID chip built into the key and the ID in the engine control unit (ECU) do not match, the engine will not start.
Chassis - Redesigned tubular steel diamond frame saves weight and frees up space - 6kg lighter curb weight - 30mm lower seat height - 41mm short travel Showa Dual Bending Valve front fork and Pro-Link rear monoshock with adjustable spring preload
To make an invisible but significant advance on the NC750X chassis, Honda's development engineers started with a tubular steel diamond-shaped frame and, through careful redesign (using different tube thicknesses and weights), not only saved 1.8 kg over the previous model, but also liberated more . usable storage space by relocating the battery and redesigning the airbox. Detailed work on all parts of the chassis allowed the weight to be reduced by 1.2 kg.
The rake angle remains at 27° with a travel width of 110 mm, a wheelbase of 1525 mm (1535 mm DCT) and a front/rear weight distribution of 48/52. Curb weight 214 kg (224 kg DCT), 6 kg lighter. The seat height is also 30mm lower, at 800mm.
The driving position is upright and neutral, with a high vantage point for better hazard perception. Another benefit of this adventure position is excellent low-speed handling - combined with a low center of gravity and large steering lock, the result is exceptional low-speed handling and balance.
The reduction in seat height was achieved by slightly reducing the suspension travel. The 41mm telescopic fork now has 120mm of travel (from 153.5mm) and uses Showa dual flex valves with ratios optimized for both compression and rebound damping. This allows damping force to be generated exactly according to piston speed - from the low speed range - improving ride quality and comfort.
The rear monoshock absorber is equipped with a spring preload adjustment system with a stroke of 120 mm to 150 mm. It works through Pro-Link, which offers an optimized balance of smooth initial travel to combat low-speed bumps along with excellent control.
A front 320mm wave disc and two-piston caliper provide easily adjustable stopping power, complemented by a rear 240mm wave disc and single-piston caliper. Lightweight two-channel ABS provides powerful and confident braking even on slippery or wet road surfaces.
The front and rear cast aluminum wheels measure 17 x 3.50 inches and 17 x 4.50 inches and are fitted with 120/70 ZR17 and 160/60 ZR17 tires. Forged aluminum L-rim valves make checking and adjusting air pressure easy.
A full range of Honda Genuine Accessories is available for the NC750X and includes: - USB-C charging point for interior storage area - Resin rear rack - 38L/50L set top box with aluminum/color matched insert options - Pannier stay - basket - right 26L/32L, Left 33L with Aluminum/Color Insert Option - High Screen - Foot Deflectors - Metallic Silver Finished Side Roll Bars - Fog Lights - Heated Grips
Go to the entire range of Honda motorcycles, on this page you can find Honda NC 750X motorcycles from other years of production and information about them
How does NC 750 differ from NC 700
The cylinder diameter was increased by 4 mm to 77 mm, thereby increasing the capacity from 670 to 745 cm3. 55 hp / 40 kW instead of 48 hp / 35 kW at 6250 rpm and 68 instead of 60 Nm at 4750 rpm.
Second balancing shaft, larger flywheel, modified muffler, new camshafts.
Engine capacity increased from 670 to 745 cm3
The secondary ratio is increased by approximately 6%, and the output gear has 17 instead of 16 teeth. DCT models only: the six are approximately 3% shorter. Newly tuned DCT electronics. Cabin with an enlarged tachometer beam, a fixed indicator, average and instantaneous fuel consumption, and an adjustable brake handle.
Honda NC750X Video:
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