23YM HONDA NC750X

23YM HONDA NC750X

Model updates: One of Europe’s favourite twin-cylinder all-rounders the NC750X specification includes Throttle By Wire engine management, 3 riding modes and Honda Selectable Torque Control. Sharp-edged styling hides a unique up-front storage compartment; all lighting is LED matched with an LCD dash while a six-speed Dual Clutch Transmission variant continues to offer technology unique to Honda on two wheels.

For 23YM three crisp new paint options join the line-up – Mat Jeans Blue Metallic, Pearl Deep Mud Gray and Candy Chromosphere Red

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

1. Introduction

Since its introduction in 2012* the NC750X has enjoyed consistent popularity throughout Europe. Reasons for the success are several: a ground-breaking, torque-laden, fuel-sipping twin-cylinder engine, a relaxed, roomy riding position with wide handlebars and comfortable seat, compliant suspension and distinctive adventure styling all play their part.

The storage compartment (where the fuel tank would normally be), capable of holding a full-face helmet and Honda’s unique Dual Clutch Transmission (DCT) that well over half of European customers chose in 2021, are further features that set the NC750X apart.

Viewed as a whole, the NC750X’s qualities combine to create a motorcycle which functions superbly. And for all types of riding – commuting, touring and simply for pleasure – it has proved a motorcycle with compelling all-round appeal.

Honda has taken care to continuously evolve the NC750X’s successful (and unique) formula, with several upgrades over the years. For 2014 it gained 75cc, going from 670 to 745cc; for 2016 a new more adventurous aesthetic, new instruments, DCT upgrades and LED lighting were added. For 2018 two-level Honda Selectable Torque Control and a 35kW version arrived.

In 2021 Honda built on the NC750X’s core strengths of practicality, do-it-all comfort and handling composure, improving all three. At the same time it gained more spirited engine performance, with an injection of extra torque and top-end zap, and raised redline. It was also 6kg lighter, with 30mm lower seat height. The addition of Throttle By Wire, electronic riding modes and refined Honda Selectable Torque Control (HSTC) were final polish of an extremely complete package - a true Honda all-rounder

*As the NC700X

2. Model Overview

The parallel twin-cylinder engine blends strong low-to mid-range performance with easy manners and excellent fuel efficiency. Peak power is set at 43.1kW with an impressive 69Nm torque. A near 400km fuel range is achievable from the 14.1L fuel tank.

Throttle By Wire (TBW) serves 3 default rider modes plus a custom USER choice, while Honda Selectable Torque Control (HSTC) features refined input over 3 levels. The Dual Clutch Transmission (DCT) option also has Automatic shifting schedules that integrate with the riding modes, as well as USER input.

A tough chassis comprises of a tubular steel frame, 41mm telescopic front forks and Pro-Link rear monoshock. The bodywork is sharp, with a minimalist edge, protective screen design and attractive styling for the LED lighting and LCD dash. Seat height is 800mm; the under-tank storage volume 23L.

For 23YM the NC750X will be available in the following colour options:

**NEW** Mat Jeans Blue Metallic with Silver trim

**NEW** Pearl Deep Mud Gray with Silver trim

**NEW** Candy Chromosphere Red with Silver trim

Mat Ballistic Black Metallic with new Black trim

3. Key Features

3.1 Engine

• Peak power of 43.1kW with 69Nm torque
• EURO5 compliant, with 3.6l/100km fuel efficiency
• Assist/slipper clutch control
• 35kW A2 licence version available

The design of the NC750X’s liquid-cooled, SOHC 8-valve parallel twin-cylinder engine ensures punchy performance in the low-to-mid range. 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. A forward cant brings the centre of gravity down for optimum stability.

Peak power of 43.1kW @ 6,750rpm is matched to maximum torque of 69Nm @ 4,750rpm. Bore and stroke is set at 77 x 80mm with compression ratio of 10.7:1. From 30km/h the NC750X will cover 20m in 1.7s and 50m in 3.2s; at 60km/h the engine is turning at just 2,500rpm.

For A2 licence holders a 35kW version is available, which can be easily converted to the full power version by a Honda dealer at the appropriate time. Equally, it is possible to restrict the full power version to 35kW by a Honda dealer remapping the ECU. An assist/slipper clutch reduces lever load and manages rear-wheel lock up under fast down changes of the manual 6-speed gearbox while decelerating.

Twin balancers counteract vibration from higher rpm inertia without affecting the distinct ‘throb’ delivered by the engine’s irregular firing order and 270° phased crankshaft. 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 keeping the number of parts to a minimum 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 catalyser has a two-layer structure for cleaner emissions.

The NC750X engine sips fuel ­– with a measured consumption of 28.3km/l (WMTC mode) providing a near 400km range from the 14.1-litre under seat fuel tank – and is now EURO5 compliant.

3.2 Engine Electronics

• Throttle By Wire delivers 3 default riding modes, plus USER customisation
• Honda Selectable Torque Control features fine control and 3 levels of intervention

With TBW managing engine performance and character there are 3 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.

Honda Selectable Torque Control (HSTC) is fitted as standard on both the manual and DCT NC750X. It offers soft, intuitive control as it manages rear wheel torque thanks to TBW, over 3 levels:

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 control for slippery roads.

HSTC can also be switched OFF.

3.3 Dual Clutch Transmission (DCT)

• Differing shifting schedules employed depending on riding mode selected
• USER mode allows choice of 4 settings
• Adaptive Clutch Capability Control gives natural feel

Having arrived on the market on the VFR1200F in 2010, Honda’s unique-in-motorcycling DCT technology is now in its eleventh year of production. Over 200,000 DCT-equipped motorcycles have been sold in Europe since introduction, and 59% of customers chose the DCT option for the NC750X in 2021.

The ‘easy and direct’ DCT technology delivers consistent, seamless gear changes up or down and very quickly becomes second nature in use. It uses two clutches: one for start-up and 1^st, 3^rd and 5^th gears: the other for 2^nd, 4^th and 6^th, with the mainshaft 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 using 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, low stress urban riding, reduced rider fatigue, and extra ‘brain space’ to concentrate more on all other aspects of riding. 

With the DCT gearbox, the rider may choose Manual mode, using paddle-style triggers on the left handlebar to change gear, or Automatic mode. In Automatic mode, for the NC750X,  4 different shifting schedules operate with 3 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.  

Within the USER riding mode, a fourth DCT shift pattern – between those for STANDARD and SPORT in terms of ‘aggressiveness’ can be chosen.

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.

3.4 Styling & Equipment

• Aggressively minimal styling
• Full LED lighting and LCD display
• Screen designed for wind and weather protection
• Integral 23L storage space holds an adventure-style full-face helmet

The NC750X wears a sharp identity thanks to compact upper and lower fairings accentuated by the muscular fuel tank, while the LED headlight and running lights form a strong frontal signature. The screen also offers excellent wind and weather protection. Slim side panels, covers and tail unit emphasise a ‘mass-forward’ stance. 

A unique NC feature – the storage area where traditionally the fuel tank sits – has 23L volume and careful internal shaping allows it to hold an adventure style helmet easily. There’s also the option to mount a USB socket, tucked away on the upper left.

The LCD dash allows management of the riding modes through the selection switch on the left handlebar. The rear indicators feature an Emergency Stop Signal (ESS) function; at a minimum speed of 53km/h, with either brake working if negative acceleration of a minimum of 6.0m/s² is detected, the hazard lights flash to warn other road users a hard stop is in process. At the same speed the threshold is reduced with ABS in play – for wet conditions ­– to a negative acceleration of a minimum 2.5m/s². 

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.

3.5 Chassis

• Tubular steel diamond frame
• 800mm seat height
• 41mm Showa Dual Bending Valve front forks and Pro-Link rear monoshock, spring preload adjustable

Core of the chassis is a tubular steel diamond frame; it’s both light weight and strong. The riding position is upright and neutral, with a high viewpoint for enhanced hazard perception. Another advantage of this adventure-style riding position is great low-speed control – combined with the low centre of gravity and generous steering lock, the result is exceptional low-speed handling and balance.

Rake is set at 27° with trail of 110mm, wheelbase of 1,525mm (1,535mm DCT) and front/rear weight distribution of 48/52. Kerb weight is 214kg (224kg DCT). Seat height is 800mm.

The 41mm telescopic forks employ 120mm travel and use Showa Dual Bending Valves, with ratios optimised for both compression and rebound damping. This allows the generation of damping force in precise proportion to piston speed – from the low speed range – improving ride quality and comfort. The rear monoshock features a spring preload adjuster system with 120mm travel. It operates through Pro-Link that offers an optimised balance of a soft initial stroke, for dealing with low-speed bumps, together with excellent control.

Up front, the 320mm wavy disc and two-piston brake caliper deliver plenty of easy-to-modulate stopping power, complemented by the rear 240mm wavy disc and single-piston caliper. Lightweight two-channel ABS provides powerful and confident braking even on slippery or wet road surfaces.

Cast aluminium front and rear wheels – sizes 17 x 3.50-inch and 17 x 4.50-inch – wear 120/70 ZR17 and 160/60 ZR17 tyres. Forged aluminium L-shaped rim valves make checking and adjusting air pressure easier.

4. Accessories

NC750X 23YM presents a full range of Honda Genuine Accessories, available individually or within packs for convenience.

The Urban Pack has been developed to enhance the daily commuting ability of the NC750X and includes:

• Rear Carrier
• 50L top box and rubber mounting pad
• 25L top box inner bag
• Aluminium Top box panel

The Travel Pack increases the carrying capacity of the NC750X and includes the following accessories

• Panniers right 32L, left 33L
• Pannier inner bags
• Pannier support stay
• Aluminium pannier panels
• USB Charger

The Adventure Pack gives the NC750X an extra touch of Adventure and enhances road presence:

• Front side pipe
• Front fog light

The Comfort Park has been designed to further enhance the quality of the ride aboard the NC750X. and includes:

• High windscreen
• Foot deflector set
• Heated grips
• Main Stand

The following accessories are also available

• Top box backrest
• 38L / 50L top box
• Top Box lock
• Top box inner bag (38L / 50L)
• U-Lock

5. Technical Specifications

All specifications are provisional and subject to change without notice

Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.