All Tests – New NC750X DCT test: the Honda trail gets better – A motorcycle to savor with DCT sauce

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New NC750X DCT test: the Honda trail gets better

All Tests - New NC750X DCT test: the Honda trail gets better - A motorcycle to savor with DCT sauce

Two years after the release of the NC700X, the NC750X made its appearance. Site tested this new version equipped with the refined DCT on Greek roads. More powerful and still as practical, the Honda trail is almost perfect. Almost !

A motorcycle to savor with DCT sauce

Inaugurated in May 2010 on the VFR1200F, the DCT transmission left the sporty GT niche the following year to invest in the more promising niches of roadsters and trails. And Honda is satisfied with the reception of its system by its customers.

"In Europe, 32% of our models offering the optional double-clutch transmission are chosen in this version. And the percentage even climbs to 49% on the Crosstourer", observes Paul Nowers.

"The DCT range was extended in 2013 with the CTX700 and CTX700N … And other new products are to come !", promises us the Honda press officer. On the other hand, questioned by Site, the grand master of the DCT, Kosaku Takahashi, remained as silent as a carp on this subject…

The nevertheless sympathetic Japanese engineer told us that in the state, the size and the overweight (10 kg) of this box too complicated its transplant on a sports car. When will the DCT be on a Goldwing, then? MNC is still waiting for the answer…

In urban areas, the DCT is all the more convincing as it enjoys torque and power values ​​on the new NC750s "significantly improved over the entire rev range". This allows the software to delay or even cancel its downshifts altogether..

The trail trots calmly in fifth gear at 50 km / h when D (Drive) mode is engaged, or gallops in 3rd when S (Sport) mode is selected by the rider using the button on the right stalk (exactly like on the NC750S, read our).

When the traffic is congested, the motorcycle manages the gears on its own without getting tired – and without tiring its rider, above all! The work done by engineers on starting and low throttle openings makes the NC750X easy to maneuver, despite the lack of a clutch lever..

By choosing the S mode of the gearbox, the additional engine brake is very noticeable compared to the D mode. "Compared to the previous generation", also underlines Takahashi San,"the DCT goes down speeds 200 rpm higher to increase that engine brake".

When negotiating a pin – as a reminder, the DCT is not paired with a GPS, but it might come! -, the pilot can if he wishes to drop an additional report via the small trigger placed at the level of his left thumb.

Likewise, it is possible to set up a gear if we consider that the mill is going too fast. While this type of intervention caused the "first generation" DCT to switch to manual mode, the automatic mode remains engaged today and the bike takes over as soon as the rhythm changes..

More and more ingenious, the Honda system will easily convince the commuters victims of "lever-clutch-elbow" as the amateurs of bucolic walks. Lovers of small arsouilles will even be surprised at the good – optimal, in fact – exploitation of the twin.

Identical to that of the NC700X, the suspensions of the "new" Honda are very comfortable. During our trip of a hundred kilometers south of Athens, the fork only struggled to spare our wrists on the deep holes of a few particularly broken alleys..

On the road, it is the rear shock absorber that can end up weakening, to the detriment of the precision of the trajectory when exiting a curve but without ever sacrificing comfort. At the same time, we appreciate that the large-travel suspensions do not make this NC an indomitable rocking horse..

From a general point of view, the cycle part continues to do an excellent job. Not very surprising when you consider that the great NC project leader, Kobayashi San, joined Honda in 1988 as a chassis engineer on the magnificent NR750, and oversaw the design of the excellent CB1000R. !

With the NC750X entering a curve, its direction never freezes when you apply the front brake. We note on this same occasion that its transmission – by chain, grrr – does not generate any jerk on the go-around. Easy and efficient, therefore !

But if the Honda trail willingly accepts to drive at high speed, it is by sparing it that its pilot really benefits. The remarkable flexibility of the engine, the incredible smoothness of the DCT gearbox, the imperial stability of the motorcycle and the absence of vibrations at stabilized pace make it a very pleasant road..

What a pity, therefore, that the original screen delivered is not up to the task … literally! Far too short but also too thin, it lets the wind bluntly hit the pilot’s head and shoulders. To isolate himself, the latter must curl up, which is detrimental to comfort.

The hands are not spared from the wind, given the absence of hand guards in the standard equipment – but not in the already well-stocked accessories catalog, since it is modeled on that of the NC700X. The single lever is therefore also exposed in the event of a fall on the asphalt … or on the ground !

Like other road "trails", the NC750X is unlikely to go hiking. It is for this purpose, however – and for the look too, a lot – that Honda has chosen to fit its new Dunlop Trailmax D609 motorcycle..

The unchanged ground clearance (160 mm) can be practical to get out of the urban jungle. The plastic engine guard continues to partially protect from projections – but less from shocks – the catalyst "located as close as possible to the engine, which is advantageous in terms of efficiency and size", recalls Honda.

After the lack of protection, braking is arguably the second weak point of the NC750X. Like the roadster (read our) and the Integra (test to come soon), the Honda trail abandons combined braking and its triple piston caliper at the front to be fitted with a "simple" ABS with double piston caliper.

"This new generation of ABS is much more compact and allows us to save 2 kg", explains Mr. Kobayashi. Regarding the brake coupling, the Japanese explain that"customers asked us less and less intervention of the front brake when they chose to brake only from the rear.".

From now on, users of NC750X (ditto for NC750S or Integra) manage the brake distribution alone. Unfortunately, the site observes that the front brake loses some of its power in the operation. Fully loaded, the 750 will be a little fairer this time than the 700 on this point.

The trunk, on the other hand, does not lose any of its capacity (a full-face helmet) and its practicality. "The top of the tank is indeed very flat and we could have freed up a little more space by rounding it", admits the venerable Kobayashi …"but the designers don’t agree !"

The lock of this brilliant storage space is always placed on the top of the – false – tank: it is more accessible than that of the S, placed on the left side. On the other hand, both models benefit from the clever rod locking the passenger seat in the open position for refueling. Well seen !

Also well seen, the addition of the engaged gear indicator which was missing in the "mechanical gearbox" version, as well as the indication – on both versions this time – of instantaneous and average consumption, as well as of the total volume of fuel consumed. Record Absolute site to beat: 2.90 liters to cover 100 km … It was on the handlebars of the !

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