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Nature loves diversity, and opposites. You have matter and anti-matter, Asterix and Obelix, intelligence and politics, Roger and Jessica Rabbit … and in the world of trails, an intriguing parallel in the crossover sector. On the one hand, real war machines armored with totally irrational horses; and on the other the Honda NC X. A machine with a pleasantly adventurous profile, suitable for a bit of everything, not powerful, not violent, cheap, built and devoted to the reasonable side of everyday life. Was it because it was just too reasonable that the manufacturer offered the 700 a few more cm3? Or this brother of NC N and Integra wanted to orbit above the CB 500 X ?
What is certain, what the NC 750 X wants at all costs to keep the achievements and conquered of the opus 700. Look as much as you want, nothing changes in terms of design. Above, below, in the trunk or under the wheels, it’s all the same. Only the sticker specifying the cylinder capacity will distinguish one or the other generation..
Wait. I spoke too quickly. Looking closely, we can see some changes, especially on the practical side. Sit down, this is where it’s happening. The saddle changes its cover for better grip of the seat. The brake lever becomes adjustable, with 6 positions. Once the dashboard is on, you will see that it still lacks fun and readability but that it has been enriched with the display of the gear engaged and the instantaneous and average consumption. And below, in the middle of the front wheel? Ah yes, a two piston caliper instead of three.
In short, nothing violent. Moreover, nothing is violent on the NC 750 X. Skillful shapes without sex appeal, excellent ergonomics and universally Honda, braking cut into simplicity while being present and voluntary. It’s a shame, it loses the CBS link; but the ABS is still there, in series.
The most notable difference is between the wheels. 75 cm3 more in the cylinders. Thanks to an increase in the bore of 4 mm, the twin cylinder now displays 745 cm3. Those who do not know the philosophy of the NC will turn of the eye when discovering the power of this machine. It’s a 7 and a half, cubing almost like a GSX-R. But it spits 3 times less horses. Avoid this easy and unnecessary shortcut. The NC 750 S and X are not at all made for arson. The 54.8 ponies could smile, with a maximum speed of rotation similar to that of a car. The interest is not there. The NC 750 X wants to take you with confidence on all roads (I did not say paths), with an ease and efficiency so transparent that you will always feel at ease. The engine consumes nothing; well, almost nothing. Honda announces 3.46 liters per 100, slightly less than the NC 700 X.
The gear ratios have been lengthened, just to offer a little more top speed and to rest the engine at sustained speed. This does not hamper the blast of the block. With its displacement and its additional watts (+3 hp and 0.6 mkg), the NC 750 X offers better acceleration than the 700. The installation of a second balance shaft allows to calm the residual vibrations. Sound side, work on the exhaust offers more content to the song of the twin cylinder.
One of the particularities of the NC 750 X is the possibility of being equipped with a DCT box. Do you know a lot of motorbikes with robotic gearbox for less than 8000 euros?!? Customers are not mistaken. A third of buyers choose the automatic version.
The Dual Clutch transmission has been improved. The update of its software makes it more intuitive, and it wants to offer more freedom to the pilot. This one can now intervene when the motorcycle is on the mode D or S. History of bringing a report when it judges it more opportune than the box decided it. Then she waits for the right moment to regain control.
For beginners, such a type of transmission can be confusing at first. But in the urban jungle and its herds of wheeled gearboxes, automation is a delight. No more knitting gears and clutch every 5 sec. D mode fully plays the card of the economy, shifting gears as soon as possible. To give you dreadful drowsiness or perpetual frustration; the S mode, more energetic, will prove to be much more judicious to comply with biker behavior.
If it does not appear dynamic on paper, the NC 750 X will satisfy many people in dynamics, especially the roll-always. It does not have an aluminum frame or a pressurized inverted fork and even less Brembo Superbike calipers. It just has a well thought out and efficient chassis, a screen that protects as best it can, 21 trunk in the dummy tank able to accommodate a helmet or a backpack, and efficient work suspensions..
Being reasonable is good, because the NC X is one of the best sellers in Europe. This 750 version will offer more “belly” to this nice crossover without modifying its placid character. Here, the excited, we don’t want them. We play on velvet for a model citizen, eager to go from point A to B, C, D ….. In all peace of mind, without screwing up the trouillometer in the red zone. To draw a parallel, on the young lady side, you tilt on an incendiary blonde in a garter belt; but it’s with the cool girl and super girlfriend in jeans that you spend the most time.
On the other hand, the NC 750 X will no longer be offered in version A2. For the young people allowed, it is the CB 500 X which ensures the deflowering. Except that opposite, there is the MT-07, the ER-6n and the Gladius – not the same category nor the same versatility / sobriety / reason ratio but a price flush with the daisies; and much more fun for entry-level machines.
What you must remember
Themore
Theless
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6,999 €
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Opinion
on 1 opinion
users
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Replaces
NC 750 X 2014
Model marketed in
2014
2015
Performances
-
Max speed:
about 190 km / h -
Consumption
medium: 3.60 l
The technical aspect
Honda NC 750 X 2015
- Frame
- Frame: Diamond type steel
- Tank: 14.1 liters
- Seat height: 830 mm
- Length: 2210 mm
- Width: 840 mm
- Height: 1,285 mm
- Wheelbase: 1,540 mm
- Weight in running order: 229/239 kg
- Train before
- Telehydraulic fork Ø 41 mm, deb: 153.5 mm
- 1 disc Ø 320 mm, 2 piston caliper
- Front wheel:
120/70
– 17
- Transmission
- DCT robotized 6-speed gearbox
- Secondary chain transmission
- Rear axle
- Mono-shock absorber, deb: 150 mm
- 1 disc Ø 240mm, 2 piston caliper
- Rear wheel:
160/60
– 17
- Motor
- Twin cylinder
in line
, 4 stroke - Cooling: Liquid cooling
- Injection Ø 36 mm
- 1 ACT
- 4 valves per cylinder
-
745 cc
(77 x 80 mm) -
55
ch
at 6,250 rpm -
7 mkg
at 4,250 rpm - Compression: 10.7: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
BMW F 700 GS 2015
Kawasaki VERSYS 650 2015
Suzuki DL 650 V-STROM 2015
Gallery
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