Menus
- A shot glass more displacement
- DCT shifts amazingly smooth and practical
- Throttling to 48 hp for around 100 euros
- That is new
- Technical specifications
Photo: Honda
41 photos
Honda
1/41
Honda
2/41
Honda
3/41
Honda
4/41
Honda
5/41
Honda
6/41
Honda
7/41
Honda
8/41
Honda
9/41
Honda
10/41
Honda
11/41
Honda
12/41
Honda
13/41
Honda
14/41
Honda
15/41
Honda
16/41
Honda
17/41
Honda
18/41
Honda
19/41
Honda
20/41
Honda
21/41
Honda
22/41
Honda
23/41
Honda
24/41
Sufficiently agile, low-stress and, if necessary, really quick on the move: the NC 750 X.
Honda
25/41
Honda
26/41
The 750 not only has more cubic capacity and more power, thanks to a second balance shaft and a larger flywheel it also has more smoothness.
Honda
27/41
As part of the facelift, the NC 750 models were given an adjustable handbrake lever.
Honda
28/41
As usual: parking brake for the DCT model, the paddle can also be used to switch manually with thumb and forefinger.
Honda
29/41
The cockpit has been expanded to include fuel consumption and gear displays. It is still silent about the water and outside temperature.
Honda
30/41
Honda
31/41
Honda
32/41
Honda
33/41
Honda
34/41
Honda
35/41
Honda
36/41
Honda
37/41
Honda
38/41
Honda
39/41
Honda
40/41
Honda
41/41
Honda NC 750 X in the driving report (2014)
A shot glass more displacement
Honda hit the bull’s eye with the NC 700 models in X and S versions. After two years they are now being poured an extra shot glass and a full three-quarters of a liter. Does that make the cabbage fat? The Honda NC 750 X gives a first taste.
A.When Honda presented the NC 700 to the amazed audience at the end of 2011, it almost seemed a bit like an alternative to the pursuit of faster-higher-further in terms of performance and electronics. And almost a little anachronistic in their pragmatic purism. But the success proved Honda right. With its model variants S and X, the NC 700 quickly blossomed into the best-selling Honda model by far. Almost 4400 and thus more than a third of all Honda buyers took advantage of an NC last year. In total, Honda has already sold over 40,000 of them.
Buy complete article
Honda NC 750 X in the driving report
A shot glass more displacement
Honda NC 750 should be even more economical
The increase in displacement is no accident. According to overall project manager Koki Kobayashi, the parallel twin, with its cylinders inclined forward by 55 degrees, was designed for this cubic capacity from the start in its basic design. In addition, the 750 was given adjusted valve timing and revised combustion chambers, as well as coated piston skirts for lower friction and even greater efficiency. It is said to be even more stingy with fuel than the already economical NC 700. In addition, a little more flywheel mass and a second balance shaft, which increases the engine weight by almost two kilograms, among other things. What remains is the crank pin offset of 270 degrees, which acoustically moves the Twin close to a 90-degree V2. This is achieved by turning the two crank pins 90 degrees to one another while forging the 360-degree crankshaft. The Twin has retained its pleasantly muffled rumble even as a 750 and with a revised silencer.
Satisfied and satisfied, it roars to itself in idle; only Honda NC 750 Xs with the automatic dual clutch transmission DCT (Dual Clutch Transmission) were available for the drive. This Honda specialty, which relieves the driver of shifting gears on request and enables gear changes with almost no interruption in traction, has also been revised. The first few kilometers on the somewhat slippery roads around Athens give you time to focus on the engine. The second balancer shaft does not fail to work. The Twin runs pleasantly quietly, which goes well with its character as a cultivated, unexcited companion. It is true that the displacement cure did not turn the twin into a passionate drive. But he pushes through the increased torque noticeably more sovereign. It has that little bit of performance that some may have missed on the NC 700. In addition, the increase in power allowed a longer design of the secondary transmission – the pinion grew by one to 17 teeth – which lowers the speed level somewhat. The gear steps of the conventional transmission remained unchanged, with the DCT transmission the technicians designed the sixth gear to be slightly shorter, which means that the jump from fifth to sixth is a little smaller.
MOTORCYCLE market: Buy Honda NC 700 S.
motorcycles
Entry-level motorcycle from Honda
Honda NC 700 S in the top test
read more
Enduro
BMW G 650 GS and Honda NC 750 X in the test
48 hp motorcycles in comparison
read more
DCT shifts amazingly smooth and practical
Nevertheless, the twin now looks pleasantly powerful and is not afraid of high speeds, comes across as livelier than its predecessor. From 4000 rpm the sound becomes more energetic and mechanically more present, but never annoying. On the contrary, the 750 is a really smooth companion. Which also harmonizes well in its work with the revised DCT in terms of programming.
In addition to the ability to manually change gears using two switches on the left end of the handlebar, it has two driving modes: “Sport” and “Drive”. The latter changes gears earlier and comes in a quieter, more economical driving style. Either way, the DCT shifts amazingly smoothly and has practical switching points ready. Nevertheless, the driver can change gears manually at any time without leaving the selected driving mode.
The DCT registers throttle movements and manual gear changes in “D” mode. It notices whether the driver is a bit calmer or a bit sportier and adapts its switching points accordingly. In addition, the DCT no longer shifts down each time the throttle is opened quickly – for example when overtaking – there is now more torque. Which means that his shift and control no longer seems so nervous. “Kickdown” by quickly opening the gas is still feasible.
When braking, on the other hand, the DCT now engages the next lower gear a good 200 rpm earlier in order to provide the driver with more engine braking torque. On the small Greek streets, the 750 and DCT gearboxes formed a harmonious unit. The DCT also mastered the subtleties of everyday life well. Turning in the tightest of spaces with the handlebars on the steering stop was not a wobbly balancing act, but succeeded thanks to a soft response to fine throttle thrusts without setting foot on the ground.
Enduro
Honda CB 500 F, Ducati Monster, Suzuki Gladius, Harley 883 R, Kawasaki W 800, BMW F 700 GS, Honda NC 700 X
Seven 48 hp twins in a comparison test
read more
motorcycles
Nine 48 hp motorcycles put to the test
Motorcycles and scooters for driving license class A2
read more
Workshop
First steps for beginner screwdrivers
Change oil, adjust chain, remove battery
read more
Throttling to 48 hp for around 100 euros
The NC remained unchanged in terms of chassis and braking technology. The Honda NC 750 shines with its foolproof, unexcited handling, good feedback and good braking performance. The developers were willing to listen to customer requests. Which is why the 750 now adorns itself with an adjustable handbrake lever and a more informative cockpit with gear and consumption display and a larger, easier-to-read LCD tachometer bar. Only a decent splash guard on the rear wheel is still missing.
“Yes, but”, some will now object, “what about the 55 hp?” Don’t worry: if you have an A2 driver’s license toying with a Honda NC 750, be it an X or S, you can be reassured. Honda offers the throttling to 48 hp for around 100 euros. And because the NC has retained the relaxed seating position and the clever, integral helmet-compatible storage compartment under the dummy fuel tank even as the 750, and the surcharge compared to its predecessor of 260 euros (X: 6490 euros, S: 5990 euros) is likely to be continued nothing to stand in the way of the NC success story.
That is new
- drilling increased by four to 77 millimeters and thus displacement from 670 to 745 cm3. 40 kW / 55 PS instead of 5 kW / 48 PS at 6250 rpm and 68 instead of 60 Nm at 4750 rpm.
- Second balancer shaft, more flywheel mass, modified silencer, new camshafts.
- Secondary translation around six percent longer, front 17-tooth instead of 16-tooth sprocket. DCT models only: sixth gear is around three percent shorter. DCT electronics re-tuned.
- cockpit with larger tachometer bar, gear, average and current consumption display, adjustable handbrake lever.
Technical specifications
Honda NC 750 X
Engine: Water-cooled two-cylinder four-stroke in-line engine, two balance shafts, an overhead, chain-driven camshaft, four valves per cylinder, rocker arm, wet sump lubrication, injection, Ø 36 mm, regulated catalytic converter, 420 W alternator, 12 V / 11 Ah battery, mechanically operated multi-plate oil bath clutch , Six-speed gearbox, O-ring chain, secondary ratio 2.294.
Bore x stroke: 77.0 x 80.0 mm
Displacement: 745 cm³
Compression ratio: 10.7: 1
Rated output: 40.3 kW (55 hp) at 6250 rpm
Max. Torque: 68 Nm at 4750 rpm
Landing gear: Steel tubular frame, telescopic fork, Ø 41 mm, two-arm swing arm made of steel, central spring strut, directly hinged, adjustable spring base, front disc brake, Ø 320 mm, three-piston floating caliper, rear disc brake, Ø 240 mm, single-piston floating caliper, ABS.
Cast aluminum wheels: 3.50 x 17; 4.50 x 17
Tires: 120/70 ZR 17; 160/60 ZR 17
Dimensions + weight: Wheelbase 1525 mm, steering head angle 63.0 degrees, caster 110 mm, suspension travel f / h 130/130 mm, seat height 790 mm, weight with a full tank of 214 kg *, permissible total weight 425 kg, tank capacity 14.1 liters.
Guarantee: two years
Colours: Gray, red, black, white
Price: 6490 euros
Additional costs: 265 euros
Related articles
-
Driving report: Honda VFR 1200 F DCT
Honda 12th photos fact 1/12 Top brakes: radially screwed six-piston stoppers, ABS and integral actuation. fact 2/12 Builds compact and very narrow: the…
-
Honda CRF 1100 L Africa Twin (2020) in the driving report
Motorcycle fair in Milan EICMA 2019 Presented by Honda 14th photos Honda 1/14 The base model Honda CRF 1100 L Africa Twin comes exclusively with the…
-
Driving report Honda CRF 1000 L Africa Twin (part 1)
Honda 13 photos ULA SERRA PRATS 1/13 Honda Africa Twin. 2/13 270 degree crank pin offset, long, continuous shaft with two balance weights in front of the…
-
Driving report, Honda SLR 650 Honda SLR 650 For the first time, Honda developed a motorcycle for Europe in Europe. The result was a naked single cylinder…
-
Driving report Honda VTR 1000 time shift Japan is eight hours ahead of Germany, Honda is four weeks behind Suzuki – at least when it comes to the first…
-
Driving report KTM 690 Duke and KTM 690 Duke R
KTM 19th photos KTM 1/19 There is one thing you have to give to the KTM model planners: their instinct for filling niches with precisely fitting models….
-
Driving report KTM 1290 Super Duke R
Photo: KTM 23 photos KTM 1/23 There is no competition! Pithy words, but you have to agree with KTM press man Thomas Kuttruf. KTM 2/23 The seat and rear…
-
Driving report MotoGP-Honda RC 211 V
Rudolph Driving report MotoGP-Honda RC 211 V (2005) Driving force Beat by Yamaha in MotoGP? is the Honda racing department in crisis? No. MOTORRAD let…
-
Driving report Moto Guzzi California Special and Quota 1100 ES
Driving report Moto Guzzi California Special and Quota 1100 ES Magical power Forza in movimento – there is power in movement: The Moto Guzzi eagle should…
-
Driving report Suzuki SV 650 Stimulants Economic slowdown, crisis of meaning, winter depression. No matter. Suzuki has a tried and tested antidote, the…