Honda NC 750 X in the driving report

Posted on by admin

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.

AT.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.

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

Colors: Gray, red, black, white

Price: 6.490 euros

Additional costs: 265 euros

Related articles

Related articles

Leave a Reply

Your email address will not be published. Required fields are marked *