All Tests – New test NC750X DCT: the Honda trail gets better – NC750X 2014: for a few more cc

Posted on by admin

New NC750X DCT test: the Honda trail gets better

All Tests - New test NC750X DCT: the Honda trail gets better - NC750X 2014: for a few more cc

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 !

NC750X 2014: for a few more cc

Begun in 2007, the Honda mid-range renewal project was singularly "boosted by ", recognizes Paul Nowers, press officer at Honda Europe and host of the conference inaugurating the presentation of the new NC750X..

NC750X 2014: availability, colors and price

  • Availability: immediate in the

  • Colors: Black, White, Red or (in small quantities) Silver

  • Price: € 7,199 (DCT + € 800)

Marketed in 2012, the NC700 series (S for the roadster, X for the trail and D for … the Integra!) Also achieves sales volumes which visibly satisfy the Japanese manufacturer: "to date, around 40,000 models have been sold in Europe".

The spearhead of the family, the NC700X is particularly appreciated by the demanding clientele of the old continent: "our trail was in the Top 5 of European sales in 2012 and 2013", rejoice the Tokyo Reds.

In order to maintain the success of this (top!) Model, the Japanese decided to increase the displacement of its twin cylinder to 750 cc. "In addition to performance gains, this allows us to address a little wink to our CB750", mischievously underlines Mister Nowers…

The 4mm bore nibbled into the cylinder block allows the parallel twin to cubize exactly 745 cc, which is 75 cc more than the previous version. Identical otherwise, the engine gains in power and torque, now developing 54.8 horsepower and 68 Nm (read our).

The readers of Site – who as everyone knows, are a little more fortunate than the others – were able to discover in our that the "seven-and-a-half" was indeed taking better starts than the "seven-hundred", and that she won all the repeat tests.

Allowing the roadster to be a little more "fun" to drive, the new version of the engine – which retains its simple overhead camshaft, eight valves and liquid cooling (see the technical sheet on the last page for more details) – gives trail running a second advantage.

According to Honda, "NC750X owners, especially in northern Europe, are used to charging their mounts". They will therefore be delighted to benefit from an additional 3 hp and 6 Nm, especially when overtaking a caravan on a small winding road….

Always linear, the rise in power will always leave lovers of sensations, not even very strong, hungry. They will however have to recognize that the 750 provides from the lowest revs a torque capable of propelling the NC very effectively..

The increase in displacement is accompanied by a change in the internal structure of the silencer. It emanates a sound a chouïa more present and more rewarding. This should also appeal to the riders who meet, meet or rub shoulders with "Geessistes" during their excursions. !

More efficient, the NC750X promises at the same time to be more economical: "its consumption is estimated at 28.9 km / l against 27.9 km / l for the old model, respecting the same WMTC cycles in force … not the cycles of journalists !", warns the Honda Europe team.

The Reds’ trick to lower the average consumption of their motorcycle from 3.58 l / 100 km to 3.46 l / 100 km (-3.5%) despite an increase in the maximum values ​​of power and torque? Extend the secondary transmission ratio by 6% !

For a question of compatibility with the automatic management system of the DCT, the NC750X equipped with the famous double clutch (the models made available for this test were precisely provided with it, we will come back to it in the second part) have a sixth gear increased by only 3%.

During its previous duel, MNC had observed that if the new NC750S did not burn less fuel than the NC700S (standard DCT on both), it did not spend more either. While driving quietly in the Paris region, the two motorcycles had consumed 4 l / 100 km.

The modifications undertaken on the S and the X being scrupulously identical, we can conclude that under the same conditions, the NC750X should be as economical as the 700 … Future customers will be satisfied on this point, that many of them judge "essence-tiel" !

On the other hand, those who hoped to see the red zone rise in the same proportions as the displacement (they could aim for 7000 rev / min) will be disappointed: the breaker always intervenes at 6500 rev / min. But Honda has a ready-made answer !

When the NC700 was released, the winged brand declared that it had carried out a study among medium-displacement users in Europe, which concluded in particular that the engine speeds were 90% of the time below 6000 rpm..

"But habits have not changed in two years", note the Honda officials. On condition that he makes a definitive cross on his 10% of cracking (dropping, bursting of lead, pleasure, happiness?!), the purchaser would thus afford with the NC750S a perfectly adapted motorcycle to his needs.

A third and final mechanical modification should improve life on board the NC750X: the addition of a second balancing arm which, according to Paul Nowers, "filters out the bad vibrations that could be felt on the 700, mainly at high revs, but keeps the good ones".

In fact, it turns out that the driver of the NC750X is truly isolated from any unpleasant sizzling but feels with each acceleration, past 3500 rpm, throbbing in the buttocks and thighs which tend to prove that the pistons are racing ardently. !

On the buttocks side, Honda has also changed the texture of the saddle: much less slippery than the old one, it offers the pilot – and his passenger – better support in all circumstances. Driving and comfort together gain.

Question comfort, bikers who hesitate between the NC750S and the NC750X should know that the trail saddle is a little more welcoming because it is a little deeper. But it is also much higher (830 mm against 790 on the roadster), which can cool bikers under 1.65 m.

Once seated on the bike, we also note that the driving position is more upright on the X version. Higher than on the S, the pilot therefore has the pleasant impression of dominating the traffic. Adults will also appreciate the fact that the NC750X flexes their legs a little less.

Equipped with a handlebar wider than that of the S, our companion of the day gains in agility at low speed. The maneuverability, engine off, is comparable: the 219 kg (229 kg with the DCT) remain low and are only really felt if the ground is not flat.

The turning radius is still as good as ever. It combines with the excellent balance of the machine at low speed and the precision of the controls (the distance of the brake lever is now adjustable!) To facilitate the grip of the motorcycle.

Equipped with the DCT, the NC750X made available to us during this press presentation dodge one of the main criticisms leveled against the NC700X: a box a little hard, sometimes recalcitrant. Honda knows it – and proclaims it loud and clear: its NCs can be savored with DCT sauce !

Related articles

Leave a Reply

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