Trail – Honda NC750X test: X without mischief – Dynamics: stable and wise

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Honda NC750X test: X without malice

Trail - Honda NC750X test: X without mischief - Dynamics: stable and wise

Thanks to a relevant stylistic overhaul and the provision of practical improvements, the 2016 Honda NC750X is becoming more attractive and pleasant. Enough to seek new heights, even if a few flaws remain … Test – fast! – of the DCT version.

Dynamic: stable and wise

The ergonomics of the NC750X will absolutely not disorient the owners of the previous model: normal, it is exactly the same! The bike is long, low (830 mm saddle height), quite thin between the legs, with a position slightly carried on the back.

The reasonably wide handlebars grip effortlessly, but could be more comfortable if its height was lowered slightly. Same remark for the footrests: if the withdrawal exerted remains very bearable over small and medium distances, this will be less the case in the long course – especially for tall pilots….

Other aspects detrimental to long stages: the still insufficient protection of the bubble and the comfort of the saddle that could be improved. The windshield protects only the bust and half of the helmet, while the shoulders and arms remain as exposed as in 2015. Honda can still add a few extra centimeters, in height and width.

The saddle – identical to 2015 – logically presents the same support, rather firm. Little annoying in the short term, a little more over time … Often criticized for its lack of softness and its slightly sloping design, this base common to the NC750X and S could also be wider: Honda has no doubt " trimmed "on this point to improve accessibility, otherwise excellent from 1m75.

Fortunately, the resolutely flexible setting of the suspensions and their significant travel erase a large part of this discomfort: originally set to its 3rd preload notch (out of 7 available), the rear mono-shock absorber has a fairly large dead travel..

Firming up the preload – the only adjustable one available – is recommended as a duo as well as from the perspective of a slightly dynamic driving, in order to reduce its propensity to settle on large constraints. A little more hydraulic support would not be too much when suddenly rocking the NC750X from one angle to another, but that is not its vocation….

Up front, the new telescopic fork (all chassis details on page 3) shines with its smooth operation. Although looking a bit frail with its 41mm diameter, this non-adjustable Showa has enough rigidity and its absorption capacity is excellent. In stop, it gives the NC750X a turning radius in line with its urban pretensions.

The only downside: the front axle tends to stiffen when the bike is tilted on the brakes. In addition, the placements in curves at a good pace are sometimes imprecise because of the raised handlebars and the placement of the pilot on the rear, which "filter" the feedback. Once again, nothing really crippling with regard to the "relaxed" philosophy of the Honda.

The stability – already excellent in 2015 – is still out of criticism: with its long wheelbase (1535 m), the NC750X is firmly planted on its downforce, even at very high speed. Maintaining a tight trajectory until exiting a curve is disconcertingly easy, especially as the ground clearance allows passage speeds and cornering to match..

On the other hand, improvising a change of course requires a little more effort to overcome the inertia due to the weight. Not to mention the geometry giving pride of place to stability more than agility, like the 27 ° hunting angle. Thanks to its very low center of gravity thanks to the strong inclination of the engine, this "X" variant is indeed easy to handle and obvious, but not very lively..

A DCT tailored for this engine (and vice versa)

This lack of liveliness is also observed on the mechanical side: the 745cc twin is of the placid kind, with extremely linear revs. It is hardly if one feels a small additional push when the 68 Nm are reached at 4750 r / mn, mode from which very slight crackles are felt under the buttocks..

Designed and thought to be voluntary and economical, the vertical twin shines in this needy register: it can achieve "3.46 l / 100 km"consumption according to Honda (4.5 to 4.7 l / 100 km measured by MNC on the dashboard), resumes from 1500 rpm without knocking, then accelerates smoothly and without downtime to its red zone located at … 6500 rpm Lovers of screaming high revs (and sensations), go your way !

Thanks to the new silencer, its muffled sound is better enhanced, without breaking the eardrums of the pilot and his neighbors. You can hardly hear it backfiring at 90 km / h in 6th gear below 3000 rpm. Perfectly in the peaceful spirit of this motorcycle admitting a modest power of 54.8 hp…

As on the previous model and on the first NC700s, this block set at 270 ° is cut to work with the double clutch gearbox developed by Honda. This optional DCT resolves in a completely transparent way the "problem" of its lack of extension by juggling the reports at the appropriate time (read the section dedicated to the DCT of our Technical point).

On this latest generation, gearshifting achieves exquisite fluidity and smoothness, both ascent and descent. More flexible, this device is however still noisy in the passage of the first reports, but without this really damaging its qualities..

Thanks to the new calculation lines, the double clutch has improved in its ability to anticipate the expected reactions depending on driving. For example, it does not stack gears at the underspeed limit when the throttle is left wide open, even in the coolest mode offered in 100% automatic operation (D).

Conversely, it suffices to be gentle on the throttle so that each report is passed before 2500 rpm in "D" mode, the NC750X then moving at 65 km / h in 6th gear at the limit of its recovery threshold. . The other big novelty in 2016 concerns the addition of 3 "sub-maps" in the sportiest mode (S), which can be configured by driving from the left stalk.

A little skeptical at the base as for the real usefulness of these sub-modes "S1, S2 and S3", MNC was able to measure the interest of them during the first kilometers traveled on small winding and soggy roads, dotted with a few hairpins. tilts…

Under these conditions, the "D" mode is too lymphatic: always in a (too) high gear, the bike lacks engine braking and requires over-applying the brakes to slow down when entering tight bends. Fortunately, the single disc device at the front as at the rear has the necessary response, if not very progressive..

It is certainly possible to downshift in a flash from the triggers on the left stalk to increase the engine braking, but when you get used to fully automatic, it’s difficult to go back! On the sportier mapping of the S mode (S3, therefore), it is another problem: the electronic control unit downshifts without taking into account the slippery nature of the asphalt, nor the lateral inclination of the motorcycle – for lack of angle sensor.

Which means the DCT can go from 3rd to 2nd quite briskly, even as the NC750X folds nicely towards the string. MNC – as well as other colleagues – have made the surprising experience of it on the edge of particularly slippery hairpins, with the result of escape from the rear for the less stressful…

It should also be noted that the Dunlops like the original Bridgestones do not particularly shine with their strong grip in the wet … This is when the sub-maps make sense since by switching to "S1" mode (the softer), the downshifts have gained the progressiveness necessary to continue on the road in peace.

The behavior of the DCT then becomes very close to that of a downshift carried out in a "traditional" way, by playing with his left hand on the clutch lever to modify the slip of the discs: bluffing.

Verdict: better, yes. Perfect, no !

Much sexier and better equipped, the 2016 NC750X is definitely making progress in most areas. Add to that its confounding efficiency optional double clutch gearbox, and you get all the necessary ingredients to maintain the success of this motorcycle, already sold to some 33,000 copies in Europe since 2012..

However, certain present defects remain from one vintage to another, among others the protection which is still not up to par and the saddle which lacks comfort over the long term. A few pounds less would also benefit from the dynamism … In addition, the optional presence of practical aspects such as a USB socket and a central stand annoys a little.

Certainly, the more pragmatic will retort that these absences are excusable in view of the price traditionally "drawn" from the NC750s. But the argument loses its significance over the years: displayed at € 6,490 when it was launched in 2012, then at € 7,199 when it was redesigned in 2014, the "X" now goes to € 7,499.

And it takes an additional 800 € (or 8299 €) to be equipped with the DCT, almost essential given its strike> mechanical characteristics constraints. Honda France is also seeking a rate of "65.5%"NC750X equipped with DCT, on its objective of 770 motorcycles for the year 2016.

But at this price, the NC750X DCT exceeds its designated rivals by several hundred euros: the Suzuki V-Strom 650 (€ 7,899) and the Versys 650 (€ 7,999). Two formidable motorcycles of versatility, hardly less economical in use and above all 1000 times more fun mechanically speaking !

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