2022 Honda NC750X DCT. (Honda/)

Ups

• Cavernous front keyed storage compartment
• Great fuel mileage
• Low sticker price

Downs

• A second front disc brake would be beneficial
• A little heavy
• Legroom somewhat cramped

Verdict

There are very few motorcycles on the market that are practical in the truest sense of the term, and the Honda NC750X is one of them. Easy on the wallet, easy to ride (especially the DCT automatic transmission version), great fuel mileage, surprising performance, huge storage compartment in front, fairly comfortable… The NC750X ticks all the practical boxes. This bike is perfect for the rider who isn’t looking for outright performance or in making a statement at the local bike hangout, but rather just wants a do-it-all motorcycle without the ego.

Honda NC750X. (Jeff Allen/)

Overview

Instead of repurposing or modifying an existing motorcycle engine for the NC series, Honda took the unusual path of basing the design on the architecture of the engine powering its Fit subcompact automobile. The result is a torquey but quick-revving powerplant that provides surprisingly good performance while sipping fuel. The engine design also permits a huge storage compartment where the fuel tank normally sits, a low seat height, and low center of mass for handling. Originally debuting in 2012 with three models (the adventure-touring crossover NC700X, the more commuter-oriented NC700S, and the Integra maxi-scooter), the 670cc engine was enlarged to 745cc in 2014.

Some updates occurred in 2016, with taller windscreen, LED lighting, new LCD instrument panel, DCT automatic transmission software upgrades, new exhaust, and Showa Dual Bending Valve fork.

More extensive upgrades were done in 2021. Honda started with the tubular-steel diamond frame and through a careful redesign (using varying tube thicknesses) not only saved 2.6 pounds over the previous chassis but also freed up more useful space for the storage compartment by relocating the battery and redesigning the airbox. The curb weight was reduced by 13.2 pounds, while suspension travel shortened as part of the bike’s more commuter/touring-oriented image. In addition, the seat height was lowered 1.2 inches, to 31.5 inches.

The engine received equal attention in 2021. The valve timing was adjusted (timing differs between the two cylinders), while new technology, including throttle by wire and a refined exhaust system, opened the door to more power and a stronger torque curve past 5,000 rpm. The engine was given a higher, 7,000 rpm redline and weighed 2.6 pounds less than the previous-generation powerplant.

Shorter ratios for first, second, and third gears (for both manual and DCT) were designed to improve standing start and roll-on acceleration through those gears, while fourth, fifth, and sixth gears were made slightly taller, for maximum fuel efficiency. The addition of a slipper clutch for 2021 reduced lever load by 20 percent.

The NC750X DCT is perfect for the rider who isn’t looking for outright performance or in making a statement at the local bike hangout, but rather just wants a do-it-all motorcycle without the ego. (Jeff Allen/)

Updates for 2022

There are no updates to the 2022 Honda NC750X, with Grand Prix Red as the only colorway available.

Pricing and Variants

The 2022 Honda NC750X with standard manual six-speed transmission retails for $8,699. The DCT automatic transmission version of the 2022 NC750X has an MSRP of $9,299.

Competition

Competitors to the Honda NC750X include other commuter-friendly streetbikes with upright riding position, such as the Kawasaki Versys 650, Suzuki V-Strom 650, and BMW F 900 R.

Powertrain: Engine, Transmission, and Performance

The liquid-cooled OHC parallel-twin engine has its cylinders canted forward at 55 degrees, with a 270-degree crankshaft. Because the engine design was based upon Honda’s Fit/Jazz subcompact automobile engine, the volumetric efficiency and engine tuning is maximized for lower rpm, so it not only provides excellent torque but also sips fuel compared to the usual higher-revving motorcycle engine design. Honda claims 57.8 hp at 6,750 rpm and 50.9 pound-feet of torque at 4,750 rpm.

In the Ride Review of the 2021 NC750X DCT model, Cycle World noted, “With its quick-revving nature and a flat torque curve that starts just off idle, whacking the throttle open from a stoplight is rewarded with instant and surprisingly strong acceleration that will easily holeshot any traffic.” The DCT automatic transmission does an excellent job of sensing when you’re ramping up the pace through turns versus just commuting to work, making downshifts at just the right times before corner entry.

Handling

Despite its 472-pound wet weight (493 pounds for the DCT version), 60-inch wheelbase, and nonadjustable (save for spring preload on the rear shock) suspension, the NC750X is surprisingly agile and can make quick work of a twisty section of road. Ground clearance is quite good before the footpeg tips touch down, with chassis pitch kept to a minimum and very good grip from the stock Metzeler Tourance Next tires. Steering is light and neutral at all speeds, yet the chassis remains very stable in nearly all situations.

The NC750X’s storage trunk was enlarged in 2021, an update made possible by the bike’s new frame. (Jeff Allen/)

Brakes

The 320mm disc and twin-piston slide-pin caliper with two-channel ABS up front provides adequate braking power, but stopping power is much stronger when used in conjunction with the 240mm rear disc brake.

Fuel Economy and Real-World MPG

The NC750X recorded an average of 52.4 mpg during Cycle World’s First Ride Review test.

Ergonomics: Comfort and Utility

The NC750X’s ergonomics are pretty much standard bike fare, with a comfortable upright riding position providing good leverage over a wide handlebar. The seat-to-footpeg relationship is a little cramped, though, with those taller than 5 feet, 8 inches probably wishing for a taller seat option. It turns out there are benefits and downsides to the 1.2-inch-lower seat height introduced in 2021.

Since practical features are equally important as a slim, sporty design, the NC750X’s front storage compartment is positioned where the fuel tank would traditionally sit. It holds 23 liters and is shaped to fit a helmet, but also comes in handy when transporting a random assortment of goods, from groceries to books and more. The exterior portion of the lid features rails for mounting a tank bag, while the interior portion has four hooks, for using rubber straps that can help in organizing luggage.

Electronics

The NC750X got a major upgrade to its electronics in 2021. With throttle by wire now managing engine performance and character, Honda was able to incorporate three modes for the rider to choose from for various riding conditions. Mode selection is managed between the left-hand switch gear and the LCD display. Honda Selectable Torque Control (HSTC) comes standard on both the manual and DCT NC750X and is designed to offer softer, finer control as it manages rear-wheel torque thanks to TBW.

Two-channel ABS is used for both front and rear brakes. Lighting is all LED, although the instrument panel is an LCD instead of the increasingly common TFT display, reflecting Honda’s price-point intentions.

The NC750X makes for a great commuter, but won’t shy away from longer rides or a fun day on twisty canyon roads. (Jeff Allen/)

Warranty and Maintenance Coverage

The NC750X comes with Honda’s standard one-year unlimited mileage limited warranty that is transferable if you sell the bike. Extended coverage up to five years is available via the Honda Protection Plan.

Quality

Despite its economical design, the NC750X still reflects Honda’s pride in the quality of its products. Fit and finish are up to Honda’s usual standards: Excellent.

2022 Honda NC750X/NC750X DCT Claimed Specifications

Source: MotorCyclistOnline.com