Honda 'evolutionises the NC750X
Gaining 2 kW more power and throttle-by-wire with three riding modes, the Honda NC750X takes a grand evolutionary step from the initial variant launched back in 2012 (and updated in 2016 and 2018).
The storage compartment (where the fuel tank would normally be), capable of holding a full-face helmet and Honda’s Dual Clutch Transmission (DCT) are features that set the NC750X apart.
More peak power for the NC750X’s EURO5-spec engine plus an extra 600 r/min to the redline are the headline changes, thanks to work on valve timing and intake/exhaust efficiency. Shorter ratios for first, second and third gears smarten response while a slipper clutch reduces lever load and keeps the ride smooth on rapid downshifts.
Throttle-by-wire (TBW) brings with it adjustable engine character through three default rider modes - Rain, Standard and Sport plus a customisable User mode. Honda Selectable Torque Control (HSTC) now has a finer level of input over three levels, while the Dual Clutch Transmission (DCT) option features Automatic shifting schedules that integrate with the riding modes, as well as User control.
It is also 6 kg lighter, thanks to a new frame and detail improvements around the engine and bodywork. There’s also a sharper, more minimalist edge to the bodywork, with fresh style for both LED headlight, taillight and rear indicators, while the redesigned storage space grows in volume and usability.
Seat height is reduced 30 mm, the screen offers more wind protection and a new LCD dash is an attractive addition.
The design of the NC750X’s liquid-cooled, SOHC 8-valve parallel twin-cylinder engine ensures punchy performance in the low-to-mid range. Its relatively long-stroke architecture and specially shaped combustion chamber combine with the high-inertial mass crankshaft to produce large amounts of effortless torque from very low revs.
The addition of a slipper clutch for 2021 reduces lever load by 20% and manages rear-wheel lock up under fast down changes of the manual 6-speed gearbox while decelerating.
The NC750X engine sips fuel – with a measured consumption of 28,3 km/l (WMTC mode) providing a near 400 km range from the 14,1-litre underseat fuel tank.
With TBW now managing engine performance and character there are three
modes for the rider to choose from for various riding conditions. Mode
selection is managed between the left-hand switchgear and the LCD display.
SPORT gives more aggressive delivery of engine power and braking, with
low HSTC intervention and DCT mode 4.
RAIN delivers engine power and braking least aggressively, has high
HSTC intervention and Level 1 for the DCT shift pattern.
STANDARD delivers a balanced middle point for engine power delivery,
engine braking and HSTC intervention, plus mode 2 for the DCT.
USER offers custom options of low/medium/high for delivery of engine power and engine braking, low/medium/high/off for HSTC, and four different shift patterns for DCT.
Honda Selectable Torque Control (HSTC) is fitted as standard on
both the manual and DCT NC750X. It now offers much softer, finer control as it
manages rear wheel torque thanks to TBW, over 3 levels as opposed to 2:
Level 1 allows the minimum intervention for some rear wheel spin – on
gravel or dirt for instance, and its level of control is reduced from the
previous design.
Level 2 is the default setting and provides traction for general riding
conditions.
Level 3 provides maximum control for slippery roads.
HSTC can also be switched OFF.
The ‘easy and direct’ DCT technology delivers consistent gear changes up or down and very quickly becomes second nature in use. It uses two clutches: one for start-up and 1st, 3rd and 5th gears: the other for 2nd, 4th and 6th, with the mainshaft for each clutch located inside the other for compact packaging.
Each clutch is independently controlled by its own electro-hydraulic circuit. When a gear change occurs, the system pre-selects the target gear using the clutch not currently in use. The first clutch is then electronically disengaged as, simultaneously, the second clutch engages.
With the DCT gearbox, the rider may choose Manual mode, using paddle-style triggers on the left handlebar to change gear, or Automatic mode. In Automatic mode for the NC750X, four different shifting schedules operate, with three defaults: Level 1 is the most relaxed, and is used within Rain mode; Levels 2 and 4 shift up at higher revs and are linked with Standard and Sport riding modes.
The NC750X has a sharpened identity thanks to redrawn, smaller upper and lower fairings accentuated by the fuel tank. A new LED headlight and running lights form a strong frontal signature.
Improving wind and weather protection, the screen is also new. The side panels and side covers are slimmer and, along with the seat unit, are underlined by the exhaust muffler, further emphasising the mass-forward stance.
Honda’s development engineers
started with the tubular steel diamond frame and, through a careful redesign
(using varying tube thicknesses and weight) not only saved 1,8 kg over the
previous model but also freed up more useful space for the storage compartment
by relocating the battery and redesigning the airbox.
Technical Specifications
|
ENGINE |
|
|
Type |
Liquid-cooled 4-stroke 8-valve, SOHC parallel
2-cylinder. EURO5 compliant. |
|
Displacement |
745cc |
|
Bore & Stroke |
77mm x 80mm |
|
Compression Ratio |
10.7: 1 |
|
Max. Power Output |
43.1kW @6,750rpm |
|
Max. Torque |
69Nm @ 4,750rpm |
|
Oil Capacity |
4L |
|
FUEL SYSTEM |
|
|
Carburation |
PGM-FI electronic fuel injection |
|
Fuel Tank Capacity |
14.1 litres |
|
Fuel Consumption |
MT: 28.3km/l (WMTC mode) DCT: 28.3km/l (WMTC mode-Tested in D-Mode) |
Pricing
NC50XA 21YM: R126 000 including VAT
NC750X DCT: R135 500 including VAT
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