One of Europe's most popular all-rounders gets a comprehensive update: more power, more speed and a revised gear ratio. All this in combination with Honda's Throttle By Wire Management, 3 selectable driving modes and an improved Honda Selectable Torque Control (HSTC). The much-praised fuel efficiency is further optimised, thanks in part to a 6 kg reduction in the unladen weight. The frame is newly designed, as are the cladding parts. The practical storage compartment in the front area has been enlarged and the seat height reduced by 30 mm. In addition, a version with Honda's unique dual-clutch transmission will be available. A new screen, LED lighting and an LCD display complete the update.
2 Model overview
5 Technical data
Since its launch in 2012*, the NC750X has enjoyed great popularity throughout Europe. There are several reasons for success: a groundbreaking, high-torque and at the same time fuel-saving two-cylinder engine, a relaxed and comfortable seating position with a wide handlebar and comfortable seat, a pleasing chassis and the unmistakable adventure styling play an important role.
The storage space (usually where the fuel tank is located), with enough space for an integral helmet and Honda's unique dual-clutch transmission (DCT), which more than half of European buyers have chosen in 2019, are further advantages that distinguish the NC750X.
In the sum of its characteristics, the qualities of the NC750X combine to create a machine that works perfectly and is equipped for all driving conditions - in professional traffic, on trips or simply for pleasure – the NC750X is a true all-rounder.
Honda has placed great emphasis on continuously developing the benefits of the NC750X over the years. In 2014, the displacement increased by 75 cc to 745 cc. In 2016, the NC750X got its adventure styling, new instruments, upgrades for the DCT and LED lighting. In 2018, the two-stage Honda Selectable Torque Control (HSTC) and a 48 hp (35 kW) variant went on sale.
In 2021, Honda will be fully focused on improving the strengths of the NC750X, namely practicality, all-round capabilities and handling. Engine power and torque are sharpened. The red area now starts later and gives the machine an extra degree of agility in the upper speed range. The addition of 3 electronic driving modes adds the finishing touches to the successful overall package.
*Like the NC700X
2.8 hp (2 kW) more peak power for the EURO5 compliant engine of the NC750X and an additional 600 rpm up to the red range are the most striking changes to the new model. This increase in performance is achieved primarily by revising the valve control system and improving inlet and outlet efficiency. A shorter gear ratio for the first, second and third gears allows for better response, while an anti-hopping clutch ensures smooth driving when switching down quickly.
Throttle By Wire (TBW) allows the tuning of the engine characteristics using three standard driving modes - RAIN, STANDARD and SPORT - as well as a customizable USER mode. The Honda Selectable Torque Control (HSTC) now has a finer level that can be controlled in 3 levels. With the optionally available dual-clutch transmission (DCT), the switching behavior adapts to the selected driving mode. In addition, the DCT can be selected from 4 predefined settings (USER mode).
Thanks to the improvements to the engine and cladding, but mainly due to the new frame, the new NC750X is a staggering 6 kg lighter than the previous model. It also features minimalist, fresh styling and modern LED lighting. The storage space in the front of the machine is even more practical thanks to its larger volume. The seat height has been reduced by 30 mm, the screen offers more wind protection and the new LCD display convinces on full line.
The NC750X will be available in the following colors:
Grand Prix Red *NEW*
Matt Ballistic Black Metallic
Pearl Glare White
Glint Wave Blue Metallic
The design of the liquid-cooled, SOHC 8-valve parallel twin motor of the NC750X ensures a lot of power in the lower to medium speed range. The comparatively long-stroke architecture with specially shaped combustion chambers in combination with the crankshaft with high mass inertia guarantees a high torque even at very low speeds. The light forward tilt of the motor shifts the center of gravity downwards for optimal stability. In the course of the update for 2021, it is a whopping 1.2 kg lighter than its predecessor.
The optimized valve control in combination with Throttle By Wire (TBW) and the improvements to the exhaust system give the engine more power and enable higher speeds. The red speed range now only starts at 7,000 rpm. In addition to the increase in performance, the increased torque can be retrieved above 5,000 rpm.
The peak power increases by 4 hp (3 kW) to 59 hp (43.1 kW) at 6,750 rpm, with a maximum torque of 69 Nm at 4,750 rpm. At the same time, shorter gear ratios are introduced via the first, second and third gears (also for DCT) which improve start-up from the stand. Measured from 30 km/h, the NC750X travels 20 m in 1.7 s and 50 m in 3.2 s. At 60 km/h, the engine rotates at only 2,500 rpm. The fourth, fifth and sixth gears are now designed a little longer to achieve maximum fuel efficiency.
For holders of the driving licence class A2, a 48 hp (35 kW) version is available, which can be easily converted to the full version by a Honda dealer at any time. It is also possible to throttle the NC750X to 48 hp (35 kW) at a Honda dealership.
Twin balancing shafts counteract the vibrations due to the higher speed inertia. Thanks to the 270° crankshaft and the characteristic ignition interval, the engine shines with an unmistakable sound. The bore and stroke are set to 77 x 80 mm. All components are designed to perform several tasks at the same time: the camshaft drives the water pump, while one of the balancing shafts drives the oil pump. The minimization of the moving engine parts makes the motor light, efficient and reliable.
Also new for 2021 is the use of an anti-hopping clutch. It reduces the leverage force by 20% when actuated and ensures that the rear wheel does not block when quickly shutting down. The NC750X comes standard with a 6-speed manual transmission.
The lightweight, pentagon-shaped rear silencer has two chambers connected to each other via a perforated connecting tube. In combination with another resonance chamber, a deep, unmistakable sound is created. The two-layer catalyst keeps the emission levels low.
The engine of the NC750X is content with only 3.5 l of fuel per 100 km (WMTC mode). Thus, an approximate range of 400 km is possible. The fuel tank is located under the seat and has a capacity of 14.1 l. The engine meets the EURO5 standard.
3.2 Motor Electronics
Thanks to Throttle By Wire, the driver can choose between 3 different driving modes to adapt the engine characteristics to the respective driving conditions. The mode selection works via the switch unit on the left side of the handlebars and is displayed on the LC display.
SPORT means the most aggressive motor power development possible and the full engine brake with little intervention of the HSTC as well as the DCT mode 4.
RAIN offers the least aggressive engine power development and engine brake with strong intervention of the HSTC as well as the DCT mode in stage 1.
STANDARD is a balanced average of engine power output, engine brake and HSTC intervention as well as DCT mode 2.
USER allows the individual setup by the driver. The engine power development and engine brake can be set from low to medium to high, as can the HSTC. 4 different switching patterns are available for the DCT.
The Honda Selectable Torque Control (HSTC) is standard on both the NC750X with manual transmission and the DCT version. It now offers a much finer tuning, as it controls the rear wheel torque via 3 levels thanks to TBW:
Level 1 allows the minimum intervention of the system for a deliberate turning of the rear wheel - for example on gravel.
Level 2 is the default setting and provides safe traction for almost all driving conditions.
Level 3 provides maximum control on slippery roads.
The HSTC can also be switched off.
3.3 Dual-clutch transmission (DCT)
Honda's unique DCT technology, launched in 2010 with the VFR1200F, is now in its eleventh year of production. Since its launch, more than 140,000 DCT-equipped motorcycles have been sold in Europe. In 2019, 52% of NC750X buyers chose the DCT.
Simple and direct DCT technology ensures consistent, seamless gear changes up and down and is considered essential for many drivers. The gearbox uses two couplings: one for starting and the first, third, fifth and seventh gear, the other for the second, fourth and sixth gears. The main shafts of the two couplings are interlocked in a space-saving manner to enable a compact design.
Each coupling is independently controlled by its own electrohydraulic circuit. When a gear change occurs, the system selects the target gear using the currently unused coupling. The first coupling is then moved out electronically while the second coupling is coupled in at the same time.
The result is a smooth, fast and seamless gear change. Since the dual clutch transfers the drive from one gear to the next with minimal drive interruption to the rear wheel, the shock and nick movements of the machine are minimized, so that the change feels direct and even. Additional advantages include.B longevity (since the gears cannot be damaged by incorrect shifting), preventing choking, stress-free driving in the city and reduced driver fatigue. This allows the rider to concentrate more on all other aspects of motorcycling.
With the DCT transmission, the driver can either choose the manual mode and switch with the rockers on the left side of the handlebars or the automatic mode. In the automatic mode of the NC750X there are 4 different switching patterns with 3 default settings: Level 1 is the most relaxed and is used in combination with the RAIN mode. Levels 2 and 4 only switch to the next gear at higher speeds and are linked to the STANDARD and SPORT driving modes.
Using user mode, a fourth DCT switching pattern can be selected. This is to be classified in terms of engine characteristics between the STANDARD and SPORT driving modes.
The Adaptive Clutch Capability Control is a feature of the DCT on the NC750X to control the transmitted clutch torque. This results in a natural response when opening or closing the throttle handle, which promises smoother driving.
3.4 Styling & Equipment
The redesigned upper and lower panel of the NC750X is accentuated by the muscular fuel tank. The modern LED headlight provides an unmistakable front signature.
Wind and weather protection are also improved thanks to the new screen. The side panels are slimmer and together with the also slim seat and the new rear silencer ensure a successful appearance. The modern LED rear light harmonizes with the LED indicators.
Unique to the NC750X is the storage compartment, which is located at the point where the fuel tank of a motorcycle normally sits. The volume of the compartment was increased by 1 l to 23 l with the 2021 model year and saves 1kg. The lid is equipped with robust rails that can be used to mount a tank backpack. At the bottom of the lid there are four hooks for attaching rubber bands for storing other utensils. In this way, the entire space can be optimally used and organized. New for the 2021 model year is the possibility to order a USB-C jack.
Also new is the full-colour LC display, which allows the control of the driving modes in conjunction with the switch unit on the left side of the handlebars. When braking suddenly at more than 50 km/h, the warning flashing lights flash to warn other road users against full braking.
In contrast to a simple timer, the system compares the speed difference between the front and rear wheels and calculates the time at which the warning flasher is deactivated depending on the situation.
Another feature is the Honda Ignition Security System (HISS). If the ID chip in the key and the ID of the engine control unit (ECU) do not match, the engine will not start.
A barely visible but significant change to the chassis of the NC750X lies in the further development of the diamond steel tube frame. Due to a careful reconstruction (using different tube thicknesses and weights) it was possible not only to save 1.8 kg compared to the previous model, but also to realize the relocation of the battery and the redesign of the airbox. In addition, the new framework allows more usable space for the storage compartment in the front area. Detailed improvements in all areas of the chassis contribute to a total weight saving of 1.2 kg.
The steering angle remains at 27° with a follow-up of 110 mm and a wheelbase of 1,525 mm (1,535 mm with DCT). The weight distribution (front/rear) corresponds to a ratio of 48 to 52. The wet weight is 214kg (224kg with DCT) and is therefore 6kg lower than the previous model. The seat height is also 30 mm lower at 800 mm.
The driving position is upright and neutral. It provides a good overview of the traffic situation. The driving geometry is more like that of an adventure bike. This allows a lot of control at low speeds and gives the NC750X exceptionally good handling in combination with the low centre of gravity and the generous steering angle.
The lower seat height is achieved by a slight reduction in the travel. The 41 mm telescopic fork now has a travel of 120 mm (compared to 153.5 mm) and features Showa's Double-Bending-Valve technology. The fork has been optimized in both pressure and train stage damping. This results in attenuation at low speeds in the exact ratio to the piston speed, which improves driving quality and comfort.
The rear monoshock damper has 120 mm travel (compared to 150 mm) and is adjustable in spring preload. The damper is connected to the swingarm via pro-link and offers both comfort and control.
At the front, the 320 mm wave brake disc with two-piston brake caliper provides plenty of well-dosed braking power. It is supported by a 240 mm wave brake disc with single-piston brake caliper at the rear. The standard two-channel ABS ensures powerful and safe braking even on slippery or wet roads.
Front and rear wheels made of cast aluminium in the sizes 17 x 3.50 inches front and 17 x 4.50 inches rear are equipped with tires in the dimensions 120/70 ZR17 front and 160/60 ZR17 rear. L-shaped valves made of forged aluminium facilitate the control and adjustment of the air pressure.
A range of original Honda accessories are available for the NC750X, including:
Liquid-cooled 4-stroke 8-valve, SOHC-Parallel-Twin, EURO5 compliant
Bore x Stroke
77 mm x 80 mm
59 hp (43.1 kW) at 6,750 rpm
69 Nm at 4,750 rpm
Engine oil quantity
Electronic fuel injection PGM-FI
Manual: 3.5 l/100 km (WMTC mode)
DCT: 3.5 l/100 km (WMTC mode - in level D)
Manual: 420W/5000 rpm
DCT: 450W/5000 rpm
Manual: Multi-discs in the oil bath
DCT: 2 multi-disc coupling packages
DCT: 6-speed dual-clutch transmission
Steel tube frame
Dimensions (L x W x H)
2,210 mm x 846 mm x 1,330 mm
1,525 mm (1,535 mm with DCT)
Steering head angle
Weight (fully fuelled)
Manual: 214 kg
DCT: 224 kg
41 mm telefork, 120 mm stroke
Monoshock damper, Pro-Link swingarm, 120 mm travel
Multi-spokes, cast aluminium
Multi-spokes, cast aluminium
Rim size front
17M/C x MT3.50
Rim size rear
17M/C x MT4.50
Tyres at the front
320 mm single disc (Wave) with 2-piston brake caliper and sintered metal linings
240 mm single disc (Wave) with single piston brake caliper
INSTRUMENTS & ELECTRONICS
Digital speedometer, digital rev counter, clock, fuel indicator, two day-hour meter, gear indicator
Display for instantanee and average consumption, warning light for coolant temperature
All specifications are preliminary and are not available for change.
Please note that the figures given are results obtained by Honda under standardized test conditions prescribed by the WMTC. The tests are carried out on a free country road with a standard version of the vehicle, with only one driver and without additional optional equipment. Actual fuel consumption may vary depending on driving style, vehicle maintenance, weather, road conditions, tyre pressure, accessories, luggage, driver and passenger weight, and other factors.