– 2016 NC750X Adventure Motorcycle Specs, Features, Pictures & Videos (DCT Automatic Option) –
Honda just released information on the newly changed-up 2016 NC750X Adventure Motorcycle. I know a lot of you have been patiently awaiting the release of the 2016 NC750X in hopes that it would be coming to the USA. Sadly, it is not coming to our shores for 2016.
2016 NC750X Changes: Honda’s ultimate commuting motorcycle gets more adventurous with a tough new look and LED lighting,revised front fork damping, expanded storage compartment plus LCD instruments with personalized color options. The Dual Clutch Transmission machine receives 3-level S mode, plus further software upgrades in both MT and AT riding modes. The frugal 750cc parallel twin gains EURO4 compliance and a revised exhaust muffler adds a deeper tone.
- 2016 NC750X Horsepower: 54 HP at 6,250 RPM
- 2016 NC750X Torque: 50 lb/ft TQ at 4,750 RPM
- 2016 NC750X Redline:
- 2016 NC750X MPG:
2016 NC750X Review Contents:
- 1. Introduction
- 2. Model overview
- 3. Key features
- 4. Technical specifications
1. Introduction
Since its introduction in 2012* the NC750X has enjoyed consistent popularity throughout Europe, making it a permanent fixture in the ranks of Europe’s top ten best selling motorcycles.
Reasons for its success are several: its ground-breaking, torque-laden twin-cylinder engine, which sips fuel while punching the bike forward in the low-to-mid rpm ranges, the relaxed, roomy riding position, wide handlebars and comfortable seat and riding position, the compliant, long-travel suspension and distinctive adventure styling all play their part.
The storage compartment (where the fuel tank would normally be) capable of holding a full-face helmet and Honda’s unique DCT (Dual Clutch Transmission) that over a third of customers choose are further features that set the NC750X apart.
As a total package, the NC750X’s qualities combine to create a motorcycle which functions superbly. For all types of riding – commuting, touring and simply riding for pleasure – it is a motorcycle with compelling all-round appeal. For 2016, both form and function are enhanced still further, building on the NC750X’s innovative DNA and making it feel – and work – even better again.
*As the NC700X.
2. Model Overview
The 2016 evolution of the NC750X updates the styling, giving the bike a more adventure-oriented edge while improving comfort for rider and pillion.
A larger windscreen gives greater wind protection and there’s more room in the storage compartment, which now has a utility rail built onto its lid. The LED headlight and taillight add class and new instruments – with variable color display – can be personalized and present a premium image to the rider.
DCT is matured even further, with software upgrades for a more natural ‘feathered’ clutch feel around an on/off throttle. For even sportier riding, there are now 3 levels of S mode for gear changes in AT mode, and raised rpm upper limit for downshifts in MT mode. Further software upgrades also improve DCT’s performance in a variety of situations.
A spring preload adjustment system is added to the rear shock absorber while new Showa Dual Bending Valves (SDBV) front forks are fitted up front. A new exhaust muffler saves weight and generates a pleasing exhaust ‘pulse’ and the manual six-speed gearbox option has a lighter clutch.
3. Key Features
3.1 Styling & Equipment
A lot of the experience of riding a motorcycle comes down to feeling, and guiding the NC750X’s redesign is the phrase ‘Sensual Performance.’ From the front the machine has a bolder, more adventurous identity with an LED headlight and running lights forming a unique impression.
The screen is 70mm taller, improving airflow around the rider’s upper body and a central duct equalizes pressure. Slits on the upper left and right side reduce wind noise.
The side cowls have filled out and the side covers reduced in size, creating muscular lines. A svelte seat unit and clear-smoke LED taillight are underlined by the new exhaust muffler and create a minimal look, further emphasizing the mass-forward stance.
The storage area has increased in size by 1L to 22L and the lid exterior now features rugged external rails – useful for mounting a tank bag. The lid’s interior has four hooks to allow rubber straps to assist in organizing luggage and make best use of all of the space.
Brand new instruments use a negative LCD display. Information includes odometer, trip meter, gear position, fuel efficiency and consumption gauges, (optional) heated grip temperature plus 3-stage S mode for the DCT model.
The color of the rev-counter bar display can also be changed by the rider; a total of 9 options are available. It is also possible to have colors change according to gear selected, rpm range or (for the DCT version) riding mode.
ECO and SHIFT mode are further options when riding with the display set to a single color or (on the DCT machine) the mode-dependent setting. ECO mode turns the display to light blue if riding with good fuel efficiency, and green if riding even more economically. SHIFT mode sees the color change to orange if engine rpm exceeds a level pre-set by the rider.
A new ‘wave’ key features the Honda Ignition Security System (HISS). If the ID chip embedded in the key and the ID in the Engine Control Unit (ECU) do not match, the engine will not start.
2016 NC750X Color Options:
- Matt Pearl Glare White
- Candy Arcadian Red
- Sword Silver Metallic
- Matt Gunpowder Metallic
- Glint Wave Blue Metallic
The range of genuine Honda Accessories include a specifically-designed new rear rack and knuckle guards to add integrated function and tough adventure style; 35L and 45L top boxes; 29L panniers; inner bags; center stand; fog lights and fairing bars; 5-stage heated grips; U-lock and AC charging socket.
3.2 Dual Clutch Transmission
Honda’s DCT technology is now in its sixth year of production and gaining popularity year on year on all of the machines that feature it as an option. DCT 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.
The DCT system features two automatic plus the MT mode for manual gear changes. The standard automatic D mode is for general or highway riding and maximum fuel economy. S mode – which shifts up and down at higher rpm than D mode for a sportier ride – has now been expanded to give three levels of sports performance. Some riders prefer to ride higher gears, some lower and the three modes make it possible to tailor gearbox response to riding style. The selected level is stored, and acts as the default S Mode for subsequent rides. It is also displayed on the dash.
The DCT used by the NC750X now features “Adaptive Clutch Capability Control” that manages the amount of clutch torque transmitted. This adds a natural ‘feathered’ clutch feel when opening or shutting off the throttle for a smoother ride. Further refinements include faster operation of the N-D switch on turning on the ignition and a control system in AT mode for gauging the angle of ascent or descent and adapting shift pattern accordingly.
3.3 Chassis
The NC750X’s rugged steel diamond frame delivers the high levels of rigidity required for agile, responsive handling in a variety of conditions. It’s also ideal where space is at a premium, since it takes up very little volume but offers superb riding dynamics.
Rake is set at 27° with trail of 110mm, wheelbase of 1,535mm and front/rear weight distribution of 48/52. Curb weight is 220kg (230kg DCT). Seat height is 830mm
The riding position is upright and neutral, with a higher viewpoint for enhanced hazard perception. Another advantage of this adventure-style riding position is great low-speed control – combined with the low center of gravity and generous steering lock the result is exceptional low-speed handling and balance.
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41mm telescopic forks feature 153.5mm travel and for 2016 use Showa dual-bending valves, with ratios optimised for both compression and rebound damping. This allows the generation of damping force in precise proportion to piston speed – from the low speed range – improving ride quality and comfort. Increased compression damping provides more progressive firmer suspension response and helps reduce dive under heavy braking. Grey Alumite caps add a finishing touch.
The rear monoshock gains a spring preload adjuster system and has 150mm travel. It operates through Pro-Link that offers an optimized balance of a soft initial stroke, for dealing with low-speed bumps, together with excellent control.
Up front the 320mm wavy disc and revised two-piston brake caliper deliver plenty of easy-to-modulate stopping power, complemented by the rear 240mm wavy disc and single-piston caliper. Lightweight two-channel ABS provides powerful and confident braking even on slippery or wet road surfaces.
Cast aluminum front and rear wheels – sizes 17 x 3.50-inch and 17 x 4.50-inch – wear 120/70 ZR17 and 160/60 ZR17 tires. New forged aluminum L-shaped rim valves make checking and adjusting air pressure easier.
3.4 Engine
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 chambers combine with the high-inertial mass crankshaft to produce large amounts of effortless torque from very low rpm. 2016 NC750X horsepower comes in at 54 @ 6,250rpm with maximum torque of 50 lb ft @ 4,750rpm.
PGM-FI always injects the exact fuel/air ratio required for a complete and clean burn at all rpm in any riding situation. The engine is EURO4 compliant with CO2 emissions of 81g/km and fuel consumption of 28.6km/l (WMTC mode) provides a 400km plus range from the 14.1-liter underseat fuel tank.
Twin balancers counteract vibration from higher rpm inertia, refining the engine yet still allowing the distinct ‘throb’ delivered by its 270° firing order. Bore and stroke is set at 80 x 77mm. By keeping the number of parts to a minimum, the engine is kept light, efficient and reliable. For 2016 the manual transmission engine receives revised clutch lever ratio – and new dogleg lever – make easier work of frequent gear changes.
There is just one 36mm throttle body and where possible components are made to do more than one job; the camshaft drives the water pump, while one of the balancer shafts drives the oil pump.
A new lightweight pentagon-shaped muffler is smaller than the previous design and uses two chambers joined by a hole-punched link pipe, which works with a final resonator chamber to create a deeper, more distinctive sound and exhaust pulse. The built-in catalyser has a two-layer structure for cleaner emissions.
What do you think about the 2016 NC750X changes? Any other upgrades or changes Honda should’ve thrown at this bike?
4. 2016 NC750X Technical Specifications
| ENGINE | |
| Type | Liquid-cooled 4-stroke 8-valve, SOHC parallel 2-cylinder. EURO4 compliant. |
| Displacement | 745cc |
| Bore & Stroke | 77mm x 80mm |
| Compression Ratio | 10.7 : 1 |
| Max. Power Output | 54 HP @ 6,250rpm (95/1/EC) |
| Max. Torque | 50 lb ft @ 4,750rpm (95/1/EC) |
| Oil Capacity | MT : 3.7L
DCT : 4.1L |
| FUEL SYSTEM | |
| Carburation | PGM-FI electronic fuel injection |
| Fuel Tank Capacity | 14.1 litres |
| Fuel Consumption | MT: 28.6km/l (WMTC mode)
DCT: 28.6km/l (WMTC mode-Tested in D-Mode) |
| ELECTRICAL SYSTEM | |
| Starter | Electric |
| Battery Capacity | 12V/11.2AH |
| ACG Output | MT : 420W/5000rpm
DCT : 450W/5000rpm |
| DRIVETRAIN | |
| Clutch Type | MT：Wet multiplate clutch
DCT: Wet multiplate hydraulic 2-clutch |
| Transmission Type | MT: 6-speed Manual Transmission
DCT: 6-speed Dual Clutch Transmission |
| Final Drive | Chain |
| FRAME | |
| Type | Diamond; steel pipe |
| CHASSIS | |
| Dimensions (L´W´H) | 2230mm x 845mm x 1350mm |
| Wheelbase | 1535mm |
| Caster Angle | 27° |
| Trail | 110mm |
| Seat Height | 830mm |
| Ground Clearance | 165mm (minimum) |
| Curb Weight | MT: 220kg
DCT: 230kg |
| SUSPENSION | |
| Type Front | 41mm telescopic fork, 153.5mm stroke |
| Type Rear | Monoshock damper, Pro-Link swingarm, 150mm travel |
| WHEELS | |
| Type Front | Multi-spoke cast aluminum |
| Type Rear | Multi-spoke cast aluminum |
| Rim Size Front | 17M/C x MT3.50 |
| Rim Size Rear | 17M/C x MT4.50 |
| Tires Front | 120/70-ZR17M/C (58W) |
| Tires Rear | 160/60-ZR17M/C (69W) |
| BRAKES | |
| ABS System Type | 2-channel ABS |
| Type Front | 320mm single wavy hydraulic disc with 2-piston caliper and sintered metal pads |
| Type Rear | 240mm single wavy hydraulic disc with single-piston caliper and resin mold pads |
| INSTRUMENTS & ELECTRICS | |
| Instruments | Digital speedometer, digital bar-type tachometer, clock, bar-type fuel meter, two trip meters, gear position indicator,
‘instant’ and ‘average’ fuel consumption and coolant temperaturewarning light. |
| Security System | HISS |
| Headlight | LED |
| Taillight | LED |
GREAT torque but way down on HP…no where near the competition…but it’s a fun bike around town though with that DCT…
Yeah, she’s down on horsepower but like you mentioned it’s fun around town. To me, it’s more peppy than what you’d think with the performance specs on it. The one upside though is the power you do have comes on a lot quicker than most bikes in the rev range but it definitely takes some getting used to with how the engine delivers it’s power. I found myself on the rev limiter frequently the first few times riding haha. You get used to bikes revving so much higher that you have to reprogram your normal habits.
Cool to hear you like the DCT… A lot of people give it a bad rap without even trying it first. They see “automatic motorcycle” and have a preconceived notion that they won’t like it.
Thanks for checking out the site and posting up too!
Anybody that has spent time on a cruiser will find plenty of power in the NC (yes, some cruiser have more power, but also weigh considerably more).
Saw the new nc750 and loved it . My problem is that I’m short and need to
Reduce seat gushy by 3cm. There are few lowering links out there but many
Negative posts against it.
What do you think ?
Danny
Correction : should be read :
Reduce seat hight by 3cm .
Danny
There’s just one thing, why, o why have you left the gas cap under the rear seat?
And the turn signals, I’ve been told are not led! again why???????
Great bike, something different that won’t suit everyone. I can’t wait to get a test ride, love the practicality. This is a very popular bike amongst couriers in that London.