– Detailed 2018 NC750X Adventure Motorcycle Review / Buyer’s Guide: Specs, Features, Release Date, Pictures & Videos + More! (DCT Automatic Option) –
Back again today guys with another update from the EICMA 2017 Motorcycle Show and have some more good news with a bike that’s actually getting some pretty substantial changes instead of the usual “BNG” we see often from motorcycle manufacturers. What’s BNG? Bold New Graphics… Today we’re going to go over the NC750X, a model that was previously known as the NC700X here in the USA up until the 2018 NC700X model was announced – or should I say 2018 NC750X now… Because we FINALLY get the 750cc engine upgrade for our NC! Why do I say “finally”? If you don’t follow motorcycle news from around the world you wouldn’t be aware of this but Europe and a few other select parts of the world were blessed with the larger engine with more horsepower and torque a few years back. The changes and upgrades for 2018 on the NC-X model don’t stop there though and we’ll continue more on that below. Now, with the introduction of the NC750X that does mean there will be no 2018 NC700X – it has been discontinued in favor of the newer and all-around better bike.
What exactly is the 2018 NC750X from Honda? It’s a midsize adventure-touring motorcycle—long heralded as the ultimate commuting bike—and to make it even better gets a number of important updates for 2018, enabling sportier performance while retaining the practical, utilitarian attributes for which it is known. The new 2018 NC750X will be released in the USA starting in the summer of 2018 with Europe released starting in early 2018.
The new model year brings a 75cc displacement increase to 745cc, along with the addition of two-level Honda Selectable Torque Control (HSTC), while mode changes to the automatic Dual Clutch Transmission (DCT) allow the possibility of higher-rpm shift points. When it was originally introduced in 2012, the NC700 (as it was called then) was noted for its “crossover” styling and innovative features. Now, updates result in a sportier character and a larger engine. The result is a fresh take on a highly functional machine that is more versatile than ever.
Lee Edmunds | American Honda’s Manager of Motorcycle Marketing Communications:
“We’re pleased to be able to offer the NC750X to our customers, especially with these new, performance-oriented updates. Customers will continue to appreciate this model’s practical benefits, while a displacement increase, HSTC, and DCT improvements give it a more vibrant character as well.”
Now, let’s get to the good stuff and dive into the NC750X and see exactly what it’s about and what it has to offer…
Key 2018 NC750X Info (for those in a hurry):
- 2018 NC750X Model Options / Variations:
- Option 1: Manual Transmission
- Option 2: Automatic Transmission DCT
- 2018 NC750X Price: $7,999
- 2018 NC750X DCT Price: $8,699
- 2018 NC750X Release Date: Summer 2018
- 2018 NC750X Colors:
- USA Colors:
- Euro Colors:
- Matte Pearl Glare White
- Candy Chromosphere Red
- Matte Gunpowder Black Metallic
- Glint Wave Blue Metallic
- USA Colors:
- 2018 NC750X Horsepower: 54 HP at 6,250 RPM
- 2018 NC750X Miles Per Gallon: 67 MPG
- 2018 NC750X VS NC700X Changes? Yes, many. See below…
- 2018 NC750X Review Contents:
- 1. | Introduction
- 2. | Quick Model Features Overview
- 3. |Key Features
- 3.1 | Styling & Equipment
- 3.2 | Engine
- 3.3 | DCT / Dual Clutch Transmission (Automatic)
- 3.4 | Chassis / Frame / Suspension
- 4. |Accessories
- 5. | Technical specifications
1. | Introduction
Honda’s midsize adventure-touring machine—long heralded as the ultimate commuting motorcycle—gets a number of important updates for 2018, enabling sportier performance while retaining the practical, utilitarian attributes for which it is known. The new model year brings a 75cc displacement increase to 745cc, along with the addition of two-level Honda Selectable Torque Control (HSTC), while mode changes to the automatic Dual Clutch Transmission (DCT) allow the possibility of higher-rpm shift points.
When it was originally introduced in 2012 as a 700, the model was noted for its “crossover” styling; comfortable, upright riding position; available automatic Dual Clutch Transmission (DCT); long-travel suspension; and innovative, under-seat fuel cell, with a faux tank housing a storage compartment. The bike’s NC moniker stood for New Concept, and its torque-laden parallel-twin engine borrowed from Honda’s automotive technology, with a long-stroke design leading to a low rev ceiling and excellent fuel efficiency. Now, updates result in a sportier character, resulting in a fresh take on a highly functional machine that is now more versatile than ever.
2. | Model Features Overview
- Bold, adventurous design identity based on the “Sensual Performance” concept, with an LED headlight, taillight, and running lights
- Liquid-cooled, 745cc, SOHC, 8-valve parallel-twin engine ensures punchy performance in the low-to-mid rpm range, with large amounts of effortless torque from very low rpm
- New for 2018, the NC750X gets two-level Honda Selectable Torque Control (HSTC)
- Twin engine balancers counteract vibration at higher rpm inertia, refining the engine yet still allowing the distinct “throb” delivered by its 270º firing order
- By minimizing the number of parts, engine is kept light, efficient, and reliable, as components are made to do more than one job where possible
- Available Dual Clutch Transmission (DCT) features two automatic modes—DRIVE and SPORT—plus the manual mode. Adaptive Clutch Capability Control manages the amount of clutch torque transmitted, adding a “feathered” clutch feel when opening or closing the throttle, for a smoother ride. For 2018, the DCT rev ceiling for upshifts has been raised to 7,500 rpm to make more use of the engine’s peak power
- Faux tank includes a 22 liter storage area (enough to hold a full-size helmet). Lid features tank-bag rails on the outside and strap hooks inside
- Upright, natural riding position, with a high viewpoint for enhanced hazard perception and great low-speed control
- Showa Dual Bending Valve fork and single rear shock with Pro-Link® configuration for smooth ride in a variety of road conditions
- Attractive instruments use a negative LCD display, with information including odometer, trip meter, gear position, fuel efficiency and consumption gauges, (optional) heated-grip temperature, and three-stage SPORT mode for DCT model
- Color of rev-counter bar display can be changed by rider
- Tall windscreen guides airflow around rider’s body
3. | Key Features
3.1 | Styling & Equipment
- Adventure styling provides comfort for rider and passenger
- 22L storage area will take a full-face helmet
- Negative LCD instrument display can be personalised
- LED headlight and taillight
- * Wave key with Honda Ignition Security System (HISS)
Much of the motorcycle-riding experience comes down to feeling, and guiding the NC750X’s design is the phrase “Sensual Performance.” From the front, the machine has a bold, adventurous identity, with an LED headlight and running lights forming a unique impression.
The tall windscreen guides airflow around the rider’s upper body, and a central duct equalizes pressure, while slits on the upper left and right sides reduce wind noise. The side cowls and side covers create muscular lines, and the svelte seat unit and clear-smoke LED taillight are underlined in a minimal manner by the exhaust muffler, further emphasizing the mass-forward stance.
Volume of the storage compartment is 22 liters (enough to hold a full-size helmet), and its lid features external rails that are useful for mounting a tank bag. Inside the lid are four hooks that allow rubber straps to assist in organizing contents.
Attractive instruments use a negative LCD display, and information includes odometer, trip meter, gear position, fuel economy and consumption gauges, (optional) heated grip temperature, and three-stage SPORT mode for the DCT model.
The NC750X’s 745cc twin cylinder engine puts out strong low-to-mid range torque, delivering strong acceleration from very low rpm. The engine now features 2 Level Honda Selectable Torque Control (HSTC), which can also be turned off.
The NC750X’s DCT features a natural ‘feathered’ clutch feel around an on/off throttle. In addition to the most fuel efficient automatic D Mode, for sportier riding there are 3 levels of S mode.
The color of the rev-counter bar display can be changed by the rider; a total of nine 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 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.
Also for my readers overseas: Honda has made available for 2018 a 47 HP / 35 kW version allowing A2 licence holders to enjoy the NC750X. This new version can easily be converted to a full power version at the appropriate time at a Honda dealer. A ‘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.
- 2018 NC750X USA colors:
- The 2018 NC750X is available in 5 color options in Europe:
- Matt Pearl Glare White
- Candy Chromosphere Red
- Matt Gunpowder Black Metallic
- Glint Wave Blue Metallic
3.2 | Engine
- 54 horsepower peak power / 50 ft/lb torque
- 2 Level Honda Selectable Torque Control (HSTC) now standard
- HSTC can also be turned OFF
- RPMs cut raised by 900rpm to 7,500rpm
- 248+ mile range possible from the 3.7 gal. fuel tank
The design of the NC750X’s liquid-cooled, SOHC, 8-valve parallel-twin-cylinder engine ensures punchy performance in the low-to-mid rpm 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. The engine’s forward-leaning position lowers the center of gravity for optimum handling and stability. Peak horsepower is 54 HP @ 6,250 RPM with maximum torque of 50 ft/lb @ 4,750 RPM. For 2018, the rpm limit has been raised to 7,500 RPM to allow natural use of the engine performance into a higher rpm range.
How does the new 2018 NC750X do on the fuel economy side of things when compared against the outgoing NC700X model? Rather well actually. Fuel consumption of 67 MPG provides a 240+ plus mile range from the 3.7 gallon under-seat fuel tank.
Another addition for 2018, the NC750X gets Honda Selectable Torque Control (HSTC), featuring two levels. Level 1 allows some rear-wheel spin—on gravel or dirt for instance—while Level 2 reduces wheel spin, particularly on slippery roads while still providing confidence. Level 2 is the default from “ignition on,” and a push of the button on the left side of the handlebar changes the setting to Level 1. Pushing and holding the button turns HSTC off.
Twin balancers counteract vibration from higher rpm inertia, refining the engine yet still allowing the distinct “throb” delivered by its 270° firing order, and bore and stroke are set at 80mm x 77mm. By minimizing the number of parts, the engine is kept light, efficient, and reliable, as components are made to do more than one job where possible; for example, the camshaft drives the water pump, while one of the balancer shafts drives the oil pump.
A lightweight, pentagon-shaped muffler uses two chambers joined by a hole-punched link pipe, which works with a final resonator chamber to create a deeply distinctive sound and exhaust pulse. The built-in catalyzer has a two-layer structure to help reduce and offer cleaner emissions.
Now to the meat and pototatoes so-to-say… Exactly how much more performance are you going to get when doing a comparison of the NC700X VS NC750X? Not a lot in the grand scheme of things but I’ve never met a horsepower I didn’t like and even if it’s just a bump of one then it’s a step in the right direction. The NC700X was rated at 51 horsepower from Honda and now the NC750X is rated at 54 horsepower.
For A2 licence holders in Europe etc a 47 HP / 35kW version is now available, which can be easily converted to the full power version by a Honda dealer at the appropriate time. Equally, it will be possible to restrict the full power version to 47 HP / 35 kW by a Honda dealer replacing the standard throttle body and remapping the ECU. In most riding situations the restriction of peak power is not noticeable and the 0-100m acceleration time is identical to the full power version. The NC750X’s engine is EURO4 compliant.
3.3 | Dual Clutch Transmission (optional)
- Adaptive Clutch Capability Control gives natural feel
- 3 levels of sporty S mode
Honda’s automatic Dual Clutch Transmission technology for motorcycles is now in its eighth year of production and is steadily gaining popularity. So much so that Honda now utilizes a DCT transmission in not only many different motorcycles but also with their ATV and Side by Side / UTV models too! 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 (MT = manual) mode for manual gear changes. The standard automatic D (D = drive) mode is for general or highway riding and maximum fuel economy. S (S = sport) mode – which shifts up and down at higher rpm than D mode for a sportier ride – gives three levels of sports performance.
Some riders prefer to ride higher gears, some lower, and the three mode options make it possible to tailor the gearbox response to your 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 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 fast operation of the N-D (N = Neutral / D = Drive) switch on turning on the ignition and a control system in AT (AT = Automatic) mode for gauging the angle of ascent or descent and adapting shift pattern accordingly.
For 2018, the DCT rev ceiling for upshifts has been raised from 6,600 RPM to 7,500 RPM (which is where redline starts), to make more use of the engine’s peak power.
3.4 | Chassis
- Rugged steel diamond frame
- Long travel 41mm Showa Dual Bending Valve front fork
- Pro-Link rear suspension with preload adjustable shock absorber
- 320mm front disc and two-piston caliper/240mm single-piston rear
The NC750X’s rugged steel diamond frame has 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 60.6 inches, and front/rear weight distribution of 48% / 52%. Curb weight is 474 pounds (500 pounds DCT), and seat height is 32.7 inches. The riding position is upright and neutral, with a high viewpoint. 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.
The 41mm telescopic Showa Dual Bending Valve fork features 6.0 inches of travel and has ratios optimized for both compression and rebound damping. This allows the generation of damping force in precise proportion to piston speed (in 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. Gray Alumite caps add a finishing touch.
The single rear monoshock shock features a spring-preload adjuster system and has 5.9 inches of travel. It operates through a Pro-Link® configuration that offers an optimized balance of a soft initial stroke for dealing with low-speed bumps, together with excellent control.
Up front, the 320mm wave rotor and two-piston brake caliper deliver plenty of easy-to-modulate stopping power, complemented by the rear 240mm wave rotor 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. Forged-aluminum L-shaped rim valves simplify the process of checking and adjusting air pressure. As simple as the L-shaped valves may sound on the wheels, it’s by far one of my favorite tweaks that Honda has finally started doing with their motorcycles. It makes like so much easier with a multi-spoke wheel and especially if you have rather large brake rotors, it makes life more difficult than it needs to be but with the L-shaped valves that issue is gone.
4. | Accessories
The range of genuine Honda NC750X Accessories include:
- Specifically designed new rear rack
- Hand guards to add integrated function and tough adventure style
- 35 liter and 45 liter top boxes
- 29 liter panniers
- Inner bags
- Center stand
- Fog lights
- Fairing bars
- 5 stage heated grips
- 12V accessory socket
5. | Technical 2018 NC750X Specifications
|Type||745cc liquid-cooled four-stroke 55º parallel twin|
|Valve Train||SOHC; four valves per cylinder|
|Bore x Stroke||77.0mm x 80.0mm|
|Induction||PGM-FI electronic fuel injection|
|Ignition||Full transistorized ignition|
|Transmission||6 speed automatic DCT||6 speed manual|
|Clutch||2 multiplate wet||Multiplate wet|
|Final Drive||16T/43T; chain|
|Front||41mm Showa Dual Bending Valve telescopic fork; 5.4 in. travel|
|Rear||Pro-Link® w/ single shock; 5.9 in. travel|
|Front||Two 320mm wave discs w/ hydraulic calipers; 2-channel ABS|
|Rear||Single 240mm wave disc w/ hydraulic caliper; 2-channel ABS|
|Rake (Caster Angle)||27º|
|Trail||110mm (4.33 in.)|
|Seat Height||32.7 in.|
|Ground Clearance||6.5 in.|
|Fuel Capacity||3.7 gal. (.8 gal. reserve)|
|Curb Weight*||500 lbs.||478 lbs.|
* Includes all standard equipment, required fluids and full tank of fuel—ready to ride. Meets current EPA standards. Models sold in California meet current CARB standards and may differ slightly due to emissions equipment. Specifications subject to change.