– 2022 Honda NC750X Adventure Motorcycle Review / Buyer’s Guide | Optional DCT Automatic Transmission –
The 2022 Honda NC750X adventure bike has now been released! Below, we’ll cover what Honda changed for 2022 on the NC750X and what they changed in prior years as well as going over all of the nitty-gritty NC750X and NC750X DCT automatic features / specs that you need to know.
- Quick / Key NC750X Info:
- 2022 NC750X Model Lineup Options:
- Option 1: 2022 NC750X (manual transmission)
- Option 2: 2022 NC750X DCT (automatic Dual Clutch Transmission)
- 2022 NC750X Price / MSRP: $8,699
- 2022 NC750X DCT Price / MSRP: $9,299
- 2022 NC750X Release Date: December 2021
- 2022 NC750X Colors: Grand Prix Red
- 2022 NC750X Horsepower: 58 HP @ 6,750 RPM
- 2022 NC750X Torque: 51 lb/ft torque @ 4,750 RPM
- 2022 NC750X MPG: 67 Miles Per Gallon
- 2022 NC750X Seat Height: 31.5 inches
- 2022 NC750X Weight: 472 lbs (curb)
- 2022 NC750X DCT Weight: 494 lbs (curb)
- 2022 NC750X Fuel Tank Capacity / Size: 3.7 gallons
- 2022 NC750X Front Suspension: 41 mm Showa telescopic fork; 4.7 in. travel
- 2022 NC750X Rear Suspension: Pro-Link w/ single Showa shock; 4.7 in. travel
- 2022 NC750X VS 2021 NC750X Changes: Yes, explained below.
- 2022 NC750X VS 2021 NC750X Price Change: +$200
- 2022 NC750X Model Lineup Options:
2022 Honda NC750X Changes / Upgrades? The only changes to the 2022 NC750X comes in the way of pricing with an increase of $200 for this year. Everything else remains the same.
Recent NC750X Changes: The last round of NC750X changes and updates happened in 2021. The NC750X saw a slight horsepower bump, plus higher redline and revised gearbox ratios, which come hand-in-hand with Throttle By Wire management, 3 riding modes and refined, expanded Honda Selectable Torque Control. Its renowned fuel efficiency is maintained, and a full 13 lbs (6kg) has been shaved from the curb weight. A redesigned frame is clothed in sharper-edged styling, the unique up-front storage compartment is usefully larger and seat height 30mm lower. The Dual Clutch Transmission variant continues to offer a technology unique to Honda on two wheels. A new screen, LED lighting and LCD dash round out the update. We’ll dive deeper into all of this below!
- 2022 NC750X Review Contents:
- 1. | Introduction
- 2. | Model Overview
- 3. | Key Features / Development
- 3.1 | Styling & Equipment
- 3.2 | Engine
- 3.3 | Engine Electronics
- 3.4 | DCT Automatic Transmission (optional)
- 3.5 | Chassis
- 4. | Accessories
- 5. | Photo Gallery / Pictures
- 6. | Technical Specifications
1. | Introduction
Since its introduction in 2012 as the NC700X and then morphing into the now NC750X, the NC750X has enjoyed consistent popularity across the globe. Reasons for the success are several: a ground-breaking, torque-laden, fuel-sipping twin-cylinder engine, a relaxed, roomy riding position with wide handlebars and comfortable seat, compliant suspension and distinctive adventure styling all play their part.
The storage compartment is by far, the coolest party piece on the NC750X in my opinion – it’s where the fuel tank would normally be, capable of holding a full-face helmet. Honda’s unique Dual Clutch Transmission (DCT) has been gaining more and more popularity around the world as well with more than half of European customers choosing the DCT automatic transmission NC750X last year over the manual counterpart. In the USA, for the past 12 months 57% of Gold Wing sales were with DCT automatic transmissions and 38% of Africa Twin models went the same route with Honda’s DCT transmission. Those are just a couple of the unique features that set the NC750X apart.
Viewed as a whole, the NC750X’s qualities combine to create a motorcycle which functions superbly. And for all types of riding – commuting, touring and simply for pleasure – it has proved a motorcycle with compelling all-round appeal.
Honda has taken care to continuously evolve the NC750X’s successful (and unique) formula, with several upgrades over the years. For 2014 it gained 75cc (2018 in the USA), going from 670 to 745cc; for 2016 a new more adventurous aesthetic, new instruments, DCT upgrades and LED lighting were added; for 2018 two-level Honda Selectable Torque Control and a 51 HP (35kW) version arrived.
Then in 2021, Honda built on its core strengths of practicality, do-it-all comfort and handling composure, improving all three. At the same time, there’s also more spirited engine performance, with an injection of extra torque and a boost of top-end zap, with a raised redline. The addition of electronic riding modes completes a polished package.
2. | Model Overview
Last year, the NC750X saw a 4 horsepower gain (3kW) from the now EURO5-spec engine, plus an extra 600 RPM 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 3 default rider modes – RAIN, STANDARD and SPORT plus a customizable USER mode. Honda Selectable Torque Control (HSTC) now has a finer level of input over 3 levels, while the Dual Clutch Transmission (DCT) option features Automatic shifting schedules that integrate with the riding modes, as well as USER control.
The other attention-grabber was the 13lb (6kg) weight loss, 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. The NC750X seat height was reduced 1.2 inches (30mm), the screen offers more wind protection and a new LCD dash is an attractive addition.
The 2022 NC750X will be available in the following color options:
- Grand Prix Red
3. | Key Features / Development
3.1 | NC750X Styling & Equipment
- Sharper, more aggressively minimal styling
- LED headlight/taillight, indicators and LCD display
- Recently updated screen improves wind and weather protection
- Large 23L storage space now holds an adventure-style full-face helmet
Styled in a manner that inspires adventure seekers but also suits commuters, small upper and lower fairings are accentuated by the muscular fuel tank, while the LED headlight and running lights bolster the bike’s image from the front. An LED taillight and LED turn indicators compliment the headlight.
The windscreen offers protection for long rides or short commutes in less-than-ideal conditions. Meanwhile, the slim side panels and side covers, along with the slender seat, contribute to the NC750X’s lightweight styling without sacrificing comfort.
The LCD dash allows for easy reference of pertinent information and management of riding modes, which allows management of the riding modes through the selection switch on the left handlebar. The rear indicators now have an Emergency Stop Signal (ESS) function: at a minimum speed of 33 MPH, with either brake working if negative acceleration of a minimum of 20ft/s2 is detected, the hazard lights flash to warn other road users a hard stop is in process. At the same speed the threshold is reduced with ABS in play – for wet conditions – to a negative acceleration of a minimum 8.2ft/s2.
The indicators also auto-cancel; rather than using a simple timer, the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the situation.
In Europe, 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.
3.2 | NC750X Engine
- Throttle By Wire and an extra 4 peak horsepower: 58 HP with 51 TQ
- Shorter first three gear ratios for sportier feel, plus an extra 600rpm to the redline
- Slipper clutch reduces lever load 20%, manages rear wheel on down changes
- EURO5 compliant, with 67 MPG possible (28.3km/l WMTC mode)
- 35kW A2 license version available in Europe
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 rpm. A forward cant brings the center of gravity down for optimum stability. Through the course of its 2021 update it is now 2.6 lbs (1.2kg) lighter than before.
Also for 2021, thanks to a finely balanced delay to valve timing (which also now differs between the two cylinders), plus addition of Throttle By Wire (TBW) and improvements to the exhaust, the engine makes more power and revs harder for longer to the new 7,000 RPM redline. Alongside the power hike it holds onto an increased torque output for longer above 5,000 RPM.
Peak horsepower is raised 58 HP @ 6,750 RPM, with maximum torque of 51lb/ft @ 4,750 RPM. Hand in hand with the performance hike are shorter gear ratios over first, second and third gears (for both manual and DCT) improving standing start and roll-on acceleration through each gear. From 19 MPH the NC750X will cover 65ft in 1.7 seconds and 164ft in 3.2 seconds; at 37 MPH the engine is turning at just 2,500 RPM. Fourth, fifth and sixth gears are now slightly taller, for maximum fuel efficiency.
For A2 license holders in Europe a 35kW (47 HP) version is available, which can be easily converted to the full power version by a Honda dealer at the appropriate time. Equally, it is also possible to restrict the full power version to 35kW at a Honda dealer by replacing the standard throttle body and remapping the ECU.
The addition of a slipper clutch in 2021 reduces lever load by 20% and manages rear-wheel lock up under fast down changes of the manual 6-speed gearbox while decelerating.
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 deep, distinctive sound and exhaust pulse. The built-in catalyser has a two-layer structure for cleaner emissions.
The NC750X engine sips fuel – with a measured consumption of 67 MPG providing a near 248 mile range from the 3.7 gallon underseat fuel tank shown below – and is now EURO5 compliant.
3.3 | Engine Electronics
- Throttle By Wire delivers 3 default riding modes, plus USER customization
- Honda Selectable Torque Control features much finer control, and 3 levels of intervention
With TBW now managing engine performance and character there are 3 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 confidence-inspiring traction for general riding conditions.
- Level 3 provides maximum control for slippery roads.
HSTC can also be switched OFF.
3.4 | NC750X DCT / Dual Clutch Automatic Transmission
- Differing shifting schedules employed depending on riding mode selected
- USER mode allows choice of 4 settings
- Adaptive Clutch Capability Control gives natural feel
Having arrived on the market on the VFR1200F in 2010, Honda’s unique-in-motorcycling DCT automatic transmission technology is now in its 11th year of production. American Honda hasn’t released total sales numbers on DCT motorcycles but over 140,000 DCT-equipped motorcycles have been sold in Europe since introduction, and 52% of customers chose the DCT option for the NC750X last year.
The ‘easy and direct’ DCT technology delivers consistent, seamless 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, 4 different shifting schedules operate, with 3 defaults: Level 1 is the most relaxed, and is used within RAIN mode; Levels 2 and 4 shift up at higher rpm and are linked with STANDARD and SPORT riding modes.
Within the USER riding mode, a fourth DCT shift pattern – between those for STANDARD and SPORT in terms of ‘aggressiveness’ can be chosen.
Adaptive Clutch Capability Control is a feature of the NC750X’s DCT and 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.
3.5 | NC750X Chassis
- Revised tubular steel diamond frame saves weight and makes space
- Curb weight a full 13lbs lighter
- Seat height 1.2 inches lower
- Shorter travel 41mm Showa Dual Bending Valve front fork and Pro-Link rear monoshock, spring preload adjustable
For an invisible – but major – advance of the NC750X’s chassis 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 4 lbs (1.8kg) over the previous model but also freed up more useful space for the storage compartment by relocating the battery and redesigning the airbox. Detail work in all areas of the chassis contributed 2.6 lbs (1.2kg) of weight saving.
Rake remains 27° with trail of 4.3 in., wheelbase of 60 in. and front/rear weight distribution of 48/52. Curb weight is 472 lbs (494 lbs DCT), 13.2 lbs lighter. Seat height is also 1.2 inches lower, at 31.5 in.
The riding position is upright and neutral, with a high 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.
A lower seat height has been achieved by a slight reduction in suspension travel. The 41mm telescopic forks now offer 4.7 in. of travel (6.0 in.) and use Showa Dual Bending Valves, with ratios optimized 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.
The rear monoshock features a spring preload adjuster system with 4.7 in. of travel, from 5.9 inches. 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 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. Forged aluminum L-shaped rim valves make checking and adjusting air pressure easier.
4. | NC750X Accessories
A full range of Honda Genuine Accessories are available for the NC750X and include:
- USB-C charging point for the internal storage area
- Resin rear rack
- 38L / 50L top box with aluminum/color matched insert option
- Pannier stays
- Panniers – right 26L/32L, left 33L with aluminum/color matched insert option
- Tall screen
- Foot deflectors
- Side protector bars finished in Metallic Silver
- Fog lights
- Heated grips
- 2022 NC750X accessory pictures:
5. | Photo Gallery / Pictures
6. | Technical Specifications
2022 Honda NC750X
745cc liquid-cooled four-stroke 55º parallel twin
SOHC; 4 valves per cylinder
|Bore x Stroke||77.0 mm x 80.0 mm|
|Induction||PGM-FI electronic fuel injection w/ 36mm throttle bore (throttle-by-wire)|
Full transistorized ignition
6-speed automatic DCT
2 multiplate wet
#520 chain; 16T/43T
|Front||41 mm Showa telescopic fork; 4.7 in. travel|
|Rear||Pro-Link® w/ single shock; 4.7 in. travel|
|Front||Single hydraulic caliper w/ 320 mm wave disc; 2-channel ABS|
|Rear||Single hydraulic caliper w/ 240 mm wave disc; 2-channel ABS|
|Rake (Caster Angle)||
110 mm (4.33 in.)
|Seat Height||31.6 in.|
|Ground Clearance||5.6 in.|
|Fuel Capacity||3.8 gal.|
Grand Prix Red
* 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.