2015 Honda NC750S Review / Specs – Naked Motorcycle / Bike Overview

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– 2015 NC750S Overview of Features / Specs / HP & TQ / MPG + More! –

Say hello to the 2015 Honda NC750S… Were there any changes to the 2015 NC750S versus the 2014 NC750S? They added a new Seal Silver Metallic color to the mix for 2015 to bring your color options up four color options. With the recent changes of an extra 75cc, more power and torque, twin balancer shafts, new exhaust muffler and taller gearing – plus a host of detail upgrades including – Honda didn’t do any new changes other than colors. ABS is also now fitted as standard and revised software for the optional DCT gearbox and you have one of the most affordable, useful and fun naked motorcycles available.

2015 Honda NC750S Performance / Fuel Consumption Details:

  • 2015 NC750S Horsepower – 54 HP @ 6,250 RPM
  • 2015 NC750S Torque – 40 TQ @ 4,750 RPM
  • 2015 NC750S Miles Per Gallon – 81.6 MPG

2015 NC750S Review Contents:

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  • 1 Introduction
  • 2 Model overview
  • 3 Key features
  • 4 Accessories
  • 5 Technical specifications

1. NC750S Introduction

The naked NC700S – launched three years ago as a brand new model and part of a 3-bike platform – aimed to provide a user-friendly motorcycle that was both affordable to buy and run while proving an attractive, enjoyable proposition for a wide variety of riders.

Its concept was New Concept – Fun Naked and the combination of innovative, torquey parallel twin-cylinder engine, low centre of gravity and nimble, confidence inspiring chassis – plus exceptional fuel economy – has made it a favorite with both genders. Its owners are predominantly new, younger riders stepping up from smaller machines looking equally for performance, practicality and pleasure from their first ‘big’ bike.

In 2014, the NC750S was developed further, to offer more of what every rider liked about the NC700S, and nothing less.

2. NC750S Model Overview

For the 2014 season, a larger 745cc engine capacity gave the NC750S more power and torque throughout the entire rev-range.

The gearing was made taller but acceleration and top speed were also both improved, while the addition of twin-balancer shafts and new exhaust muffler ensured a smooth yet characterful engine feel.

Additional instrumentation, plus a span-adjustable brake lever and 2-channel ABS rounded out the 2014 updates. Still affordable to buy and run – and still made in Japan – the NC750S offers high build quality and the option of Honda’s unique Dual Clutch Transmission (DCT) six-speed gearbox, the DCT itself receiving software upgrades to offer an even more intuitive riding experience.

3. NC750S Key Features

3.1 Engine

An extra 75cc capacity was added to the liquid-cooled, SOHC 8-valve parallel twin-cylinder engine thanks to a bore increased 4mm to 77mm. Stroke was unchanged at 80mm, as was the compression ratio of 10.7:1. Peak power was is boosted to 54 horsepower @ 6,250 RPM with maximum torque of 50 lb/ft torque @ 4,750 RPM. Both power and torque curves were considerably strengthened throughout the entire rev-range.

The design of the NC750S 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.

In 2014, Honda’s engineers added an extra balancer shaft to inject the engine with just the right amount of ‘good’ vibration. The effect of the twin balancers is to counteract vibration from higher rpm inertia for a more refined engine feel, yet still with the distinct “throb” delivered by its 270° firing order.

A new muffler design with heavily revised internals to regulate backpressure due to the capacity increase further added to the riding experience, with an improved beat and exhaust note.

The overall gearing was revised to be 6% taller, giving an increased top speed and more relaxed highway cruising; another effect of the taller gearing was to broaden the usable rpm range relative to road speed. For those choosing the DCT option – the gearing was made 6% taller across 1st to 5th gears, and 3% taller in 6th.

There have always been other benefits to the engine configuration of the NC750S. It is both practical and efficient in terms of layout, freeing up space within the body of the motorcycle – thus making room for the large storage compartment, capable of taking a full-face helmet.

By keeping the number of parts to a minimum, the engine is kept light (it weighs 137 lbs, 152 lbs in DCT form), efficient and reliable. 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.

Thanks to extensive stoichiometric analysis during development the engine is always fed the exact fuel/air ratio required for a complete and clean burn at all rpm in any riding situation. Fuel consumption of 81.6mpg (WMTC mode) is particularly impressive and goes a long way toward making the NC750S inexpensive to run day to day. It also extracts close to a 250 mile range from the 3.72 gallon underseat fuel tank.

The clean combustion also minimizes harmful exhaust gas emissions; PGM-FI fuel injection system supplies the optimum amount of fuel/air mixture thanks to an O2 sensor in the exhaust. A revised high-absorption catalyst is located close to the engine – as a result the catalyst reaches operating temperature quickly after a cold start, further reducing emissions.

3.2 Dual Clutch Transmission (DCT)

Available as an option on the NC750S, Honda’s second-generation DCT gearbox offers a unique combination of direct riding feel and ease of use. A world first for motorcycles when launched on the VFR1200F in 2010, it delivers consistent, seamless gear changes, and very quickly becomes second nature in use.

The system 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.

The result is a consistent, fast and seamless gear change. Furthermore, as the twin clutches transfer drive from one gear to the next, with minimal interruption of the drive to the rear wheel, any gear change shock and pitching of the machine is minimized, making the change feel direct as well as smooth.

With extra benefits such as durability (as the gears cannot be damaged by missing a gear), impossibility of stalling, low stress urban riding, and reduced rider fatigue, DCT has seen increasing acceptance in the market: 21% of NC700S customers chose the DCT option across Europe in the first nine months of 2013, compared with 15% in the whole of 2012.

Three modes of operation are available. MT mode gives full manual control, allowing the rider to shift with the handlebar trigger control buttons. Automatic D mode is ideal for city and highway riding, and achieves optimum fuel efficiency. Automatic S mode is sportier and the ECU lets the engine rev a little higher before shifting up, giving greater performance. It also shifts down sooner when decelerating for extra engine braking.

In either D or S mode, DCT offers immediate manual intervention if required – the rider simply selects the required gear using the up and down shift triggers. At an appropriate time DCT seamlessly reverts back to automatic mode, depending on throttle angle, vehicle speed and gear position.

Furthermore, in “D” mode, the DCT system detects variations in rider input typical to certain environments, from busy urban streets to mountain switchbacks, and adapts its gear change schedule accordingly to create an extra level of riding compatibility.

For the NC750S, upgrades to the software and operating logic ensure an even more intuitive system; downshifts in D and S mode happen earlier for a more responsive feel and extra engine braking, making corner entry natural. Kick down is also smoother thanks to faster gear changes.

3.3 Chassis

The 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 1,525mm and front/rear weight distribution of 48/52. 2015 NC750S Curb weight is 476 (498 lbs with DCT).

Seat height is 790mm and the ergonomics put the rider firmly in control, with handlebars just a relaxed reach away. The width of the handlebars offers excellent leverage at all speeds and with 35° of steering lock – plus low centre of gravity – the NC750S is perfect for cutting through the busiest city streets. Passengers are made comfortable with twin grab handles.

41mm telescopic forks feature 120mm stroke. The rear monoshock also has 120mm travel and operates through Pro-Link, which offers an optimized balance of a soft initial stroke for dealing with low-speed bumps, together with excellent control.

The front 320mm wavy disc and two-piston brake caliper offer plenty of easy to modulate stopping power, complemented by the rear 240mm wavy disc and single-piston caliper. Lightweight two-channel ABS – fitted as standard – enhances braking confidence in low grip conditions. The addition of a 6-position span-adjustable brake lever for 2014 adds adaptability.

Cast aluminum front and rear wheels – sizes 17 x 3.50-inch and 17 x 4.50-inch – wear sporty 120/70 ZR17 and 160/60 ZR17 tires.

The clear and easy-to-read instrument display features a digital speedometer, digital bar-type tachometer, clock, bar-type fuel meter and two trip meters. Updates for 2014 included a gear position indicator and ‘instant’ and ‘average’ fuel consumption.

The NC750S features the Honda Ignition Security System (HISS), an effective anti-theft set-up. If the ID chip embedded in the motorcycle’s key and the ID in the Engine Control Unit (ECU) do not match, the engine will not start.

With this electronic inter-lock system, the engine will only fire when one of the keys with the correct ID chip is used. Also, even if attempts are made to hot-wire the engine, or substitute the ignition switch module, because it’s the ECU that’s in control the engine will not start.

2015 Honda NC750S Colors:

  • Seal Silver Metallic (new)
  • Graphite Black
  • Matt Pearl Glare White
  • Candy Arcadian Red

4. NC750S Accessories

A range of dedicated Honda Genuine Accessories are available for the NC750S, to tailor its specification perfectly for each owner:

  • 35L top box
  • 29L pannier kit
  • Top box inner bag
  • Pannier inner bag set
  • Windscreen
  • DCT footshift lever
  • Leg deflector kit
  • Foot deflector kit
  • Grip heater kit
  • 12V DC socket kit
  • Main stand
  • Alarm
  • U-lock

5. NC750S Technical Specifications

2015 NC750S Specifications



Liquid-cooled 4-stroke 8-valve, SOHC parallel 2-cylinder



Bore x Stroke

77mm x 80mm

Compression Ratio

10.7 : 1

Max. Power Output

54 HP @ 6,250rpm

Max. Torque

40 lb/ft TQ @ 4,750rpm (95/1/EC)

Oil Capacity

MT: 3.7L DCT: 4.1L



PGM-FI electronic fuel injection

Fuel Tank Capacity


Fuel Consumption

MT: 81.6mpg (WMTC mode)

DCT: 81.6mpg (WMTC mode-Tested in D-Mode)




Battery Capacity


ACG Output


DCT : 450W/5000rpm


Clutch Type

MT : Wet multiplate hydraulic clutch

DCT: Wet multiplate hydraulic 2-clutch

Transmission Type

MT: 6-speed Manual Transmission

DCT: 6-speed Dual Clutch Transmission

Final Drive




Diamond; steel pipe


Dimensions (L´W´H)

2195mm x 780mm x 1130mm



Caster Angle




Seat Height


Ground Clearance

140mm (minimum)

Kerb Weight

MT: 476 lbs

DCT: 498 lbs


Type Front

41mm telescopic fork, 120mm stroke

Type Rear

Monoshock damper, Pro-Link swingarm, 120mm travel


Type Front

Multi-spoke cast aluminium

Type Rear

Multi-spoke cast aluminium

Rim Size Front

17M/C x MT3.50

Rim Size Rear

17M/C x MT4.50

Tyres Front

120/70-ZR17M/C (58W)

Tyres Rear

160/60-ZR17M/C (69W)


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



Digital speedometer, digital bar-type tachometer, clock, bar-type fuel meter, two trip meters, gear position indicator, ‘instant’ and ‘average’ fuel consumption and coolant temperature warning light.

Security System



12V; 60W x 1 (high) / 55W x 1 (low)


5W x 1


All specifications are provisional and subject to change without notice.