Road test of HondaNC 750 X 2025 Hidden instinct

Our tester's opinion on the NC 750 X from 2025

"So how does it work? What do you do?"
It's not a trivial thing to set out to discover the NC 750 X, whether it's this new chapter or any other vintage. Before you even get started, without waiting for the stirrings of curiosity, this bike tackles convention. As the morning fades into moments of reflection, it's a good time to ask questions about the Honda that's ready to go. It seems to be hiding what it's all about, but at a glance it's already telling us what's essential: it's not like the others.

Discretion as a CV

Rain or shine, bright or muted, the NC 750 X is a discreet motorcycle. Its somewhat massive, pointed rear end, polygonal triangular cheeks and loaded belly give it a silhouette that's neither sexy nor unpleasant. The old version was a little more teasing. Clearly, she's not looking to show off or strut her stuff on the catwalk. She's all about getting a good night's sleep, waking up in the right gear and wearing what she needs to get the job done. Like the colleague no one notices at the morning coffee shop, who works non-stop without being noticed.

The advantages of a scooter and a bike

So you need to be more than curious to get close to her, to break the ice and avoid offending her. Because it's tricky to identify. Is it a roadster? A trail bike? A tourer? Perhaps a bit of all of these; and she herself can't seem to make up her mind.

Always in the spirit of discretion and/or simplicity, this crossover features a classic fork, basic-looking brake calipers, a similarly styled swingarm and a purely decorative engine block. But this doesn't detract from the fact that the equipment is more than adequate and judiciously calibrated for its purpose. Serious assembly, Honda-standard materials, no fuss and obvious practicality. It's just a shame that the USB socket is located under the seat, making it hard to reach and impractical.

Everyone will find one of the NC's great strengths, namely its large belly trunk. 23 liters of capacity to easily fit lunch and dinner, work gear, two oyster crates (don't forget to put them inside), spare shoes or, more naturally, a helmet. A full-face model will fit perfectly, provided you put it on the right way round, but a cross-country or crossover model with a cap won't fit inside.

Another feature we welcome is the 5-inch color TFT display. This screen, common to many models in the range, brings a touch of cheerfulness to this very functional world. Navigation is accessible and relatively easy without being faultless, the display is clear, there are numerous themes, and connectivity is present. A smartphone can be paired with the Honda RoadSync app (with voice commands) for simplified GPS, call management and message notification.

Like everyone else, the NC 750 X is equipped with riding aids. However, its candid, natural appearance doesn't make you want to use them, or even discover them. The bike seems to whisper "let me take care of everything". However, we mustn't overlook the presence of 4 riding modes (one of which can be set), 3-level adjustable HSTC traction control, engine braking management with 3 levels of intensity, 3-character engine reactivity, and 4 DCT gearbox programming modes.

Another dimension of driving

It's with neither excitement nor apprehension that we pick up this Honda. With exactly the same taste as that jacket you've been grabbing every morning for 20 years, which has never torn, remains comfortable in every situation, which you throw on the sofa in the evening, no longer even look at..... and are completely lost when you can't find it.
The zipper closes the torso quietly while the twin wakes up gently, neither needing nor wanting coffee. Its shyness infiltrates our senses without even asking for it, so much so that there's no need to think about whipping it later. Surprises are not his cup of tea!

Without delay or detour, the untamed team sets off towards serene national roads. The block makes the bike take off without hesitation or haste. It's supple, gentle (too gentle, in fact), not overly nervous and as energetic as a workhorse used to doing so much all the time. A few bends, a few relaunches, but the gears shift so quickly! The DCT gearbox and the engine management's desire to save fuel dictate laws that insult high revs. I had to go into Rain driving mode to get such a tenuous ardour - let's switch to Sport mode to find more madness. And......
But it was already in Sport!!! The twin-cylinder can't go very high in the revs, especially as its 58 hp will have given it all away at 6,750 rpm. Sporty driving won't help. It's imperative to rethink the way you ride... the way you drive, to quickly adapt to its philosophy.

Relaxation is the key word. Once you've accepted velvet instead of leather, the NC 750 X can show its true face: that of a motorcycle for which time is of no importance, yet which will always arrive on time; of an engine that's sure of its task when you let it work on its torque; in a dynamic where you accompany the machine more than you solicit it.

A short jaunt with the manual gearbox version quickly makes us understand why it is not imported into France, and how much better the DCT transmission suits it. Although the clutch lever is amazingly smooth, the NC 750's very quiet engine doesn't seem to cooperate very well with the "selector-rider instinct" duo. With its limited range of use, it tends to be systematically pushed into revs "above its pumps", and gears shifted too high in the SES revs (and not in the nuances revs). The best thing to do is to force yourself to drive one gear higher, trusting in the torque and shifting your gearshift habits.

The Dual Clutch Transmission does this very well, and relieves you of this reflective function. Very smooth at low revs, it allows the bike to take off smoothly. Having tested both types of transmission (manual and DCT), you're quickly struck by the obvious: not only does the gearbox's electronic management do a superb job, but above all, it's this bike's indispensable companion. Much more so than on any other Honda. In fact, it works better than the rider when it comes to managing revs and gears, allowing him to indulge in his riding with marked peace of mind, and without the frustration that can be felt with the manual version. Its logic tells it how to make the most of the twin's torque, preferring its quiet strength to sprinting attempts, which it hardly appreciates.

Edges or reefs?

You don't need to try any tricks to appreciate its liveliness. The NC 750 X has the advantage of having the same road manners as its engine. There are no surprises, no traps and no spices in the mix. This is a machine made for leisurely riding, with a demeanor that's not exactly clumsy, but placid in all circumstances. Swinging from one angle to another is done with a certain inertia, like a door that resists when you force the bellman, when all you have to do is go with it.

Don't rush it, take it with you, smooth out the ride, accept to be cool all the time, and the Honda will show its true, best side. Starting with an essential notion: comfort. Comfortably seated on a forgettable saddle, you'll enjoy very decent protection, limiting turbulence and chilly tingling. The bubble could do with a little more height. This is possible, but optional, with a system for adjusting the protective appendage. Unfortunately, this can only be adjusted with two hands, and is therefore out of the question when riding.

Suspension plays an important role in smoothing out imperfections. Their rigor isn't obvious, but it's evident in the lumbar vertebrae and trajectories. They hold the bike firmly enough to deliver a healthy, homogenous, natural ride, without imposing firmness. Mind you, this isn't a blade either - just a chassis that does its job seamlessly.

She knows how to find her limits

After more than 10 years of existence, this "trail" has finally decided to double its braking system. Oh, it wasn't a top priority, given its performance and mission. But the NC 750 X weighs in at 230 kgs. And two brake discs on the bow will make for a more satisfying ride. As you grip the lever, the caliper action begins smoothly, then builds without abruptness. The hand modulates the force, appreciating the very even consistency of the braking and its effectiveness. Without the bite or force of Italian elements... and so much the better. The latter would have led to a "shift" in behavior, breaking the neutrality of a package resting on the sea of tranquility.

A green soul

Honda claims a fuel consumption of 3.5 liters per 100 km. With our manual gearbox model, and having driven 90% of the time at high revs (or even higher), our model peaked at 6.2 liters. There's no doubt that with a DCT gearbox and normal use, the NC will often be close to its claimed values.
Less fuel consumption, and a greater commitment to the environment. Some components are made from Durabio (a corn-based material), others from recycled car bumpers.

The new Honda NC 750 X is a cocktail of paradoxes. It's not very powerful, but it doesn't drag its heels; its driving doesn't stir the passions, but it'll do its job every day without causing boredom; everything's simple on board, while technology is everywhere; you sometimes wonder what it's made for, then realize that it does everything. A machine that's just right for everyday, urban life, headache-free and, overall, untouchable by the competition.... because we haven't found any.
With the possible exception of large scooters, priced 40% to 50% higher.
What's more, it's less expensive than before, even though it's richer in equipment and user comfort.