Motorcycle specifications HondaNC 750 X 2025 Better and cheaper!

Relooking, technical improvements, the NC750X has received a lot of attention from Honda for 2025. This machine is becoming more and more perfect, but still lacks horsepower for the most experienced riders. Finally, the good news is that Honda is lowering the price of this endearing motorcycle in DCT version, the only one left on the market, since the version with traditional gearbox has disappeared in 2020 and has no plans to return to this new version! For France, anyway.

from a basic machine to a modern motorcycle

Less tortured, more dynamic, the NC750X gets a new look for 2025 with the adoption of a new fork head. It's not a radical transformation, but a subtle play on details. The bike's look is more upscale and follows the trend of Honda's Swiss Army knife machines, such as the NT 1100 tested a short while ago. Honda claims to have taken advantage of the operation to improve protection, while gently upgrading the LED optics.

Behind the new bodywork, the NC 750 X gets a new TFT screen and a remote control on the handlebars. At 5 inches, the color screen is modernized to support the bike's move upmarket. The rider has a backlit 4-axis control on the handlebar to navigate the menus. The display also features Honda RoadSync connectivity, allowing the rider to use cell phone functions such as navigation, music and calls via a Bluetooth intercom.

the trick retained

What makes the urban biker so happy is the clever trunk in place of the fuel tank, where a helmet can be stowed. Fortunately, in this makeover, Honda has kept this space. The storage space in the false tank boasts a capacity of 23 liters, with the option of installing a USB socket in the upper left-hand section, or a divider to facilitate use of the interior volume.

engine: more camel than villain

The NC750X's 745 cm3 in-line twin aims for efficiency before performance. Honda's figures are impressive: 3.53 l/100 km certified fuel consumption, which translates into a range of around 400 km on the 14.1 l fuel tank. It has to be said that the twin-cylinder engine is not very powerful, with a maximum power of 43.1 kW (58.5 bhp) at 6,750 rpm, while torque of 69 Nm is reached at 4,750 rpm. This torque is enough to give a little life and character to a bike that undoubtedly deserves more, much more... Values close to those of the Honda Hornet would open up the range of customers for the NC750X without depriving it of an A2 version (available today). Perhaps tomorrow?

automatic gearbox mandatory!

The DCT dual-clutch transmission is compulsory, and features an automatic mode that takes into account the various driving modes selected, while a USER mode allows the rider to choose his or her own selection program. This transmission has been revised for 2025 to offer, according to Honda, "smoother reactions at low speeds".
Between manual mode (with shifting via handlebar-mounted paddles) and automatic mode, the DCT offers 4 different operating maps. Level 1 is the gentlest, closely associated with the RAIN driving mode. Level 2 is associated with the STANDARD mode, while level 3 determines a behavior that lies somewhere between the STANDARD and SPORT modes. Finally, level 4 authorizes higher gearshift speeds and earlier downshifts. It is logically linked to SPORT mode.

For the 2025 model year, the engineers' aim was to improve operation at start-up or at speeds below 10 km/h, to facilitate U-turns, for example. To achieve this, engineers manipulated the oil pressure required to operate the clutch, using the ECU linked to the position of the gas pedal handle.

The TBW (Throttle By Wire) electronic throttle allows the NC750X to offer 3 predefined riding modes (Sport, Rain and Standard) plus a user-configurable mode. The HSTC torque control system offers 3 levels of intervention, plus new RAIN mode settings.

A standard feature, the HSTC torque control system provides precise, non-intrusive control of the torque transmitted to the rear wheel by the engine. 3 levels of intervention can be selected by the rider:
Level 1: allows minimal intervention by the system, with limited control of rear-wheel drive.
Level 2: this is the default mode, allowing optimum driveability in everyday conditions.
Level 3: guarantees maximum control on slippery surfaces.
The HSTC can be completely disconnected.

better braking with the appearance of a double disc

The chassis continues to feature a steel frame housing a 41 mm fork and Pro-Link monoshock rear suspension. Suspension travel is 120 mm. For 2025, Honda is offering more powerful braking, something we've been clamoring for for years! The NC750X adopts a 296 mm double disc, with two-piston calipers. The 240 mm rear disc is completed by a single-piston caliper. This more powerful braking system (ideal for duo use loaded with suitcases) is still under the control of an ABS to ensure safe use.

Kerb weight is 226 kg, with a weight distribution of 49/51%. Seat height is 802 mm. For an even livelier, more maneuverable machine, Honda has worked on the wheels to lower their weight (unsprung mass). With a diameter of 17 inches and widths of 3.5 and 4.5 inches respectively, the new rims save 1.8 kg over the old ones. Tire sizes remain 120/70 R17 and 160/60 R17.

850 euros less expensive

This NC750X upgrades itself (prettier, less cheap, more techno, better braking) without raising the price. What's more, Honda is doing your wallet a favor with a price cut of 850 euros for the equivalent version. Priced at 8,999 euros for the DCT version, this machine is ready to accompany you in any situation. A very Hondaesque vision of the motorcycle as a machine tool, which over time, as it reveals its qualities, becomes very endearing.

For the more experienced, the lack of power could well send them to the competition, like the BMW F 900 XR or a Yamaha Tracer . More expensive but more powerful. Perhaps Honda will one day come up with a stroke of genius by grafting the Hornet 's engine into the NC750X. In that case, it would be impossible to take advantage of the DCT gearbox, but the E-Clutch could technically be installed. Oh, so many ideas for urban touring.

More pragmatically, the bike offers a whole series of accessory items and packs for everyday use:

- Urban " pack:
- Resin luggage rack
- Center stand
- 50 l top-case
- 25 l storage bag for top-case
- Aluminum trim for top-case
- Top-case backrest
- Trunk divider

- Travel " pack:
- 36-liter (right) and 37-liter (left) side cases with holders
- Carrying bag for cases
- Aluminum trim for cases

- Adventure " pack:
- Tubular side guards
- LED front fog lights
- Hand guards

- Comfort " pack:
- Adjustable bubble
- Comfort rider seat
- Comfort passenger seat
- Leg deflectors
- Heated grips

Vincent Beaucousin - Manufacturer's photos

riding modes in detail:

Sport : engine behavior and engine braking are at their most dynamic, the torque control intervention level is low, while the DCT is set to mode 4

Rain: for smooth operation, with extra assurance on slippery surfaces. Low power and engine braking, torque control level and DCT level 1

Standard : for most situations, with an intermediate level of power, engine braking and torque control. DCT is in mode 2

User : allows the rider to define personalized settings. Power and engine braking can be set to low, medium or high, torque control to low, medium, high or off. 4 modes are available for calibrating the DCT