Motorcycle specifications HondaNC 750 X 2015 Soft X always pays off

Nature loves diversity, and opposites. You've got matter and anti-matter, Asterix and Obelix, intelligence and politics, Roger and Jessica Rabbit... and in the world of trails, an intriguing parallel in the crossover sector. On the one hand, there are the totally irrational, horsepower-armored war machines; on the other, Honda's NC X. A machine with a gently adventurous profile, suitable for a little of everything, not powerful, not violent, not expensive, built and dedicated to the reasonable side of everyday motorcycling. Was it precisely because it was too reasonable that the manufacturer gave the 700 a few extra cm3? Or did this brother of the NC N and Integra want to orbit above the CB 500 X?

one thing's for sure: the NC 750 X is determined to keep what it gained from the700. Look all you want, nothing has changed in terms of design. Above, below, in the trunk or under the wheels, it's all the same. Only the sticker specifying the displacement will enable you to distinguish one generation from the other.
Wait a minute. I spoke too soon. If you look closely, you can see a few evolutions, especially on the practical side. Sit down, that's where it happens. The seat cover has been changed for better grip. The brake lever becomes adjustable, with 6 positions. Once you've turned on the instrument panel, you'll notice that it still lacks fun and legibility, but has been enriched by the display of the gear engaged and the instantaneous and average fuel consumption. And underneath, in the middle of the front wheel? Oh yes, a two-piston caliper instead of three.

in short, nothing violent. In fact, there's nothing violent about the NC 750 X. Skillful shapes without sex appeal, excellent ergonomics that are universally Honda-approved, and braking that's cut from simplicity yet is present and purposeful. It's a shame it loses the CBS coupling, but ABS is still standard.
It's between the wheels that we find the most notable difference. 75 cm3 more in the cylinders. Thanks to a 4 mm bore increase, the twin-cylinder engine now boasts 745 cm3. Those unfamiliar with the NC philosophy will turn a blind eye when they discover the power of this machine. It's a 7 and a half, cubing almost as much as a GSX-R. But it spits out 3 times less horsepower. Avoid this easy and useless shortcut. The NC 750 S and X are not at all designed for rough riding. The 54.8 ponies are easy to smile at, with a maximum rpm similar to that of a car. But that's not the point. The NC 750 X wants to take you serenely on all roads (I didn't say paths), with an ease and efficiency so transparent that you'll always feel at ease. The engine consumes nothing; well, almost nothing. Honda claims 3.46 liters per 100 km, a little less than the NC 700 X.
Gear ratios have been lengthened, to offer a little more top speed and give the engine a rest at sustained speed. But this doesn't detract from the engine's breath of fresh air. With its extra displacement and watts (+3 hp and 0.6 mkg), the NC 750 X offers better acceleration than the 700. The installation of a second balance shaft calms residual vibrations. On the sound side, work on the exhaust system gives the two-cylinder's melody a more contained sound.

One of the special features of the NC 750 X is the option of a DCT gearbox. How many motorcycles do you know with a robotized gearbox for less than 8,000 euros? Customers are not mistaken. A third of buyers opt for the automatic version.
The Dual Clutch transmission has been improved. Its software has been updated to make it more intuitive, and to offer greater freedom to the rider. The rider can now intervene when the bike is in D or S mode. In other words, he can shift into a gear when he feels it's more appropriate than the gearbox has decided. The gearbox then waits for the right moment to take over.
For neophytes, this type of transmission can be confusing at first. But in the urban jungle, with its herds of gearboxes, automatic transmission is a delight. No more fiddling with gears and clutch every 5 seconds. D mode plays the economy card to the hilt, shifting gears as quickly as possible. The more energetic S mode is much better suited to biker behavior.

while it may not look dynamic on paper, the NC 750 X is sure to satisfy many a dynamic rider, especially those who are always on the go. There's no aluminum frame, no pressurized inverted fork, and even fewer Brembo Superbike calipers. It just has a well-thought-out, efficient chassis, a bubble that protects as best it can, 21 of trunk space in the false tank suitable for a helmet or backpack, and suspensions that work efficiently.

reasonableness is a good thing, as the NC X is one of Europe's best-sellers. This 750 version will give this gentle crossover more "belly" without altering its placid character. Here, we don't want excited people. We play on velvet for our citizen model, eager to go from point A to point B, to point C, to point D..... In complete peace of mind, without putting the fear meter in the red zone. To draw a parallel, on the lady's side, you'd go for an incendiary blonde in a garter belt; but it's the cool girl in jeans that you spend most of your time with.
However, the NC 750 X will no longer be offered in A2 version. For young license holders, the CB 500 X is the bike to get your cherry popped. Except that the MT-07, ER-6n and Gladius are on the other side of the spectrum - not in the same class, nor with the same versatility/sobriety/reasonableness ratio, but at a bargain-basement price; and a lot more fun for entry-level machines.

M.B - Manufacturer's photos