Engine & Drivetrain

Strong power & torque

For even better performance, the NC750X’s liquid-cooled, parallel twin engine boasts increased power and a 600 rpm higher redline for 2021. Numerous advanced and patented technologies help to deliver exceptionally strong low-rpm performance for strong acceleration and ease-of-use in the city, and a relaxed character on the highway. The engine’s unique design creates a muscular, easy-to-use powerband not unlike that of a big-bore cruiser.

Distinctive sound and feel

To give the engine a satisfying and distinctive sound and feel, engineers thought way outside the box. An extra balancer shaft was added 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, making the engine feel more refined, yet still with the distinct “throb” delivered by its 270-degree firing order. The intake-port layout inside the cylinder head was carefully designed to create an intentional interference between adjacent ports, which results in subtle combustion variations. In addition, the timing for the opening and closing of the intake valves was set differently for each cylinder. The result of all this? An engine that always lets you know what it’s doing and has a pleasant sound and feel.

Choose manual or DCT shifting

The NC750X is available in two versions: with a six-speed manual transmission, or with Honda’s sporty DCT transmission, which allows both paddle-operated manual operation and four levels of automatic shifting. DCT even senses whether the bike is travelling uphill or downhill and selects shifting points and engine braking accordingly. Plus, Adaptive Clutch Capability Control assists in on/off throttle situations, reducing pitching motions for smoother riding. With the six-speed manual transmission, wide gear ratios complement the engine’s powerband so there’s no need to be constantly shifting up and down to maintain strong performance. Revised gear ratios for 2021 — shorter for the lower gears and higher for the top gears — improve both around-town and highway-cruising performance.

Upgraded HSTC

Adding a third level in the NC750X’s Honda Selectable Torque Control (HSTC) system allows even finer rider-adjustable control of rear-wheel torque. HSTC lets you choose the amount of allowable rear-wheel spin — some spin on gravel or dirt, for example, or no spin on slippery roads. It’s a great feature that helps make the NC750X even more versatile.

 Chassis & Suspension
 

Tuned flex for a smooth ride

A full 6 kg lighter for 2021, the diamond-shaped steel-tube frame was carefully designed to be sturdy while also allowing just enough flex to respond smoothly to changing road surfaces. This results in a smooth ride while also letting you feel what the bike is doing. You get comfort when you’re just cruising, and a sporty, fun ride when you’re on your favourite twisty backroad.

Lower seat height

A lower seat height for 2021 improves the NC750X’s upright and neutral riding position, 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 centre of gravity and generous steering lock, the result is exceptional low-speed handling and balance.

Showa fork

A Showa Dual Bending Valve fork (SDBV) performs much like a high-end cartridge fork, providing similar smooth action and linear damping force, but at a lighter weight. The result is superior road holding and ride comfort, plus reduced front-end dive under braking.

Aggressive tires

Cast aluminium front and rear wheels carry 120/70 ZR17 and 160/60 ZR17 tires.

ABS power and control

Economical design

  Additional Features