2020 Honda NC750X DCT ABS Review | MC Commute

Honda’s curious NC750X platform has quietly existed in the Japanese motorcycle manufacturer’s US lineup for eight years. Although Big Red describes its “New Concept” as part commuter, part adventure bike, what really defines this midsize and parallel-twin-powered streetbike? Last updated for the 2018 model year with a larger-bore 745cc engine and slicker-shifting dual clutch transmission, this is what it’s like to ride the 2020 NC750X in fully loaded DCT ABS trim ($8,899).

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This Graphite Black NC750X is an interesting-looking bike. It possesses an understated stance that mixes masculine and feminine styling touches. We like the balance between the sharp-looking V-shaped beak and sleek, tucked-in side panels. Internal plumbing is hidden and it has a quality appearance at a glance. A deeper look however reveals more budget-oriented hardware including an old-school box swingarm and the big metal brake pedal and simple front brake master cylinder. Still, we appreciate the bold LED lighting and simple rectangular-shaped LCD dash display that’s small but still legible and easy to read.

Our DCT-equipped NC does away with the traditional clutch and gearshift levers greatly simplifying the riding experience. Press the engine starter button, drive mode selector switch and it’s ready to ride. A manual handlebar-mounted parking brake keeps it from rolling when parked.

Twist the right grip and the NC750X lurches forward with precision. Although the throttle lacks the sharpness of a modern ride-by-wire bike, its muted throttle response will be appreciated by all but the most discerning and experienced. The undersquare engine has plenty of torque to get moving and the transmission automatically short-shifts through its six speeds to maximize fuel efficiency. We measured between 49 and 59 mpg, based on vehicle speed. It drinks fuel from a 3.7-gallon fuel tank positioned beneath the passenger seat, accessed with a separate key switch underneath the ignition switch.

This switch also unlocks the super-convenient trunk-like storage compartment. The weather-sealed compartment offers 5.8-gallon storage capacity that perfectly swallows a full-face motorcycle helmet. Well done, Honda.

As opposed to most oversquare high-revving designs, the NC’s parallel twin operates optimally at lower rpm with a redline of only 7,500 rpm. An uneven 270/540-degree engine firing order affords a more pleasing feel and engine/exhaust note. Still, in typical Honda fashion, it isn’t so rowdy to annoy the neighbors during early morning, late evening rides. The engine runs smoothly, with minimal vibration at any speed.

A pair of handlebar-mounted buttons let the rider work the transmission manually, and the electronics also includes a Sport mode that facilitates a more aggressive shift pattern. Honda’s Selectable Torque Control (Honda-speak for traction control) is standard, and offers two settings. It can also be disabled, if desired. The system is older in terms of design and doesn’t benefit from an IMU, as used on Honda’s CBR1000RR. We appreciate Honda fitting this safety aid, however we never rode the bike hard enough to feel it function. Always-on ABS mitigates skids and adds to the NC’s friendliness.

Ergonomically speaking the NC750X delivers a refined comfortable seating position that’s conducive to logging serious miles. We appreciate the well-proportioned handlebar bend and ultra-comfy seat that makes miles melt away at freeway speeds. However there is a gripe: We wish the NC included cruise control.

Without question the NC750X is a capable all-arounder. Yet where it really excels is in the urban and intra-state touring realms. Its cozy ride, high fuel efficiency, and pleasant appearance make it an ideal motorcycle for those looking for a convenient and functional motorcycle. The simplicity and ease of use of Honda’s Dual Clutch transmission is icing on the cake.

Photography/video/edit: @AdamWaheed

[RobertLeeLewisThend]

After 16, 000 miles on my 2016 NC700x DCT, I upgraded to a 2018 NC750x DCT. (The NC 700x has a displacement of 670cc, while the 750x has a displacement of 749cc, so its more than just the 50 cc you might think if you just look at the model numbers). My medium sized Shoei GT Air and NeoTec II helmets fit nicely in the FRUNK. I have been riding standard transmissions for 51 years so I was not inclined to even try a bike that shifted for me. But I was blown away by the experience of driving a sports car with a dual transmission and paddle shifters, so it made sense to try it on a motorcycle. "Traditionalists" call think its a scooter, but being able to stop at a light on a steep San Francisco hill, or slowing for a quick turn at the bottom of a hill without worrying about coordinating the shift pedal and clutch while keeping your balance with your foot, really makes you appreciate the benefits of the DCT. My previous bike was a V-Strom. And if I were heading back to the Arctic Circle or doing serious adventure touring, I would prefer the V-Strom or Africa Twin. But doing weekend tours around Northern California, twisties in Marin County, and daily commutes over the Bay Bridge from SF to the East Bay, there is absolutely no better all around bike that the NC75X DCT.
Complaints: Well, for short urban commutes, the windscreen might be enough, but I upgraded to the Givi, a couple inches taller. I recently upgraded again to the Madstad. Wow, highway riding with the visor up and clear music from my earbuds without cranking it up to deafening volumes. The Madstad is amazing, but probably more than you need unless you plan on lots of highway miles. Even with the Givi, the wind buffeting was fatiguing on the highway. The Madstad "System" comes with mounting brackets and side deflectors, btw, and the deflectors interfere with both the Honda or Givi hand guards. But the deflectors cut wind to the hands, too, so I just got rid of the handguards. I have added Honda's heated grips which are great, as well as the Honda top case and side cases. With the Frunk and the other luggage, I can take a hella lot a gear for camping tours. Another complaint, ... to with Givi or another luggage bracket and top case. The Honda system is set so far forward that the passenger is pushed forward and the rider, which cute for a while, but really annoying after the thrill is gone.
Just one more comment about DCTs. Ever notice fewer new riders? "Kids nowadays" don't learn to drive a manual transmission car, so by the time they are old enough to start motorcycling, many are intimidated by the learning curve of learning to motorcycle and learning to use a clutch at the same time. Honda needs to start marketing their smaller bikes with DCTs for "beginner bikes." Put the DCT on the Rebel 300 and watch the sales go up with women and beginners.

[khalidaziz]

After seeing a lot of research intoseveral bikes, I picked up my NC750X DCT a week ago. I just love it. Now I'm preparing for European voyage knowing how reliable Honda is

[Herzankerkreuz]

Just completed 102.000 km on my 2013, NC700 ( manual clutch, first clutch plates ! ) Still runs like day one. Absolutely best all rounder, easy maintenance and insane fuel economy.
Safe rides 👍🏍

[lgwappo]

This bike suits me better than anything else. Actually mine is a new leftover Honda NC700X manual transmission I got last year for $4, 997. In my youth speed was everything but I couldn't afford it. Now I can but I'm 63 so I want low-end torque, nimbleness (no cruisers) comfort (no cruisers) & a low center of gravity so I can move it around without dropping it. Unlike my Suzuki Vstrom 650 which I can no longer pick up when it falls. I've only hit the rev limiter once. At 70 mph the tach reads just 3.5K rpm. Vstrom is 5.2K rpm. Love this bike. One complaint: it has one of those seats designed for people with short legs. Thin, no thigh support & sloped downward. 45 minutes in it's painful. If you buy a comfortable seat for it then it's too high & you have to buy a lowering kit. Why not just make a comfortable seat at 31 inches?! Solution would be buy the S model. Looks better (no beak) but Honda quit making it. SUV bikes are more popular. I mean, "adventure" bikes. Odd name. Every bike I ever owned was an adventure.

[uziel]

Amazing bike 👌. Enjoying it for two years. 70 miles per gallon!!! (29.7 km per liter) if you ride calmly. Ride it fast, ride it slow, it's up to you.

[funkyed]

Have a 2016 DCT with 21, 000 miles on it so far. Not the fastest or most exciting bike in the world, but very easy to ride and reliable as a rock. Decently fast in the twisties. 95% of my riding is commuting and this EXCELS at that more than any other bike. Will cruise at 90 no sweat.

[pilninggas]

i've done 35, 000 miles on my NC700x. I love this bike (for reference i also have a 2011 ZX10, an FZR1000, an RG250 and am building a turbo XJ600 brat). It really is an amazing bike, ignore the bhp figures and the weight. It has oodles of torque and the mass is very low. I'm back at work and i get 90mpg (uk) riding to and from work. I've ridden down to Croatia on it and it tours as well as other bikes ive owned with less revs while cruising and at lower cost. If you want a do it all bike, the NCs really will do it all.

[improvisewitme]

I have a 2015 NC700X. I just 80, 000 miles on it. Great bike neutral riding position very comfortable. I would buy another when mine finally goes out.

[kalimarus]

The DCT is really great on these. My dad has the NC700x and it’s a great bike. I have a Versys 650 and have ridden both. It’s a tough choice between the two but boils down to the Versys being more fun for a twisty road and the NC being great at everything else. Downside is the tank is small. It gets extremely good MPG but the tank is still annoying for long trips, just bring a liter spare lol. Brakes are a little worse (it has half the Versys brakes, they use the same calipers). And suspension is not as good as the Versys. If they made a DCT Versys I’d trade mine in a second. If Honda made a “s1000xr’ lite with DCT out of the 650cc 4 that would be an amazing bike. Can’t go wrong with the NC750x though imo. We took ours to Alaska from Maine and they worked very well. The front trunk is a awesome feature as well, super useful.

[pcofranc]

Thanks for bringing attention to this incredible bike - I have a 2012 NC700X with almost 40K trouble-free daily commuter miles.

[keithkamps]

I have the 2020 Manual NC750X and love it. I've gotten 70mpg at 70mph on a 90 mile round trip which blew my mind also she is definitely at home at highway+ speeds.

[NLRamonNL]

And you fail to show us the 'trunk' and relocated fuel tank? Come on now... Thats what makes this bike unique.

[interman]

If anyone thinks the NC 750 is slow they should just watch this dude hustling through traffic 👍

[MrMegaPerez]

Thank you for this review! I love this bike:)
I traveled to more than 30 countries with it, in Europe and Central Asia + the famos Pamir Highway (will go to Africa this fall) and I never had any issues with it on my trips. I wouldn’t be afraid to go around the world on this bike and it would be really great for that :)
P.S. I also have a long term video review about it on my channel (in English, Russian and German) + a video about the accessories and travels. Maybe it will help somebody with the decision to buy this awesome bike :)

[keithkamps]

I have the 2020 manual version and just love it. I got 73mpg on 100 mile round trip at 70mph, I was floored when I filled back up at home and did the math. The very 1st thing I did was change out the seat, it was very uncomfortable other than that I'm happy with my purchase and even happier shifting gears.

[kyle]

Just a couple of notes on this bike. On the older NC700X versions (I have the 2015), the frunk isn’t as big and won’t hold some of the larger full face helmets - especially those with air vents. The seat, unless Honda updated it, is only good for about a 45 minute ride. After that, the forward slope and the material make you stand up on the pegs and ‘adjust’ often. I opted for new foam and covers from Seat Concepts...huge difference in comfort. The only other changes I made to the bike were a bigger windscreen for winter riding, and I swapped out the coffee can style muffler for the type on the newer NCs, making for a slight yet noticeable deeper and poppier sound. The weight of the bike isn’t a huge issue, as it’s very well balanced and the center of gravity with the canted cylinders seems lower than traditional bikes. The one thing I would have liked to have seen is a shaft drive, making for even easier maintenance.

[Yelwas]

When I moved to Japan to live permanently, I picked up a non DCT version, and loved it, but once I sold my S1000R that I had overseas and the money arrived in Japan, I bought another S1000R. I am now seriously thinking of going back to the NC (DCT this time) or X-ADV

[johnford]

Coming from a 900 lb goldwing and a 650 lb FJR, 500 lbs is nice. Great review, and yes the dct does free up mental energy which is hard to explain. (2018 dct, 68mpg around town, 55mpg at 75+mph)

[DB]

Great review. Love the way you talk about a bike for what it is, not what it is not.

[jmfr-enni]

I have one of these bikes, a lovely bike to ride every day all day.. Mine is a 2013 model with 80.000 kilometers and nothing to complain about the bike..