The saddle of the NC750X for extended periods of time is no trouble at all.
With the re-entrance of the Africa Twin (reviewed here), Honda’s adventure bike lineup has been in the spotlight. One of these bikes is the 2016 Honda NC750X, which debuted originally as the NC700X in 2012. The 2014 model yielded changes in the size of the parallel twin, raising the displacement from 670cc to the current 745cc. This year, a few additional changes have been made in the departments of styling, suspension, and transmission.
The NC750X has always been an incredibly popular model in Europe, mainly for its practicality, reliability, and versatility. On the various bikes I ride, I usually end up fiddling with the tank latch at a red light (my ‘08 Ninja 250 still has the most satisfying snap to it, in my opinion). Nothing of the such on the NC750X though, as the fuel cap is actually located under the rear seat. Instead, a key insert below the handlebar can be twisted to pop a mini-frunk of sorts, which can fit a full-sized helmet. Practicality? Check.
It’s the lack of excitement that keeps the NC750X from standing out. The 2015 model was especially drab, with nothing quite eye-catching in the least. The 2016 model includes more aggressive styling, sharper lines, and a more distinct Honda look to it. On a side note, Honda is starting to do a much better job of styling all of their motorcycles to be more on brand and characteristic.
The dullness of the aesthetics only slightly trickles to the riding experience. Although it isn’t exactly FZ-09 smile-generating fun, it gets the job done and leaves you feeling pleased. The motor pulls well right from the bottom and rises rather linearly, tapering off after generating its peak horsepower of 54bhp at 6,250rpm. It’s a very easy bike to ride, the clutch’s slip zone being rather large for smooth take offs and control during low speed. The extra room is useful for these low speed manoeuvres, as the tall seat height works in the opposite way.
The ergonomics are great, and sitting in the saddle of the NC750X for extended periods of time is no trouble at all. As a tall rider, I usually have a gripe or two with the windscreen, but the NC750X has an equally tall windscreen and I was rather comfortable.
Honda has decided to implement their new Dual-Clutch Transmission (DCT) on the 2016 NC750X as an option. If you choose to go with the DCT edition, the price bumps up by $1,000 and you trade your clutch and shifter for a bunch of new buttons by your throttle hand. With the new DCT system, all you have to do is press D and twist the throttle. That’s it.
As I mentioned in my previous article, where I encountered this system for the first time, it’s odd to get used to. You’ll definitely be fumbling for the clutch at various times, and moving your foot out to access some phantom shifter. The good thing is, this system works very, very well. Shifts are almost seamless on the way up, with minor hiccups on the way down. Shifting is conservative in the standard mode, but the NC750X has three sport modes that change the RPM at which the bike will shift, allowing you to have a little more fun.
Still want to wring it out a bit more? There’s an A/M button, which you can use to swap between automatic and manual modes, using triggers on the left and right hand to switch gears. The transmission works well, and though it may take some getting used to, it definitely makes riding easier, especially for newbies. Should you choose not to go with the DCT model, the standard six-speed transmission fitted on the NC750X is highly functional and satisfying.
What Honda’s NC750X lacks in excitement, it makes up in practicality, comfort, and price. The NC750X can be had for $8,999 without the DCT system, and $9,999 with it.
2016 Honda NC750X Gallery