Honda NC 750 X DCT – Test trunk and more in the engine
Honda NC 700 X is no longer, implementation the NC 750 X Honda in year 2014. If the first model had already defined, with 75 additional cm3 and an approval still improved, the hybrid road trail of Honda looks mature, especially in its version DCT dual-clutch. More than a bike, here’s the test of a trend for the future.
The first generation of Honda NC roadster 700 S, 700 X trail and maxi scooter Integra had enormously made speak of it in the microcosm of the bike, especially on the Stations! Past the stage of discovery, some members of the forum have even jumped the step, offering the new Honda and began their own long test duration of NC 700 X. In 2014, Honda evolves its NC 700 range giving him 75 cm3 more, finish and enhanced electronics and so here we are at the controls of the NC 750 X DCT vintage 2014.
Rewarding and fascinating
New Honda 750 X DCT NC red dress fits him beautifully. This shade gives it a small sporty look, or even false air of Ducati Multistrada 1200. There are worse as comparison. Side finish, small progresses are also sensitive with paint treatments better coordinated between the bodies, the engine, the plastic wrapping.
With making the bike tour, found the practical aspects that we knew already: a safe helmet instead of the tank, which takes place under the buttocks of the driver. The opening of the doors is easy, their manipulation also. At least, if Honda has retouched the motorization, electronics or the finish, fans of the first generation will be not being familiar.
As contact work on the exhaust system has borne fruit, with a little more raucous sound and especially a tone that highlights the pulses of a twin engine. Driving position is always also well thought, with a triangle handlebar / saddle / footrest can satisfy almost all templates, while the 830 mm seat height remains reasonable for a trail and 170 cm below the rod enough to be serene and tutored asphalt from the end of the boots.
The daily seeing that approval physically powerful point
The first kilometers, especially in urban use, need to get used to the double-clutch transmission. The absence of clutch and selector lever brothers initially, especially of the ergonomics typed motorcycle trail fact: sometimes sought to grasp the clutch lever or press the switch to the red light, which is not on the scooter 750 Integra.
Consequently, it incorporated this specificity and there’s a calming urban driving, where one has just to deal with the braking and the balance. The balance precisely, let’s talks about it. The passage to 745 CC has not upset the excellent handling of the longer trail of the NC and weights all full facts of 230 kilos on the balance Bike fades quickly in the congested streets while he shows enough this cut engine maneuvering.
After a few kilometers, the fully automatic mode D is still shows as supine, passing rates on the beginning of the RPM range and demoting really at the limit of the engine timing. The operation of mode S recalibrated for 2014 – is much more natural, very close to finally a classic line with a mechanical gearbox.
The parallel twin cylinder then shows its flexibility and fullness at bottom and substantial, punctuated by beats more live than on the NC700X. The smooth transmission, already very acceptable version 700, is still diminished on this new 750 X DCT NC. Accreditation to the day to day is truly one of the highlights of this bike.
Moto mobile intellect adapted to the 21st century
On the road, it is the approval of the engine more powerful and horsepower that is confirmed, more than an increase of performance, close to those of NC 700 X. The times and acceleration at low speed are more frank: the range from 2 500 to 4 000 RPM is more muscular and it is quite pleasant.
We appreciate the availability of this twin, especially as the robotic dual-clutch box retrograde as it should when it performs an overflow. Along the way to open the throttle grip, the DCT falls one or two reports, providing sufficient power without going to titillate the Rev limiter. In fact, it eradicates the weak point of this engine: its beach of limited use, particularly at high speeds as long as we qualify 6 500 rpm’s high speed.
On the road, quiet driving, we savor so the suppleness and roundness, the near-absence of vibration and shock. In dynamic driving, on S mode, we appreciate the availability of mechanics and his response that often puts in the mile. Rely on Highway, low rotation regimes 4 000 rpm at 130 km/h bring a really appreciable serenity. Finally, only the edgy handle or addicted to the riser will be disappointed by this twin very moto mobile.
Protection and comfort saddle, tweaking
The same fact of its monotony, the highway allows enjoying the comfort in the long course of a motorcycle. And for once, just correct 130 km/h, the protection would be improved overall road capacity of the Honda NC750X DCT. Goes same for the protection of the hands, but its entire inconvenience settle easily dipping in the options credit card cracking to the key and as long as it is there comfort saddle, long rolling without changing position, quickly becomes enough farms.
On the road, suspensions work very honestly, and the severity of the behavior to win. But if you consider the “trail SUV” orientation of the NC750X, they could be softer, especially at the start of race. Braking, sufficient in 90% of situations, becomes a little light in dynamic use. And those who appreciate the Honda C – ABS braking will be disappointed to learn his disappearance on the new NC 750 X. Fortunately, well-calibrated ABS does not occur too quickly.
Turning a succession of S, there is that one desire: make a half turn to resume! The NC Honda 750 X has a superbly successful chassis. With its engine tilted forward, which lowers the center of gravity, its wheelbase (1,540 mm against 1 435 mm for a 600 Hornet), its geometry open, the NC750X demonstrated stability flawless. Course at high speed or rigor on the corner, it is impeccable and if there are more vivid motorcycles in the winding, the rigor of the CN gives want will give heart to joy.
In fact, the will to make this decidedly more stable bike that agile has sense in light of the audience, rather mature and wise. Congratulations to Honda for this choice at a time where many manufacturers launch market almost too agile motorbikes. Indeed, in the winding, even moderately dressed, the 750 X DCT NC is always very efficient, as you trust the DCT box to manage the engine brake. At worst, the passage in manual mode may reassure those who like to keep the total control cheap Honda.
Assessment- The trail midsize of the future, today
With this NC 750 X DPT, Honda has no doubt improved just what was on the NC700X. The finish is rewarding, the approval of the engine and the DCT box progressed and aesthetic remains unchanged for not to disappoint buyers of the 2013 model… which retains some interest, wouldn’t – it by the presence of the C – ABS braking. Honda NC 750 X should therefore continue on the path of success.
If one adheres to the philosophy of automated driving and positioning of this bike yet atypical, it will be very endearing. Remains to work details: protection of the bubble, comfort of the saddle of the trifles in the end. Sold from $11982 ($10999in DCT versions) the NC 750 X retains excellent value for money despite a significant increase compared with the NC 700 XC ABS, proposed to $8924 out late 2011.