Honda NC750X / DCT
Honda NC750X / DCT | |
Manufacturer | |
---|---|
Production | 2014-15 |
Engine | Four stroke , Parallel twin, SOHC, 4 valves per cylinder |
Compression ratio | 10.7:1 |
Ignition | Computer-controlled digital transistorised with electronic advance |
Transmission | 6 Speed Manual |
Frame | Rigid tube steel diamond |
Suspension | Front: 41 mm telescopic forks Rear: Single monoshock damper |
Brakes | Front: Single 320 mm hydraulic disc 3 piston calipers and sintered metal pads Rear: Single 240 mm hydraulic disc 1 piston caliper and sintered metal pads |
Front Tire | 120/70-ZR17 |
Rear Tire | 160/60-ZR17 |
Wheelbase | 1540 mm / 60.6 in |
Seat Height | 790 mm (Europe) - 775 mm (Japan) |
Weight | 218 kg / 480.6 in (wet) |
Recommended Oil | Honda GN4 10W-40 |
Fuel Capacity | 14.1 Liters / 3.7 US gal |
Manuals | Service Manual |
Engine[edit | edit source]
The engine was a Liquid-cooled cooled Four stroke , Parallel twin, SOHC, 4 valves per cylinder. The engine featured a 10.7:1 compression ratio.
Drive[edit | edit source]
Power was moderated via the Wet Multiplate.
Chassis[edit | edit source]
It came with a 120/70-ZR17 front tire and a 160/60-ZR17 rear tire. Stopping was achieved via Single 320 mm hydraulic disc 3 piston calipers and sintered metal pads in the front and a Single 240 mm hydraulic disc 1 piston caliper and sintered metal pads in the rear. The front suspension was a 41 mm telescopic forks while the rear was equipped with a Single monoshock damper. The NC750X / DCT was fitted with a 14.1 Liters / 3.7 US gal fuel tank. The wheelbase was 1540 mm / 60.6 in long.
Photos[edit | edit source]
Overview[edit | edit source]
Honda NC 750X
The NC700X - launched two years ago as a brand new model, part of a 3-bike platform - has become one of the best selling motorcycles in Europe. Its combination of torque-laden parallel twin-cylinder engine, frugal fuel economy and tough adventure-style chassis, riding position and looks has won it recognition from thousands of customers as a superb, stylish do-it-all tool. Launched as a Fun Crossover Commuter concept from Honda, loaded with a great deal of fresh thinking and new technologies, its sheer all-round competence - with convenient details like helmet storage space where the fuel tank would normally be - made it a truly useful motorcycle both for day-to-day living and weekend touring. For 2014, the NC750X is the next evolution - a bike designed to offer more of what every rider liked about the original NC700X, with the addition of an extra 75cc. With more power and torque, which requires a full A licence, as well as twin balancer shafts, new exhaust muffler and taller gearing, optional DCT gearbox - plus a host of detail upgrades including ABS now fitted as standard, the 2014 NC750X is one of the most cost-effective and all-round useful motorcycles available.
Honda upgrades its NC700X platform for 2014 with two new models
slated for European markets, the NC750S and NC750X. In addition
to the bump in displacement, the two mounts receive ABS
standard, taller gearing, exhaust upgrades and other options for
the upcoming model-year.
The liquid-cooled SOHC eight-valve Parallel Twin is bored out an extra 4mm for a gain of 75cc over the 670cc NC700X . Honda added an extra balancer shaft as well to help counteract vibrations at higher rpms. The internals of the muffler were redesigned to deal with the added backpressure created by the capacity increase, a change that Honda asserts gives the new NC750s an improved beat and exhaust note.
Overall gearing is 6% taller, increasing the NC750 top-speed and adding more usable power through the rev range. PGM-FI fuel injection is tuned to provide efficient air/fuel mixture and is aided by an O2 sensor in the exhaust.
Both NC750s have Hondas optional Dual Clutch Transmission available. DCT changes the height of the gears slightly, with gears one through five remaining 6% taller than the previous model, but reducing gains in sixth gear to 3%. Honda first introduced its DCT gearbox in the 2010 VFR1200F - with the feature subsequently being offered on several of Big Reds designs. There are three modes of operation in the DCT system: full manual that allows the rider to shift with the handlebar trigger control buttons, Automatic D mode for city and highway riding and Automatic S mode. In S mode the ECU allows the engine to rev higher before shifting, allowing for a sportier ride.
Both NC750 versions come with a 41mm telescopic fork and Pro-Link swingarm with monoshock damper. They also come with a single 320mm disc, two-piston caliper brake out front and a 240mm disc with single-piston caliper out back. Brake levers are six-position adjustable and two-channel ABS comes standard on both NC750s as well.
The differences between the NC750S and NC750X come by way of
dimensions, with the NC750S measured at a length of 86.4 inches,
width of 30.7 inches and height of 44.5 inches. The NC750X is 87
inches long, 33 inches wide and 50.6 inches tall. The NC750X is
marketed as the adventure option of the two, and has more
suspension travel than the NC750S (6 inches in front and 5.9
inches out back while the NC750S has 4.2 inches of travel in
both the front and rear). The NC750X also comes with off-road
pattern tires. Seat height is different, with the NC750S at
31.1 inches and the NC750X at 32.6 inches as is curb weight,
with the NC750S manual transmission version tipping the scales
at a claimed 476.1 pounds and the NC750X at 482.8 pounds. The
NC750S also has a slightly more stripped-down look than the
NC750X, most noticeable in the absence of the small beak
underneath the front headlight.
A full roster of accessories will be available for both models. The NC750S comes in Graphite Black, Matte Pearl Glare White and Candy Arcadian Red colorways while the NC750X will be offered in Sword Silver Metallic, Graphite Black, Matte Pearl Glare White and Candy Arcadian Red. No MSRP is listed for either model.
Make Model | Honda NC 750X / DCT |
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Year | 2014-15 |
Engine Type | Four stroke , Parallel twin, SOHC, 4 valves per cylinder |
Displacement | 745 cc / 45.4 cu-in |
Bore X Stroke | 77 x 80mm |
Cooling System | Liquid-cooled |
Compression | 10.7:1 |
Induction | PGM-FI electronic fuel injection |
Ignition | Computer-controlled digital transistorised with electronic advance |
Starting | Electric |
Max Power | 40.3 kW / 54 hp @ 6250 rpm |
Max Torque | 68 Nm / 50.8 lb-ft@ 4750 rpm |
Clutch | Wet Multiplate |
Clutch Dct | Wet multiplate hydraulic 2-clutch |
Transmission | 6 Speed Manual |
Transmission Dct | 6-Speed Dual Clutch Transmission |
Final Drive | Chain |
Gear Ratio | 1 2.812 (DCT 2.666) 2 1.894 (DCT 1.904) 3 1.454 (DCT 1.454) 4 1.200 (DCT 1.200) 5 1.033 (DCT 1.033) 6 0.837 (DCT 0.837) |
Final Reduction | 2.687 (DCT 2.437) |
Frame | Rigid tube steel diamond |
Front Suspension | 41 mm telescopic forks |
Front Wheel Travel | 153 mm / 6.0 in |
Rear Suspension | Single monoshock damper |
Rear Wheel Travel | 150 mm / 5.9 in |
Front Brakes | Single 320 mm hydraulic disc 3 piston calipers and sintered metal pads |
Rear Brakes | Single 240 mm hydraulic disc 1 piston caliper and sintered metal pads |
Front Tire | 120/70-ZR17 |
Rear Tire | 160/60-ZR17 |
Rake | 27˚ |
Trail | 110 mm / 4.3 IN |
Dimensions | Length 2210 mm / 87.0 in Wedth 830 mm / 32.7 in Height 1285 mm / 50.6 in |
Wheelbase | 1540 mm / 60.6 in |
Seat Height | 790 mm (Europe) - 775 mm (Japan) |
Ground Clearance | 165 mm / 6.5 in |
Wet Weight | 218 kg / 480.6 in |
Fuel Capacity | 14.1 Liters / 3.7 US gal |