2020 Honda NC750X DCT ABS MC Commute Review

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edited June 17 in Cars Motorcycles

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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).

Related: MC Commute

Part commuter, part adventure bike—what exactly is Honda’s NC750X?
Part commuter, part adventure bike—what exactly is Honda’s NC750X? (Adam Waheed/)

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.


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Honda’s made big strides in the styling department with the NC750X. It wears a more masculine snout that makes it look more macho than previous iterations.
Honda’s made big strides in the styling department with the NC750X. It wears a more masculine snout that makes it look more macho than previous iterations. (Adam Waheed/)

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.

We test rode Honda’s DCT-equipped NC750X which deletes the manual clutch and gearshift lever for this handlebar-mounted switch gear.
We test rode Honda’s DCT-equipped NC750X which deletes the manual clutch and gearshift lever for this handlebar-mounted switch gear. (Adam Waheed/)

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.

The NC750X is powered by an undersquare 745cc parallel-twin engine. The engine is canted forward for improved packaging and handling.
The NC750X is powered by an undersquare 745cc parallel-twin engine. The engine is canted forward for improved packaging and handling. (Adam Waheed/)

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.

The NC750X has a wide and well-supported seat. If you’re looking for a comfy urban/light-duty touring rig, look no further.
The NC750X has a wide and well-supported seat. If you’re looking for a comfy urban/light-duty touring rig, look no further. (Adam Waheed/)

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.

The single hydraulic disc brake does an admirable job of shedding speed on the 505-pound NC750X. Fixed ABS mitigates skids during braking.
The single hydraulic disc brake does an admirable job of shedding speed on the 505-pound NC750X. Fixed ABS mitigates skids during braking. (Adam Waheed/)

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.

One of our favorite features is the NC750X’s lockable storage compartment capable of swallowing a full-face motorcycle helmet.
One of our favorite features is the NC750X’s lockable storage compartment capable of swallowing a full-face motorcycle helmet. (Adam Waheed/)

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.

Instrumentation is a tad small, however it is easy to read while riding and includes all of the necessary information needed during rides.
Instrumentation is a tad small, however it is easy to read while riding and includes all of the necessary information needed during rides. (Adam Waheed/)

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.

Gear Box

Helmet: Shoei RF-SR

Jacket: Rev’It Tornado 3

Gloves: Rev’It Sand 3

Pant: Rev’It Tornado 3

Boots: TCX X-Cube EVO Air

2020 Honda NC750X DCT ABS Technical Specifications And Price


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PRICE $8,899
ENGINE 745cc, SOHC, liquid-cooled parallel twin; 8-valve
BORE x STROKE 77.0 x 80mm
COMPRESSION RATIO 10.7:1
FUEL DELIVERY Fuel injection
CLUTCH Wet multiplate slipper clutch; cable actuation
TRANSMISSION/FINAL DRIVE 6-speed Dual Clutch Transmission/chain
FRAME Steel
FRONT SUSPENSION 41mm Showa Dual-Bending valve fork; 5.4-in. travel
REAR SUSPENSION Showa shock; 5.9-in. travel
FRONT BRAKES Radial-mount 2-piston caliper, 320mm disc w/ ABS
REAR BRAKE 1-piston caliper, 240mm disc w/ ABS
WHEELS, FRONT/REAR Die-cast aluminum; 17 x 3.5-in. / 17 x 4.5-in.
TIRES, FRONT/REAR Dunlop; 120/70-17 / 160/60-17
RAKE/TRAIL 27.0°/4.3 in.
WHEELBASE 60.4 in.
SEAT HEIGHT 32.7 in.
FUEL CAPACITY 3.7 gal.
CLAIMED CURB WEIGHT 505 lb.
WARRANTY Transferable, 1 year unlimited-mileage
AVAILABLE June 2020
If you’re seeking a near perfect commuter-style motorcycle, look no further than Honda’s $8,899 NC750X.
If you’re seeking a near perfect commuter-style motorcycle, look no further than Honda’s $8,899 NC750X. (Adam Waheed/)Honda’s optional Dual Clutch Transmission makes for an even easier riding experience.
Honda’s optional Dual Clutch Transmission makes for an even easier riding experience. (Adam Waheed/)If comfort, efficiency, and function are what you’re seeking in a motorcycle, Honda makes a great case for its 2020 NC750X.
If comfort, efficiency, and function are what you’re seeking in a motorcycle, Honda makes a great case for its 2020 NC750X. (Adam Waheed/)
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