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NC 750X 2022 arrives many news

For a decade, Honda NC has been synonymous with innovation and success, a true new motorcycle concept explained by the chosen acronym, NC, derived from 'New Concept'. Launched in Brazil in 2012, the model debuted here a short time after reaching the European market. Here as there, it attracted great attention because of its peculiar and innovative aspects, such as the two-cylinder engine with abundant torque and great economy, whose architecture with cylinders inclined 62º to the front facilitated the creation of a compartment located where the fuel tank is usually located and capable of house a full-face helmet.

The comfortable riding position offered by the wide handlebars, wide seat and suspensions suitable for a wide spectrum of uses, allied to the safety of the ABS brakes making the Honda NC 750X a champion in versatility; motorcycle at ease in urban, road use and even on unpaved roads.

Over the years the Honda NC 750X has been refined, receiving an engine upgrade that went from the 670 cc of the initial version to 745 cc in 2015. The following year, more aesthetic and technical updates were applied to the model, such as longer travel, LED lighting, new dashboard and expansion of the compartment from 21 to 22 liters.

Now, the NC 750X 2022 is the subject of a profound and important update, which, however, has not changed the original character, but rather exalts the recognized qualities of the genuine crossover. The version with conventional gearbox is added to the NC 750X DCT, a prestigious version equipped with a dual clutch transmission, already present in the X-ADV scooter, the GL 1800 Gold Wing gran-turismo and versions of the Honda CRF 1100L Africa Twin.

Model overviews... Among the main changes to the NC 750X for 2022 is the increase in the maximum engine speed to 500 rpm, made possible thanks to the redesign of the intake/exhaust system and valve control. Shorter ratios in 1st, 2nd and 3rd gears and longer ratios in 4th, 5th and 6th gears were aimed at improving performance. In the NC 750X the load on the clutch lever was reduced by 20% thanks to improvements in the slipper clutch, which favored urban riding on truncated routes, made at low speed.

The electronic throttle system TBW - Throttle By Wire, made it possible to introduce three driving modes that change the character of the engine: they are RAIN, STANDARD and SPORT, as well as the USER mode, which allows customization of parameters. Also important was the reduction of 6 kg in the total weight of the motorcycle thanks to a new frame and improvements in the engine and chassis. The HSTC system - Honda Selectable Torque Control, is another novelty, designed to limit loss of grip on the rear tire, and can be adjusted to three levels or turned off.

Unprecedented in Brazil, the NC 750X DCT allows you to choose between fully automatic gear changes or to select gears with your fingers through controls installed on the left wrist.

In terms of design, the NC 750X gained new front optics and a restyled tail with a new flashlight and turn signals. The compartment located between the handlebars and the seat has been redesigned internally and gained even more space. Seat-to-ground clearance has been reduced by 30mm while the redesigned windshield offers more protection. The new LCD panel allows better visualization and control of the data.

Engine...The NC750X and NC 750X DCT's parallel twin-cylinder engine is equipped with liquid cooling and an 8-valve SOHC head, a design that favors low and medium rotations, with a relatively long piston stroke, specially shaped combustion chambers and a high inertia mass, which allows high torque from the lowest rpm. The feature of having the cylinders inclined 62º forward favors a low center of gravity and, consequently, better stability, which also helped to reduce the engine weight by 1.2 kg. In both versions of the NC 750X, conventional or DCT transmission, TBW electronic throttle, selectable driving modes and HSTC traction control are available.

With the introduction of the electronic throttle, camshaft adjustments and exhaust improvements, the power of the twin-cylinder rose to 58.6 hp at 6,750 rpm. The maximum torque of 69 Nm appears at 4,750 rpm.

The transmission of both versions, conventional or DCT, has the first three gears shortened for greater acceleration power, while the last three gears have been lengthened to improve consumption. Two balance shafts are responsible for mitigating engine vibrations, which offers characteristic pulsation thanks to the 270º crankshaft and irregular ignition intervals.

A striking feature of this engine is the refined engineering, which sought to maximize energy use by reducing the number of internal components and weight. Examples of this are the camshaft that drives the water pump and the balancer shafts, which do the same for the oil pump.

The NC 750X's slip clutch works to lessen the tendency of the rear wheel to lock up on faster downshifts. The load for activating the lever was 20% lower compared to the previous version. The lightweight, pentagonal-shaped tailpipe uses two chambers joined by a connecting tube, which acts as a resonance chamber to create a deep, distinctive sound. The double structure catalyst keeps the emission rate of harmful gases to the environment low as well as the noise emission.

Always recognized for its extreme economy, the NC 750X engine is capable of offering great autonomy thanks to the 14.1 liter tank located in the center of the frame, under the driver's seat, a positioning that contributes to manoeuvrability.

A highlight of the NC 750X model 2022 is the remarkable evolution of the electronics, in which the TBW - Throttle By Wire system is the protagonist, allowing three driving modes plus a customizable one, whose selection and control takes place through the selector on the left wrist and panel. .

In SPORT mode the power delivery and engine braking are more aggressive, with low performance of the HSTC system and, when available, the DCT will be in mode 4. In RAIN the power delivery is less aggressive as well as engine braking. HSTC intervention is high and DCT is at level 1. STANDARD mode offers an intermediate point between power delivery, engine braking effect and HSTC actuation level, with DCT at 2. When selecting USER, parameter customization according to the driver's preferences is possible.

The HSTC system allows adjustment of the traction control in three levels, with 1 being the least intrusive and 3 being the most suitable for slippery floors. In USER mode it is possible to choose to deactivate the system.

Transmission...DCT - Dual Clutch TransmissionDCT technology, exclusive to Honda in the motorcycle world, is in its twelfth year of production. In Europe, the biggest market for the DCT system, around 60% of customers chose this option for the NC 750X.

The reliability and ease of use of the DCT is consensual. Both upshifting and downshifting, whether in automatic mode or using the left-hand selectors, is smooth and precise. The DCT gearbox uses two clutches, one serving 1st, 3rd and 5th gear; the other 2nd, 4th and 6th. Each group of gears, even and odd, has a pilot shaft and an exclusive clutch. Each clutch has individual electro-hydraulic circuit. When a shift occurs, the system pre-selects the next gear through the clutch system that is not active. Then the first clutch is electronically disengaged while the second clutch engages.

The result is a smooth, comfortable ride with quick, fluid shifts. Because both clutches transfer power from one gear to the next with minimal disruption of rear-wheel drive, interference from transmission jerks that could affect stability is minimal. As an extra benefit, the DCT transmission offers greater durability (it is impossible to damage the transmission due to an error in gear shifting) and the impossibility of taking the engine speed to excessive levels. The use of the DCT gearbox in urban driving results in less fatigue for the driver, who without the need to command gear changes, can concentrate on other aspects of riding.

The DCT transmission allows manual operation, using the controls located on the left handlebar grip. When automatic mode is selected, there are four settings available, with three levels: 1 is the quietest and is used in RAIN mode; Levels 2 and 4 determine shifts from high gears to higher rpm, suitable for STANDARD and SPORT driving modes. In USER mode it is possible to select a fourth DCT pattern, intermediate between the characteristics found in STANDARD and SPORT mode in terms of aggressive shifting gears.

Adaptive Clutch Capacity Control is a feature of the NC 750X DCT that manages the torque in the clutch pair, which results in great smoothness during the action of opening or closing the throttle.

Style & Equipment...The look of the NC 750X 2022 has evolved thanks to redesigned lower and upper fairings and smaller dimensions, as well as the strength and personality of the surfaces as a whole. The new LED headlight and DRL lights give the front of the NC 750X a strong personality.

The windshield is also new and offers more protection. The covers and side panels are now thinner, the seat has a new conformation as well as a new exhaust design, resulting in a clear modernization of the set compared to the previous NC 750X. The redesigned taillight harmonizes with the design of the front optics and LED turn signals. An exclusive feature of the NC, the compartment to house a full-face helmet where the tank is traditionally located now has a capacity of 23 liters, which also reduced the weight of the structure by 1 kg.

Also the color LCD instrument panel is new and allows managing the riding modes through the selection button on the left handlebar grip. The rear turn signals now have an emergency function, the ESS (Emergency Stop Signal): at speeds above 53 km/h, intense braking that causes a deceleration of at least 6.0 m/s will cause the hazard lights to flash, alerting drivers that follow. If the ABS comes into operation when braking on wet pavement, the minimum deceleration value for the ESS to start operating decreases to 2.5 m/s.

The ignition key is equipped with the Honda Immobilizer System (HISS). If the identities of the chip embedded in the key and that of the ECU - Electronic Control Unit - do not match, the engine cannot be started.

Cycling...The diamond steel tubular frame has been carefully redesigned. By using tubes of variable thickness and weight, it was possible to reduce the weight of the frame by 1.8 kg compared to the previous model, as well as reorganizing the positioning of the battery and air filter box, work that reduced the weight by 1.2 kg.

The fundamental chassis geometry data are 27º for the caster angle, 110 mm for the trail, and a wheelbase of 1,525 mm (1,535 mm in the DCT version). The weight distribution between front and rear is 48% - 52%. The curb weight is just 214 kg (224 kg for the DCT version), 6 kg lighter than the previous NC 750X. Seat-to-ground clearance is now 802mm high, 30mm lower.

The upright and elevated riding position offers great visibility, a feature that, combined with the wide handlebars, small steering radius and low center of gravity, helps with handling, balance and excellent control at low speeds.

The front suspension of 41 mm in diameter and 120 mm of travel uses the SDBV - Showa Dual Bending Valve system, guaranteeing efficiency and reduced maintenance. The small change in the front suspension travel made it possible to reduce the seat height without affecting the dynamic behavior. The Pro-Link rear suspension provides adjustable spring preload and provides 120mm of travel.

As for the braking system, the 320 mm wave-type disc with two-piston caliper offers powerful and modular braking, complemented by the rear disc, also wave-type, with 240 mm and single-piston caliper. The two-channel ABS system is lightweight and provides superior braking safety on wet and slippery surfaces.

Cast aluminum wheels, 17 x 3.50-inch front and 17 x 4.50-inch rear, use 120/70 ZR17 and 160/60 ZR17 tires, respectively. 'L'-shaped forged aluminum valves make it easy to check pressure.

Accessories...The URBAN PACK accessories package for customizing the Honda NC 750X is available at Honda dealerships, which includes the following items: Fairing tubular protector, Rear support, 38-liter Top Box, Center stand, USB port in the compartment of cargo

At Honda Dream dealerships, the TRAVEL PACK will be available for the Honda NC 750X DCT, with the following items: Tubular fairing protector with fog lights, Rear support, 38-liter Top Box, Side cases, Elevated windshield (70 mm) , Center stand, USB port in the charging compartment.

Price, colors, warranty...The 2022 Honda NC 750X and Honda NC 750X DCT have a three-year, unlimited mileage warranty, in addition to Honda Assistance (24-hour assistance) for the duration of the warranty.

The Honda NC 750X equipped with a conventional transmission is expected to arrive at dealerships throughout Brazil from March and a suggested price of 49,700 reais (local currency), based on the Federal District, which does not include freight or insurance expenses.

The Honda NC 750X DCT is expected to arrive at dealerships throughout Brazil from April, and the suggested price will be announced soon.

Available colors:

Honda NC 750X: Red and Pearl Blue

Honda NC 750X DCT: Red and Pearl White

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