Honda NC750X 2026 — Specifications

Relooking, technical improvements – the NC750X benefited from subtle refinements from Honda in 2025. A machine that is becoming increasingly perfect but still lacking horsepower for the most experienced riders. Fortunately, Honda is lowering the price of this endearing motorcycle in DCT version, which is the only one remaining on the market, since the version with a traditional gearbox disappeared in 2019 and will not be returning on this new version! For France, at least.

Less stressed, more dynamic, the NC750X received a new look for 2025 with the adoption of a new fork. It’s not a radical transformation but a subtle play of details. The motorcycle steps up in its look and follows the trend of Honda’s Swiss Army knife machines like the NT 1100 recently tested. Honda specifies that it took the opportunity to improve protection while gently evolving the LED optics.

Behind this new exterior, the NC 750 X receives a new TFT screen as well as a remote control on the handlebar. With a size of 5 inches, the color screen modernizes and accompanies the motorcycle’s upgrade. The rider has a backlit 4-axis control placed on the handlebar to navigate the menus. The screen has the Honda RoadSync connectivity function, which allows you to use the features of a mobile phone such as navigation, listening to music or making calls using a Bluetooth intercom.

What makes the urban rider happy is the clever trunk in place of the tank, which allows you to store a helmet. Fortunately, during this makeover, Honda has retained this volume. The storage space arranged in the false tank claims a capacity of 23 liters, with the possibility of installing, as an option, a USB socket in the upper left part or a separator that facilitates the exploitation of the interior volume.

The 745 cc inline twin-cylinder engine of the NC750X aims for efficiency before performance. Honda provides impressive figures: 3.53 l/100 km of homologated consumption, which translates to an autonomy of approximately 400 km with the 14.1 l tank. It must be said that the twin-cylinder is not very powerful with a maximum power of 43.1 kW (58.5 hp) at 6,750 rpm when the torque of 69 Nm is reached at 4,750 rpm. This well-present torque is enough to give a bit of life and character to a motorcycle that undoubtedly deserves more, much more… Values close to the Honda Hornet would open up the customer base for the NC750X without depriving it of a A2 version (available today). Perhaps tomorrow?

The DCT dual-clutch transmission is standard and features an automatic mode that takes into account the different driving modes chosen while a USER mode allows the rider to choose their own program. This transmission has been revised for 2025 to offer, according to Honda, “softer reactions at low speed.” Between manual mode (with gear changes via handlebar-mounted paddles) or automatic mode, the DCT offers 4 different operating maps. Thus, level 1 is the softest, closely associated with the RAIN driving mode. Level 2 is associated with the STANDARD mode while level 3 determines a behavior rather located between the STANDARD and SPORT modes. Finally, level 4 allows higher engine speeds for gear changes while downshifting earlier. It is logically linked to the SPORT mode.

For the 2025 model year, the engineers’ goal was to improve operation when starting or at speeds below 10 km/h to facilitate, for example, U-turns. To achieve this, the engineers played on the oil pressure necessary for the operation of the clutch from the calculator linked to the throttle position.

The TBW (Throttle By Wire) electronic throttle allows the NC750X to offer 3 pre-defined riding Modes (Sport, Rain and standard) plus a user-configurable Mode. The HSTC couple control system offers, in turn, 3 levels of intervention as well as new settings on the RAIN mode.

The HSTC couple control system, present as standard, allows precise and non-intrusive control of the torque transmitted to the rear wheel by the engine. 3 levels of intervention can be selected by the rider: Level 1: allows minimal intervention by the system with limited rear wheel traction control. Level 2: this is the default mode that allows optimal traction under normal operating conditions. Level 3: guarantees maximum control on slippery surfaces. The HSTC can be completely disconnected.

The frame consists of a steel frame that accommodates a 41 mm fork and a mono-shock rear suspension with Pro-Link ratio. The suspension travel is 120 mm. For 2025, Honda offers more powerful braking, requested by everyone! Thus the NC750X adopts a double 296 mm disc bitten by two-piston calipers. The 240 mm rear disc completes the assembly with a single-piston caliper. This more powerful braking (ideal for duo use with loaded cases) is still under the control of an ABS that will secure the use.

The curb weight is 226 kg, with a mass distribution of 49/51%. The seat height is 802 mm. For an even more lively and agile machine, Honda has worked on the wheels to reduce their weight (unsprung mass). With a diameter of 17 inches and widths of 3.5 and 4.5 inches respectively, the new rims save 1.8 kg compared to the old ones. The tires retain their dimensions of 120/70 R17 and 160/60 R17.

This NC750X is being upgraded (prettier, less cheap, more techno, better brakes) without salting its bill. Moreover, Honda wants to do good to your wallet with a version equivalent, a price reduction of €850. Displayed at €8,999 in DCT version, this machine will be ready to accompany you in all situations. A very "Hondaesque" vision of the motorcycle as a tool machine that, over time, by revealing its qualities, becomes very endearing.

For the most experienced, the lack of power may well send them to the competition like the BMW F 900 XR or a Tracer from Yamaha. More expensive but more powerful. The stroke of genius will perhaps one day come from Honda with the grafting of the Hornet engine into the NC750X. In that case, it would be impossible to benefit from the DCT gearbox; but the E-Clutch could technically be installed. Oh, what ideas for urban rides.

More pragmatically, the motorcycle offers as an accessory a whole series of elements and packs for everyday use:

• “Urban” Pack: - Resin luggage rack - Center stand - 50 l top case - 25 l storage bag adapted to the top case - Aluminum trim for top case - Top case backrest - Divider for trunk

• “Travel” Pack: - 36 l (right) and 37 liter (left) side cases with supports - Bags adapted to the cases - Aluminum trim for cases

• “Adventure” Pack: - Lateral tubular protections - LED front fog lights - Hand guards

• “Comfort” Pack: - Adjustable bubble - Comfort rider seat - Comfort passenger seat - Leg deflectors - Heated grips

Vincent Beaucousin - Photos manufacturer

Detail of riding modes:

Sport: engine behavior and engine braking are at the most dynamic, the level of intervention of the couple control is low while the DCT is set to mode 4.

Rain: for use in all smoothness, with extra assurance on slippery surfaces. Low power and engine braking, low couple control level and level 1 for the DCT.

Standard: meets most situations with an intermediate level for power, engine braking and couple control. The DCT is in mode 2.

User: allows the rider to define custom settings. Choices for power and engine braking can be set to low, medium or high, couple control to low, medium, high or disabled. 4 modes are available to calibrate the DCT.