Originally launched in 2012, the then NC700CX had the broadest appeal of Honda’s experimental ‘New Concept’ range. The trio of launch models included the scooter style 700 Integra and a roadster in the form of the NC700S, but it was the adventure style and longer distance comfort of the ‘X’ which captured the imagination of the bike buying public.
Combining the basics of a low revving, flexible and fuel efficient twin, DCT semi-automatic gearbox, a large luggage compartment where the fuel tank normally sits and an affordable, novice friendly demeanor, the X and its successors have sold over 106,000 examples worldwide through the years.
It has benefitted from repeated updates too: growing to 750cc in 2014, gaining a new look in 2016 and getting a succession of incremental improvements along the way. The other models have fallen by the wayside, although the stylish Forza 750 scooter and the X-ADV – a quirky scooter/adventure bike hybrid – are based on the same platform, the latter in particular proving a surprise sales success on the continent.
But back to the NC750X and 2025 sees another round of updates. They are worthwhile too, addressing some of the more budget componentry which has been criticized in the past. There’s a second front disc for extra stopping power; a refreshed TFT dash along with joystick switchgear; a brighter headlamp; restyled (albeit subtly) front and side bodywork; the fuel injection is reworked for Euro5+ and the DCT settings are revised too.
Sure, it’s no major revamp but the friendly, versatile and affordable low-revving nature is retained; virtually every aspect has been improved (if only in a small way) and it’s even ‘greener’ than ever, too!
The NC750X’s USP has always been its distinctive twin cylinder engine, derived from the Honda Jazz car, which is low revving and relatively low powered for its capacity. It remains effectively unchanged but that’s all to the good. Although the 745cc long stroke motor, which is mounted in an inclined position, produces the same (and seemingly underwhelming) 58bhp, fuel injection changes mean it’s now Euro5+ compliant and has an even smoother delivery. Its lazy, sub-6000rpm delivery is as effective, relaxing and frugal as ever.
In Sport mode (one of four settings: Standard, Sport, Rain and a customizable User mode) there’s a sharpness and immediacy from the throttle that can be entertaining; as mere transport it’s persuasive and the DCT – Honda’s semi-automatic Dual Clutch Transmission – is at its most compelling in this application. The NC750X can be purchased with a regular six-speed manual gearbox, however it’s perfectly suited to the optional DCT’s automatic shifting and this is borne out by the fact that 60% of X buyers now go for it, the highest uptake rate of any model where it is offered.
As such it can be ridden either fully automatic, where it changes gear for you according to mode, or in ‘Manual’, where the rider shifts via up and down levers on the left switch cube. Both are effortless, relaxing and effective and, on a gentle all-rounder like this, it makes you wonder why you’d have it any other way.
The braking update is more conspicuous. The extra front disc gives a touch more sharpness and immediacy that was previously lacking, even if the units themselves are a little basic and budget. The same, too, can be said of the suspension (it is an affordable, entry-level bike, with an A2 version also available, after all) but it’s mostly down to the gentle performance of the bike.
The set-up comprises of non-adjustable, ‘RWU’, 41mm Showa forks and a single, preload adjustable Showa monoshock. Both are materially unchanged but damping settings have been revised, and the result is a ride that’s plush and comfortable, handling that’s neutral and capable, rather than special or sophisticated, and overall, it’s more than up to the job.
And that’s the NC750X’s MO. It’s a simple and unassuming motorcycle which does what it says on the tin. The ‘X’ always had an effective and novice-friendly upright roadster gait with a dash of adventure style and that remains unchanged. Conventional 17” wheels and road suspension result in a low-ish (802mm) seat height, and the pleasingly narrow handlebars are more ‘urban’ than off-road.
Comfort is fine for commuter/all-rounder use and the small screen takes the edge off the windblast. One improvement, though, is that where the old NC750X had the option of a tall touring screen there’s now instead an optional two-way manually adjustable version (although you do need to stop and use both hands to move it) plus also an optional ‘comfort’ seat which proved excellent during our test.
In terms of practicality, motorcycles simply don’t get much more versatile, certainly not at this price point, than the NC750X. The base bike is flexible and friendly with eye-catching economy and luggage solutions. DCT adds another unique level of ease and now, for 2025, there is also more genuinely useful extra cost options available, ranging from the new adjustable screen and luggage sets, to handguards, heated grips, bespoke luggage compartment bag, riding lights and crash bars. Fully kitted up, the new X really pretty much does it all, while coming with the trust and reputation of the Honda brand.
Equipment we’ve already touched on, but it’s also an area that’s been significantly updated for 2025. In addition to the extra front disc brake, the X now has a new LED headlight which is claimed to be 50% brighter; revised front and side bodywork (with the screen and some colours now made in a pioneering, recycled from corn, ‘Durabio’ material. Out goes the old LCD dashboard, replaced by an improved 5” TFT item with new switchgear and updated wheels.
Also new for 2025 is an expanded range of extra accessory options, including the previously mentioned manually adjustable tall screen and new luggage packs, along with things like heated grips, centre stand, comfort seat, hand guards, crash bars, riding lights and more. Together they allow the NC750X owner to modify the base model and adapt it to their own individual requirements.
Part of the NC750X’s appeal has always been cost - not just affordability to buy but its low running costs. At around £8k new (DCT adds another £750), it’s practical, reasonably stylish, comfortable and its novel lockable luggage compartment (which is big enough for most full-face helmets) adds to its commuter appeal. It’s also cheap to run with a claimed 80mpg likely to be achievable in most riding conditions.
But its best feature is probably the DCT option, which takes the NC750X to a different level. While the system’s appeal, although increasingly popular, remains debatable on bikes like the Africa Twin, it makes total sense on the gentle, commuter, ‘scooter-bike’ NC where it delivers as one of the easiest, most effective and most versatile middleweights of all. Now, with smoother running, improved style, better brakes, headlight and dash and extended accessory options, it’s better still.
2025 Honda NC750X Specification
Engine: 745cc parallel twin, SOHC, four valves per cylinder, liquid cooled
Power: 58bhp (43.1kW) @ 6750rpm
Torque: 69Nm (51lb-ft) @ 4750rpm
Transmission: Six-speed manual, chain (optional DCT)
Frame: Diamond steel pipe
Suspension: (F) 41mm Showa telescopic forks, no adjust (R) Showa preload adjustable monoshock.
Wheels: Cast aluminium, (F) 17 x 3.5in/ (R) 17 x 4.5in
Tyres: Metzeler Tourance (F) 120/70 x 17, (R) 160/60 x 17
Brakes: (F) 2 x 296mm discs, Nissin twin-piston calipers, (R) 240mm disc, single-piston caliper. Cornering ABS
Weight: 216kg (kerb)
Wheelbase: 1,525mm
Seat height: 802mm
Fuel tank: 14.1 litres
Fuel consumption: 80mpg (claimed)
Service intervals: 8,000 miles/12 months
Warranty: 24 months unlimited mileage
Contact: https://www.honda.co.uk/motorcycles.html
Words: Phil West
Photos: Honda/Zep Gori
