![]() ![]() Not only does the frunk hold a full-face helmet, I managed to stuff all manner of–well, stuff–in there. Speaking of styling, other testers have complained about having to remove luggage like a tail bag to use the NC’s unorthodox fuel filler under the passenger seat, but there’s an upside: a waterproof 22-liter locking front trunk (endearingly known as the “frunk”), so as a commuter/errand-runner I never found it to be an issue. Lastly, while it’s easy for us grizzled gearheads to become jaded about styling, I must mention that my NC750X tester received numerous compliments from strangers, including one sportbike rider at my gym and a car full of young people who cruised slowly past and called out, “Rad bike!” I’ll admit, it felt good! Hard saddlebags and a rear trunk are Honda accessories. The trade-off for the convenient frunk is the not-so-convenient fuel filler under the rear seat. For just about any type of “normal” riding, including gravel roads and tackling the twisties, I found the suspension to be surprisingly good it only felt out of sorts when hitting hard bumps while leaned over in a turn. Handling potholes, railroad tracks and other pavement irregularities are a 41mm non-adjustable fork with 5.4 inches of travel, and a Pro-Link rear shock with spanner-adjustable preload and 5.9 inches of travel. The windscreen does a good job of deflecting air and the LCD instrument is easy to read even in direct sunlight. Reach to the handlebar is also comfortable, and it’s not so wide as to require a yoga pose for full-lock turns. The rider is perched on a 32.7-inch seat, which is comfortable enough for long commutes or day rides, narrow enough for 29-inch-inseam legs to reach the ground and high enough to allow an excellent view of traffic. Now take a few steps back at 478 pounds ready to ride the NC750X is essentially a three-quarter-size ADV bike, and this is a major component of its class-bending capabilities. As an added bonus, the front brake lever is now adjustable! Dyno results on the 2018 Honda NC750X, as tested on the Jett Tuning dyno. ![]() A single 320mm wave-style front brake disc necessitates “combined” braking during anything resembling sporty riding, but I’m in the habit of using both front and rear anyway and found brake performance to be more than adequate for my one-up riding habits. That “just enough” power (51 peak horsepower at 6,200 rpm and 48 lb-ft of torque at 4,700 per the Jett Tuning dyno) never feels out of control and throttle response is smooth. On our test bike my hands and right foot substituted for traction control and ABS, and fortunately the NC750X is easy and forgiving to ride. The other major upgrade is the two-level HSTC, available only on the DCT ABS model, that allows the rider to choose between low intervention that allows some rear wheel spin (on gravel or dirt, for example) or high intervention for slippery roads. On a mixture of high-speed (read: 75-80 mph) freeways and surface streets, I averaged nearly 69 mpg over 1,400 miles, meaning I was filling up the 3.7-gallon tank with regular every 250 miles or so.īacklit LCD instrument includes bar tachometer, speedometer, fuel gauge, clock and switchable tripmeters/odometer and fuel consumption. ![]() Not to say it’ll ripple the blacktop on a holeshot, but it’s enough for a one-up rider to stay interested on a weekend fling through the twisties, and despite a surprisingly aggressive snarl it pulses pleasantly with no buzzy vibes. The liquid-cooled, dual-counterbalanced, 270-degree, SOHC parallel twin cranks out power well into the midrange. 73 x 80), which adds a few ponies and ups the rev ceiling to 7,500. On paper the NC750X is nearly identical to its predecessor, with the primary difference being the squarer bore and stroke (77 x 80mm vs. It’s today’s everybike: an attractive, fuel-efficient, do-it-all commuter, canyon carver and even light tourer, at a great price. But EIC Tuttle must think I’m tough, so a base model, bone stock 2018 NC750X is what I tested, logging more than 1,400 commuting, canyon carving and errand-running miles. Honda has nearly perfected its three-mode (Drive, Sport and manual) DCT dual-clutch automatic transmission, and honestly for just $700 and roughly 30 extra pounds the DCT model is the way to go, especially since it’s the only way to get the HSTC and combined ABS, which applies front brake when the rear is applied as well as preventing lock-up. Reach to the bars is comfortable and natural. Footpegs are positioned directly under the rider, making standing up easy. ![]()
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