It is no secret that I am a huge NC fan. As a ‘lifer’ that uses my bike for everyday transport as well as for leisure, the DCT NC that I own has proven to be almost everything, and more, that you could wish for in a utility motorcycle. Totally reliable, comfortable, frugal, effortless to ride, and you better believe it, fun. So, I was quite intrigued to see how much better Honda’s upgraded 2025 model is. Let’s start with what’s changed.
Styling has been slightly sharpened with new LED headlights and gloss black trim replacing the previous model’s alloy coloured trim. It is a handsome beast, that’s for sure. My test bike was also in the classy green first seen on the CB500 X. Finish is typical Honda, absolutely top drawer. A TFT dash replaces the older model’s LCD version, and its functions are driven by new switchgear. The left-hand switch cube has a repositioned paddle for upshifts, and the headlight dim\bright and flash paddle sits on top of the cube, also operated by the left index finger. There is a backlit cube switchgear for accessing the display’s info. Horn and indicator switch positions are thankfully unchanged. Muscle memory got my index finger in a bit of a tangle with the upshift paddle and the light switch, but new DCT owners are unlikely to have such issues.
Other changes are a subtle change to the windshield, and more significantly, the addition of a second front disc brake. The front brake discs are 296 mm with dual piston calipers versus the 320 mm disc of my 2022 model. I see journos raving about the upgrade, but in truth, what it has improved significantly is feel rather than braking power. The single disc is powerful if used in anger. The new setup gives similar power but with better modulation. Apparently, the wheels are slightly lighter too, offsetting the weight of the extra disc, so no worries there.
The DCT algorithms have been revised, with the goal of achieving smoother pickup and shifts. Doing a U-Turn is now a tad easier, with smoother ‘clutch action’ and power modulation. I would say that there is a distinct improvement. It is not a day and night difference, but rather a subtle refinement. The previous incarnation of the NC DCT was already a polished performer in most respects. In typical Honda fashion, they never rest on their laurels but always seek a level of perfection that is staggering. Now that I’ve covered what is new, let’s talk about what makes the NC DCT unique and so special.
I recently rode my NC to Gqeberha, and then down the Garden Route to Cape Town, before riding home to Pretoria on the N1. My bike has the optional Honda touring screen fitted, as well as Barkbuster Storm handguards, which deflect wind and water off my hands. I rode the 1130 km to Gqeberha in one go. The NC has perfect ergonomics for touring. It makes a mockery of long-distance travel. I don’t believe there is another bike in the middleweight category that can even come close to matching the NC as a tourer. Anyone who dubs this bike a ‘commuter’ is doing it such an injustice! Sure, it makes an effortless commuter, but the DCT is such a pleasure in all applications.
My average fuel consumption was 24 km/L over the whole trip. I was filling up every 300-odd km. The 23L ‘frunk’ storage space, located where the tank would typically be, is a real boon. It swallows most full-face helmets and endless oddments. When I ride my other bikes, I am reminded how useful the weather-tight storage is. On my Cape trip, I stored a flask of coffee there for easy access to enjoy a cuppa when the fancy took me. A puncture repair kit, chamois and rain jacket are permanent residents in the ‘frunk’.
The 8-valve SOHC parallel twin is a gem. With 58 hp @ 6750 rpm and maximum torque of 69 Nm produced at 4,000 rpm (which equates to a road speed of 130 kph in top gear), it hums along with uncanny smoothness, virtually never dropping down from 6th gear. Overtaking is effortless, with a prod on the thumb downshift paddle launching you past the slower traffic, and then the DCT engages 6th again as you resume your cruising speed. Extended periods of 150 kph cruising are equally effortless, with only a small penalty in overall consumption. It has 4 engine modes. Standard, which is its default setting, Sport, Rain and User. You also have the option of ‘Manual’, where you shift manually, utilising the paddle shifters. Standard mode is uncannily intuitive, so that is my go-to mode. Extra thrust is a mere thumb press or two away.
The Showa Dual Bending Valve Forks work well, and it matters not one jot that they are non-adjustable. The rear shock is preload adjustable only, but decently damped. The NC is a pleasure to steer down a winding road at speed. Is it a closet road racer? No. Is it engaging to ride in the twisties? Oh, hell yeah! The NC sports 17” wheels, with a 160/60 on the back and a 120/70 up front. Allied to a 27-degree rake angle, the steering is neutral and extremely stable, even when traversing gravel roads. With only 145 mm of ground clearance and 120 mm of suspension travel at each end, restraint must be exercised on gravel, but the NC will get you there. The low centre of gravity afforded by the under-seat fuel tank and horizontal placement of the motor adds to the stability, and makes the NC feel 30 kg lighter than the 226 kg that it actually is. A low seat height makes it accessible to virtually everyone and also amps up that feeling of control.
I was so impressed with the gravel road stability of my NC that it got me thinking. In Europe, Honda sells an NC-based Adventure scooter that is the business! It was the second-best-selling Honda in Europe in 2023. The Honda X-ADV. Powered by NC750 DCT running gear, it sports longer travel suspension (153mm), spoked wheels, DCT, cruise control and USD front forks. It even has a dedicated ‘Gravel’ engine mode! It sells in Europe for 7,500 Euros, which equates to around R150,000.
Check out my post from EICMA for pics. It has super comfortable seating for rider and pillion. It has a floorboard foot position for touring and commuting, but footpegs which allow a standing position off-road. How about it Honda? It’s the kind of zany bike that could spawn a cult following if marketed well, along the lines of a Honda Grom on steroids! You could have bespoke shops catering just to X-ADV faithful. I will buy the first one, guaranteed! I digress, but seriously Honda…
The engine modes on the NC, as is the case with most bikes that come so equipped, alter the engine braking, traction control and power delivery. Firstly, when you have an engine as user-friendly as this with good throttle modulation, I would even question the need for different modes. I would love to see the statistics. Do optional engine modes really benefit riders in terms of safety or usability? What they do is change the way the bike reacts to throttle input under given circumstances, which, to my mind, destroys predictability. For example, if you are riding a benign dirt road to your B&B and you suddenly encounter 30 metres of sand. Typically, you would open the throttle to get the front wheel light as you steer through the little sand obstacle. In standard mode, your NC would accelerate and then, when the back wheel spins even slightly, the traction control would cut the power, the opposite of what you are trying to do.
Don’t try and idiot-proof bikes. Make them predictable so that riders can apply skills which work under various circumstances. A 160 hp bike makes a case for needing traction control. An NC, not so much. How many riders tinker with their suspension settings regularly? Very few, I would wager, yet we think bikes must have adjustable suspension.
A lot of the ‘adjustability’ on modern bikes is of more value in barroom bragging than in the real world, and we pay for these answers to questions we never asked. The 2025 NC has an TFT dash by which its vitals can be accessed. It is well presented and legible in all light conditions. Like all TFT displays, it requires some scrolling through menus to access all the information that you require, but it is relatively simple compared to many other bikes. My old NC with the LCD display is easier to navigate around, but not nearly as legible. The Gen Z lot will love the new setup.
In summary, the updates to the NC totally modernise the bike. At R162,599 for the DCT model, it offers exceptional value. There remains nothing like it. Not as a commuter, tourer, or ride for all seasons. The 23L utility space where the tank normally lives on a bike is a game-changer for practicality. Reliability and low running costs are legendary. Examples with over 300,000 km are not just still running, they are thriving on just regular servicing and the occasional fresh chain and sprockets. Valves only require checking around every 25,000 km and are then easily accessed, and adjustment is by screw type tappets. Oil services are easy to achieve, and even air filter changes are not too painful.
Honda carry a bunch of accessories with which to pimp your ride. Topbox, panniers, mainstand, touring screen, heated grips and more. They are a little backwards in coming forward with allowing you to kit out your bike in a cost-effective fashion. Packages include some stuff but not others. Let buyers choose from the accessories catalogue and give them attractive bulk discounts. Only BMW seem to understand the benefit of accessorising bikes. They make it easy and seamless. There is profit going begging.
Honda seems to know what we need even when we don’t. They build a low-revving bike that produces its power and torque where it counts and lopes along with a mellow rumble, never feeling in the least stressed or strained. Perhaps it isn’t as ‘exciting’ as some other bikes. Some, particularly those who have never ridden one, may even call it bland. But for me, my NC is a salve for my soul. It delivers without fuss or bother, a willing accomplice on my adventures. My life would be incomplete without an NC in my garage.
Honda NC750X:
For more information on the Honda NC750X featured in this article, click on the link below…
