2025 · Sport Tourer · A variant of the NC750X
Differences between the standard NC750X and the DCT
The Effortless Daily Workhorse
Honda built the NC750X around a question most sport-tourers never bother to ask: what do you actually do with this thing every day? The 745 cc parallel twin makes 59 hp and 51 lb-ft, and it does its real work low in the rev range, which is where road riding lives. Third-generation DCT handles the shifting. A storage compartment sits where a fuel tank usually would, deep enough to swallow a full-face helmet. ABS, traction control and ride modes are standard, and the TFT screen carries navigation and phone connectivity. In its class, this bike argues for usability over output.
It rides like a machine that asks nothing of you. Torque arrives early, throttle response is clean, and over 70 mpg is normal, which keeps the 3.7 gal (14.1 L) tank honest across a long day. This is a bike for riders who judge a motorcycle by how little it annoys them over years, not by what it does in a straight-line drag. The honest caveat is output. At 498 lb (226 kg), 59 hp covers two-up travel and mountain roads without leaving a deep reserve for overtakes. The fork is fixed as it left the factory, with preload adjustment only at the rear shock.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 59 hp (43 kW) @ 6,750 rpm |
|---|---|
| Torque | 51 lb-ft (69 Nm) @ 4,750 rpm |
| Displacement | 745 cc |
| Engine | Parallel twin |
| Cooling | Liquid-cooled |
| Gearbox | 6-speed |
| Final drive | Chain |
| Front brake | 296 mm |
| Front tire | 120/70-17 |
| Rear tire | 160/60-17 |
| Seat height | 31.6 in (802 mm) |
| Wet weight | 498 lb (226 kg) |
| Fuel capacity | 3.7 gal (14.1 L) |
Equipment check
Chassis
Comfort
Connectivity
Lighting
Safety
The named systems that set this bike apart — and what each one does for you.
Braking
Drivetrain
The NC750X DCT (RH 09-2-DCT) builds on the standard NC750X: the upgraded hardware, the key spec changes and where its character shifts. The full ride, specs, scoring and verdict are all right here on this page.
Equipment the DCT adds vs the standard NC750X
Almost none of this came from a press launch. It came from years of standing around in paddocks, talking with owners at club nights, and reading the messages riders send me directly about the bikes they live with every day. On the NC750X the chatter is unusually consistent. The praise lands on how little the bike asks of its rider, and the complaints land almost entirely on engine character and suspension.
The gearbox dominates the conversation. Riders consistently describe the dual-clutch as the part they stopped thinking about within a week. It crawls through stopped traffic and parking-lot maneuvers without the lurch owners expect from an automatic, and the paddles are there when somebody wants to pick the gear themselves. The twin gets the same treatment in owner talk: torque low down is the phrase that keeps coming back, and it is what makes the whole package feel unhurried in town. Riders who use it to get to work report arriving at the far end fresh rather than worn out. Many also credit the under-seat fuel tank for how settled the bike feels beneath them, at walking pace and at a steady cruise alike.
The long-term reports carry real weight in this crowd. Owners write in with odometers past 60,000 miles (100,000 km) and describe the engine and transmission as having asked nothing of them along the way. Service intervals come up often, usually in the context of how seldom the bike needs a shop, and resale is a recurring point: riders say these hold their money when it comes time to sell. The other running theme is ordinary use. People run errands on it, and those who add the optional luggage describe one bike that covers the weekly chores and the daily commute. Newer riders and riders with decades behind them land in the same place. Predictable, undemanding, easy to stay comfortable on across a long day.
The gripes are just as consistent. Enthusiasts call the engine uninspiring. It signs off at 6,500 rpm and gives nothing back for revving it, which is where the bike's boring reputation among keen riders comes from. Pick up the pace on a broken road, or add a passenger, and the suspension is the next thing riders name: the fork and shock run short on damping. A recurring complaint about the automatic is that it grabs top gear too eagerly on a twisty road, and sport mode softens that without curing it. Some owners add that the shift behavior cannot be changed on the move without stopping and digging through menus, and they would rather have a button. Taller riders single out the stock screen, which stirs up air around the helmet and shoulders and wears on them over a long highway leg. Aftermarket screens are the common fix. A few mention a front brake disc that keeps making noise after a ride.
White smoke on startup and coolant loss after repair
One documented case showed white exhaust smoke and low coolant level after a cam chain tensioner repair, suggesting possible gasket failure or fluid ingress. The long-term cause has not been confirmed.
Cam chain tensioner premature failure
Some 2025 owners report a ticking noise from the engine early in its life (around 1,100 mi (1,700 km)). Diagnosis confirmed a defective cam chain tensioner. Replacing only the tensioner often results in the noise returning; a full timing‑kit replacement (chain, tensioner, guides, gaskets) is recommended.
Front brake disc noise
Some owners report an intermittent metallic noise from the front brake discs under light braking or after washing; no impact on braking performance.
Where this Honda NC750X pulls ahead of — or falls behind — its rivals on the numbers, and the typical bike in its class on character.
Power
Torque
Displacement
Wet weight
Seat height
Forget spec-sheet bragging. Here's who the NC750X is actually built for.
Your kind of day, 200 to 400 miles of good road and better scenery, is what this bike does best. Just ride it for the flow of the road, not for big passing power.
Made for Black Hills · Blue Ridge Parkway · Cherohala Skyway
It will cross the country and cost you almost nothing doing it. Loaded two-up over a pass like Beartooth, though, 59 hp is working, and there is no cruise control.
Made for Beartooth Highway · Blue Ridge Parkway · Going-to-the-Sun Road
Light steering and predictable manners make a road like the Dragon easy to read and easy to repeat. The fixed fork limits how far you can dial in setup as your pace climbs.
Made for Back of the Dragon · Blue Ridge Parkway · Cherohala Skyway
If you're cross-shopping the older generation, here's what changed.
Previous generation · 2021–2024
The Effortless Daily Hauler
Compare to the previous model →If this one isn't quite the fit, these are the bikes worth riding back-to-back against it.
Any price note compares both bikes at the same age — the youngest age both have on the used market — against this Honda NC750X. “cheaper/pricier” is what that bike costs second-hand, not how worn it is.
