2014 Honda NC750X specifications and photographs

6 Апр 2015 | Author: | Комментарии к записи 2014 Honda NC750X specifications and photographs отключены

2014 Honda NC750X all

The NC700X – launched two years ago as a new model, part of a 3-bike – has achieved an impressive level of becoming one of the best selling in Europe. Its combination of torque-laden twin-cylinder engine, frugal economy and tough adventure-style riding position and looks has won it from thousands of customers as a stylish do-it-all tool.

as a Fun Crossover Commuter concept Honda, loaded with a deal of fresh thinking and new its sheer all-round competence – convenient details like storage space where the tank would normally be – it a truly useful motorcycle for day-to-day living and weekend 2014, Honda has added to its the NC750X – a bike designed to more of what every liked about the original, and less.

A larger 745cc capacity gives the NC750X power and torque throughout the rev-range, whilst delivering the in ownership of a full 750cc gearing is taller but acceleration and top are both improved, while the of twin-balancer shafts and new exhaust ensure a smooth yet characterful feel.

Additional instrumentation, a span-adjustable brake lever, ABS, revised seat and off-road pattern tyres out the updates. Still affordable to buy and run – and made in Japan – the NC750X high build quality and the of Honda’s unique Dual Transmission (DCT) six-speed The DCT itself has received software and offers an even more riding experience.

 Over the two years the NC700X has proved a unique and compelling two-wheeled – and the NC750X is even better.

An extra 75cc capacity has added to the liquid-cooled, SOHC parallel twin-cylinder engine to a bore increased 4mm to 77mm. remains at 80mm, as does ratio of 10.7:1. Peak is boostedto 40.3kW @ 6,250rpm maximum torque of 68Nm @

Both power and torque are considerably stronger throughout the rev-range.

The design of the NC750Xengine punchy performance in the low-to-mid Its relatively long-… architecture and shaped combustion chambers with the high-inertial mass to produce large amounts of torque from very low addition, for 2014 Honda’s have added an extra shaft to inject the engine just the right amount of vibration.

The effect of the twin is to counteract vibration from rpm inertia, making the engine more refined, yet still the distinct “throb” delivered by its firing order. A new muffler with revised internals to back pressure due to the capacity further adds to the riding with a more characterful and exhaust note.

The overall is now 6% taller, giving increased top and more relaxed highway another effect of the taller is to broaden the usable rpm range to road speed For those the DCT option – 34% in the first nine of 2013 – the gearing is 6% taller 1st to 5th gears, and 3% taller in 6th.

are other benefits to the NC750X’s engine configuration. It is both and efficient in terms of layout, up space within the body of the – thus making room for the storage compartment, capable of a full-face helmet. By keeping the of parts to a minimum, the engine is light (it weighs 62.4kg, in DCT form), efficient and reliable.

There is just one 36mm body and where possible are made to do more than one the camshaft drives the water while one of the balancer shafts the oil pump.

Thanks to extensive analysis during development the is always fed the exact fuel/air required for a complete and clean at all rpm in any riding situation. Fuel of 28.9km/l (WMTC mode) is impressive and goes a long way making the NC750X inexpensive to run It also extracts a 400km range from the 14.1-litre fuel tank.

 The combustion also minimises exhaust gas emissions; PGM-FI injection system supplies the amount of fuel/air mixture to an oxygen sensor in the exhaust. A high-absorption catalyser is located to the engine – as a result the catalyst operating temperature quickly a cold start, further emissions.

Available as an option on the Honda’s second-generation DCT gearbox a unique combination of direct feel and ease of use. A first for motorcycles when on the VFR1200F in 2010, it delivers seamless gear changes, and quickly becomes second in use. The system uses two one for start-up and 1st, 3rd and 5th gears: the for 2nd, 4th and 6th, with the for each clutch located the other for compact packaging.

clutch is independently controlled by its own circuit. When a gear occurs, the system pre-selects the gear using the clutch not in use. The first clutch is electronically disengaged as, simultaneously, the clutch engages.

 The result is a consistent, and seamless gear change. as the twin clutches transfer from one gear to the next minimal interruption of the drive to the wheel, any gear change and pitching of the machine is minimized, the change feel direct as as smooth.

With extra such as durability (as the gears be damaged by missing a gear), of stalling, low stress urban and reduced rider fatigue, DCT has increasing acceptance in the market: 34% of customers chose the DCT option Europe in the first nine of 2013, compared with 20% in the of 2012. Three modes of operation are MT mode gives full control, allowing the rider to with the handlebar trigger buttons.

Automatic D mode is for city and highway riding, and optimum fuel efficiency. S mode is sportier and the ECU lets the rev a little higher before up, giving greater performance. It shifts down sooner decelerating for extra engine

In either D or S mode DCT offers manual intervention if required – the simply selects the required using the up and down shift At an appropriate time DCT seamlessly back to automatic mode, on throttle angle, vehicle and gear position.

 Furthermore, in “D” the DCT system detects variations in input typical to certain from busy urban to mountain switchbacks, and adapts its change schedule accordingly to an extra level of riding the NC750X, upgrades to the software and logic ensure an even intuitive system; downshifts in D and S happen earlier for a more feel and extra engine making corner entry Kick down is also thanks to faster gear

The NC750X’s rugged steel frame delivers the high of rigidity required for agile, handling in a variety of conditions. also ideal where is at a premium, since it takes up little volume but offers riding dynamics. Rake is set at 27° trail of 110mm, wheelbase of and front/rear weight distribution of

Kerb weight is 219kg DCT).

Seat height is and the seat itself features a new for improved grip. The riding is upright and neutral, with a viewpoint for enhanced hazard the addition of a 6-position span-adjustable lever for 2014 adds Another advantage of this riding position is great control – combined with the low of gravity and 35 degree steering the result is exceptional low-speed and balance.

 And thanks to a shaped fairing the NC750X is comfortable when cruising at the windscreen and bodywork divert around the rider, minimizing telescopic forks feature …. The rear monoshock has travel and operates through which offers an optimised of a soft initial …, for with low-speed bumps, with excellent control.

The 320mm wavy disc and brake caliper offer of easy to modulate stopping complemented by the rear 240mm disc and single-piston caliper. two-channel ABS – fitted as standard –greatly reduces the chance of lock-ups on slippery or wet road aluminium front and rear – sizes 17 x 3.50-inch and 17 x 4.50-inch – 120/70 ZR17 and 160/60 tyres.

 The clear and easy-to-read display features a digital digital bar-type tachometer, bar-type fuel meter and two meters. Updates for 2014 a gear position indicator and and ‘average’ fuel consumption. The features the Honda Ignition System (HISS), an effective set-up.

If the ID chip embedded in the key and the ID in the Engine Control Unit do not match, the engine will not this electronic inter-lock the engine will only when one of the keys with the ID chip is used. Also, if attempts are made to hot-wire the or substitute the ignition switch because it’s the ECU that’s in the engine will not start.

The will be available in the following options:

Sword Silver

Graphite Black

Matt Glare White

Candy Red

Honda NC750X Technical

Engine Type: Liquid-cooled 4-… 8-valve, parallel 2-cylinder

Displacement: 745cc

x 80mm

Compression Ratio: 10.7. 1

Power Output: 40.3kW @ 6,250rpm

Max. Torque: 68Nm @ 4,750rpm

Oil Capacity: MT. 3.7L, DCT. 4.1L

system: PGM-FI electronic injection

Fuel Tank litres

Fuel Consumption: MT: (WMTC mode)

DCT: 28.9km/l (WMTC in D-Mode)

Starter: Electric


MT. 420W/5000rpm

DCT. 450W/5000rpm

Triumph Daytona 750 reduced effect #2
Triumph Daytona 750 reduced effect #2

Type: MT-Wet multiplate hydraulic multiplate hydraulic 2-clutch

6-speed Manual Transmission, DCT- Dual Clutch Transmission


Frame Type: Diamond; steel

Dimensions (L´W´H): 2210mm x 840mm x

Wheelbase: 1540 mm

Caster Angle: 27°

Seat Height: 830mm

Ground (minimum)

Kerb Weight:MT- 229kg

Suspension Front: 41mm telescopic 153.5mm …

Suspension Type damper, Pro-Link swingarm, travel

Alloys Type cast aluminium

Alloys Rear: Multi-spoke cast aluminium

Rim Front: 17M/C x MT3.50

Rim Size x MT4.50

Tyres Front: 120/70-ZR17M/C

Tyres Rear: 160/60-ZR17M/C (69W)

type Front: 320mm single hydraulic disc with caliper and sintered metal

Brakes Type Rear: 240mm wavy hydraulic disc single-piston caliper and resin pads

ABS System Type: 2-channel ABS

speedometer, digital bar-type clock, bar-type fuel two trip meters, gear indicator, ‘instant’ and ‘average’ fuel and coolant temperature warning

Security System: HISS

Headlight: 12V; 60W ´ 1 / 55W ´ 1 (low)

Taillight: 5W x 1

Triumph Daytona 750 reduced effect #2


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