Grand Prix Red
Honda's Automatic Dual-Clutch Transmission (DCT) is a breakthrough feature that makes riding easier and more fun.
DCT enhances the riding experience by letting you focus on the most rewarding parts of your ride.
Stoplights, stop signs, parking-lot maneuvering or heavy traffic? No worries when you have DCT.
Choose Manual Mode, and you can override the automatic shifting on the fly with a pair of handlebar-mounted fingertip shifters.
Seamless power delivery and no power interruptions mean you avoid momentary traction losses between shifts.
DCT’s seamless power delivery is a big benefit on steep hills or when you’re riding in a low-speed situation.
Eliminate the drama that comes with stopping and restarting on a steep incline. DCT lets you twist and go.
Ever knock helmets with your passenger when shifting? That won’t happen with a DCT.
No clutch means no hunting for neutral, and a left hand that can use a garage-door opener or pay at a toll booth.
The NC750X is a do-it-all bike, and Honda’s automatic DCT transmission is a do-it-all feature. Together they’re a great team!
With Honda Selectable Torque Control (HSTC) you can choose a level which allows some rear-wheel spin—on gravel or dirt for instance—or pick a second level which reduces wheel spin, particularly on slippery roads. It’s a great feature that helps make the NC750X even more versatile. (Available on DCT model only.)
The 2022 NC750X offers a large 23-liter utility compartment that’s big enough to hold most dual-sport full-face helmets with a visor, and then some. Secure and convenient, you'll use it every time you ride.
With its cylinders tipped 55° forward for lower center of gravity, the NC750X's engine is a big step forward in modern powerplant design. The two-cylinder format produces tons of low- and mid-range torque, and the 270°-phase crank and uniaxial primary balancer make it smooth, too.
The NC750X offers just the right amount of bodywork—enough to offer good wind protection, but not so much that the bike feels heavy or wide.
745cc liquid-cooled four-stroke 55º parallel-twin
77mm x 80mm
PGM-FI electronic fuel injection (Throttle By Wire)
Full transistorized ignition
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