Honda gave its adventuresome NC750X a facelift ahead of the 2021 model year that includes refined front fairings for improved penetration and enlarged cargo space to contribute to its utility as both an adventure bike and a commuter. Improved electronic controls and less weight convert more power into acceleration. A new slipper-type clutch and re-calibrated transmission complete the MY2021 package with a concurrent gain in safety.

2022 Honda NC750X Performance and Capability

Honda powers its NC750X with the same liquid-cooled parallel-twin engine as before, but with some important differences. The single over-head cam comes in a new grind that differs between the bores. As a result, the mill can now be wound up a bit tighter to an even 7 grand. The 2022 Honda NX750X horsepower tops out at 6,750 rpm with 58 ponies on tap that's backed up by 51 pound-feet of torque at 4,750 rpm.

A 77 mm bore and 80 mm stroke gives it a 745 cc total displacement with a medium-hot, 10.7-to-1 compression ratio. The new cam actuates a quartet of poppets in each combustion chamber. A 270-degree offset in the firing order gives this vertical-twin a lope that sounds much more like a V-twin at idle.

The drivetrain offers a choice between a slipper-clutch and six-speed combo, or Honda's proprietary Dual Clutch Transmission. The DCT delivers automatic, twist-and-go operation or push-button shifting up and down the range. The latter sports four separate shift patterns for various riding conditions, including inclement weather.

No matter which drive you pick, this bike rolls with the switchable Honda Selectable Traction Control feature that prevents spinout. A quartet of preset profiles let you set up both systems at once with just the push of a button.

Shorter gear ratios for the first three gears let you come out of the hole like a champ while remaining in the usable powerband. Honda NC750X top speed is 125 mph.

Design

In spite of its decidedly adventure-bike mien, Honda means for its NC750X to wear several hats. Sure, the ADV angle is obvious, but there are subtleties to consider.

First, the expanded storage under the tank cover is one liter larger for a total storage capacity of 23 liters and shaped to fit an adventure bucket. This year, it comes with a USB-C socket that'll power/charge your mobile devices underway so you can arrive charged up and ready to go.

The entire front fairing looks like it went to fat camp with a narrower visage than before and a new windscreen to match. That's great for low-drag penetration, but not so good for overall coverage and protection from the elements.

Also gone is the lower section of the front fairing. This leaves the bash plate on the chin all by its lonesome and gives us a tantalizing glimpse of the framework.

In spite of the increase in storage under the faux fuel-tank hump, the flyline, and indeed the rest of the bike, remains visually much the same as before. One subtle difference is the stock saddle height that rests your rear 31.6 inches off the deck, down from 32.7 inches high on the previous generation.

Large gussets frame-mount the flip-up footpegs that pair with beefy J.C. handles to accommodate a passenger. Out back, a redesigned taillight boasts LED technology with similarly-equipped turn signals to complete the rearward lighting. Even the updated LCD instrumentation makes it easy to monitor the mundane metrics and adjust the higher electronic functions.

Chassis

Tubular-steel members on the NC750X give the new diamond-type frame its strength. The factory took full advantage of variable-thickness material to drop 2.6 pounds from the frame's total weight as part of an overall lightening effort.

The effort to lower the seat succeeded 'cause it dropped 1.2 inches down to 31.5 inches. This adds a bit of confidence when you have to put your feet down at a stop.

Rake and trail are set at 27 degrees and 4.3 inches, respectively. This places handling at the nimble end of the spectrum.

Front suspension travel is 4.7 inches at the axle, down from an even 6.0 inches, but the forks are now of the Dual Bending Valve, SFF-BP variety from Showa. They deliver a superior, demand-driven ride to that of the previous generation. Travel out back is 4.7 inches, down from a 5.9-inch stroke, but it delivers a superior low-speed ride.

Cast-aluminum wheels round out the rolling chassis with a 120/70 hoop ahead of a 160/60 – both in a 17-inch diameter. They have a “Z” speed rating that will take any kind of speed you care to dish out.

Dual, 320 mm discs and twin-pot calipers slow the front wheel with a single-piston anchor out back that bites a 240 mm disc. Stock ABS lets you safely get the most out of the brakes.

2022 Honda NC750X Price and Availability

The base-model 2022 Honda NC750X costs $8,699 and rolls in Grand Prix Red with the manual transmixxer. If you just gotta' have that DCT yummygoodness, you can expect to fork out another eight Benjamins.

Honda NC750X Competitors

There's no shortage of adventure-bike competition in play at the moment. I expect Honda's entry will most likely butt heads with the likes of Kawasaki and its Versys 650 ABS, even within the U.S. market.

Kawasaki Versys 650 ABS

The Versys is a straight-up adventure bike, but like most platforms in the genre, it also makes for a dandy commuter, especially with some ex-sale bags added on. Honda comes out the clear winner in stock storage with its faux fuel-tank compartment, so you'll have to add bags to the Kawi just to break even.

These two could be brothers from another mother in the looks department. In profile, the Versys displays the typical flyline with a tall fuel-tank hump and deep swale for the pilot's tukas.

Kawi starts to fall behind in the engine department, which is unsurprising given that it surrenders almost 100 cubes to the Honda. It puts out a claimed torque of 47 pound-feet to fall behind in performance as well.

The pain continues for Kawasaki in the ride-control electronics, namely that the Versys doesn't really have any beyond its proprietary Dual Throttle Valve feature that helps smooth out the transitions. Since Kawasaki is asking $8,399 for its entry, two Benjamins more than the base NC750X, it's really pushing its luck and/or loyal base to the max against the tech Honda brings to the table.

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“Ya know, I never was really interested in the wimp-shift transmission Honda uses on so many of its models, but I'm starting to see the merits as I get older. There's a benefit to not having to squeeze that clutch lever 237 times every time you leave the house. Since it has a “manual” shift feature a la pushbutton, you can theoretically hit the shift points where you would with a standard tranny.”

She Said

My wife and fellow motorcycle writer, Allyn Hinton, says, “So Honda's baby Africa Twin, the NC750X, saw quite an update for 2021. Its popularity suggests they plan on keeping it around for a while longer.”

“Never really a serious competitor for off-road action, Honda focused the updates on making the NC750X more commuter capable. The optional DCT gives you twist-and-go operation and it also gives you better traction control and ride modes, further enhancing the commuter vibe.”

“Gear ratios in first, second, and third are shorter for better acceleration. Fourth, fifth, and sixth are longer for better cruise-ability and fuel economy.”

“By cutting the ground clearance down to something just over four inches, the seat height is lower making the NC750X more attractive as a commuter for a wider range of riders, me included. The 31-plus inches are still noteworthy for the height-challenged folks. \”

“Overall, I feel like Honda did a good job updating the bike. It's clearly positioned on the street-oriented side of the adventure market.”