HONDA NC Models/Series Timeline, Specifications & Photos

The DCT used by the NC750S features “Adaptive Clutch Capability Control” that manages the amount of clutch torque transmitted. This adds a natural ‘feathered’ clutch feel when opening or shutting off the throttle for a smoother ride. Further refinements include fast operation of the N-D switch on turning on the ignition and a control system in AT mode for gauging the angle of ascent or descent and adapting shift pattern accordingly.

Like the NC750X and Integra, the NC750S is built around a 745cc twin cylinder engine which puts out strong low-to-mid range torque, delivering strong acceleration from very low rpm and returns 28.6km/l (WMTC mode). The engine’s forward-leaning position both lowers the centre of gravity for stable handling, and creates space for a storage compartment where the fuel tank is normally positioned. The 790mm seat height and compact chassis create confidence-inspiring ground reach.

The 2018 Honda NC750X`s DCT technology is now in its eighth year of production and gaining popularity year on year on all of the machines that feature it as an option. DCT uses two clutches: one for start-up and 1st, 3rd and 5th gears: the other for 2nd, 4th and 6th, with the mainshaft for each clutch located inside the other for compact packaging. Each clutch is independently controlled by its own electro-hydraulic circuit.

The design of the NC750X has a liquid-cooled, SOHC 8-valve parallel twin-cylinder engine ensures punchy performance in the low-to-mid range. Its relatively long-stroke architecture and specially shaped combustion chambers combine with the high-inertial mass crankshaft to produce large amounts of effortless torque from very low rpm. Its forward-leaning position brings the centre of gravity down for optimum stability.

In 2016, the Japanese motorcycle manufacturer launched the Honda NC700X, a versatile motorcycle designed for commuting and touring. The 2016 model didn't bring any changes whatsoever and remained largely similar to previous models.

The Honda NC700 was a series of motorcycles that debuted in 2013 as a new concept, and unlike conventional motorcycles, the NC700 was designed for commuters, beginner, and veteran riders.

The bike was built on a lightweight diamond-shaped steel frame that offered a stable and responsive ride and also packed a long-travel suspension system that provided good handling and comfort on a variety of road surfaces.

The bike packed the same technical and visual specifications as the previous models, such as a comfortable seat with an upright seating position, a digital instrument panel, and a storage compartment located in the typical fuel tank compartment.

As for ergonomics, the bike offered a carefully shaped seat with a low seat height that provided an easy reach to the ground, and the handlebar was positioned in such a way that offered more space around the rider’s knees and arms for more movement.

For suspension, the bike featured a 41 mm long-travel telescopic fork on the front and a single monoshock absorber on the rear, while the stopping power was handled by a single 320 mm disc with a three-piston caliper on the front wheel and one 240 mm disc with a single-piston caliper on the rear wheel.

As for power, the 2016 Honda NC700X had its soul brought to life by a 670cc four-stroke parallel-twin liquid-cooled engine that delivered an output power of 51 hp with maximum strength at 6,250 rpm and 62 Nm (46 lb-ft) of torque at 4,750 rpm.

For 2014, the NC750X is the next evolution - a bike designed to offer more of what every rider liked about the original NC700X, with the addition of an extra 75cc. With more power and torque, which requires a full A licence, as well as twin balancer shafts, new exhaust muffler and taller gearing, optional DCT gearbox - plus a host of detail upgrades including ABS now fitted as standard, the 2014 NC750X is one of the most cost-effective and all-round useful motorcycles available.

The naked NC700S launched two years ago as a brand new model and part of a 3 bike platform aimed to provide a user-friendly motorcycle that was both affordable to buy and run while proving an attractive, enjoyable proposition for a wide variety of riders. For 2014, the NC 750S is designed to offer more of the original NC 700S.

In 2014, the Japanese motorcycle manufacturer launched the Honda NC750XA DCT, a versatile motorcycle designed for commuting and touring that came with the same package as the 2014 NC750XA but with an additional Dual-Clutch Transmission (DCT) system that allowed smoother and quick gear changes.

The NC700 series was a family of motorcycles manufactured by Honda in 2012. The series was a new concept, and unlike conventional motorcycles, the NC700 was designed for commuters, beginner, and veteran riders.

Compared to the Honda NC700X, the NC750XA DCT featured several modifications that included a larger displacement engine with improved fuel efficiency, more storage space, an updated instrument panel with a gear position indicator, a Combined ABS (C-ABS) braking system that enhanced safety and handling capabilities, and a Dual-Clutch Transmission.

Also, the bike came equipped from the factory with standard features, such as a comfortable seat with an upright seating position, a digital instrument panel, lightweight aluminum wheels, a small windscreen, a black-finished engine, a two-piece dual seat, and a side stand.

For suspension, the bike featured a 41 mm telescopic fork on the front and a single shock absorber on the rear, while the braking performance was achieved by a 320 mm disc with a three-piston caliper on the front wheel and a 240 mm disc with a single-piston caliper on the rear wheel.

In the power department, the 2014 Honda NC750XA DCT took its muscles from a 745cc four-stroke parallel-twin liquid-cooled engine that delivered an output power of 54 hp at 6,250 rpm and 68 Nm (51 lb-ft) of torque at 4,750 rpm.

The Honda NC700 series was a family of motorcycles manufactured by Honda in 2012. The series was a new concept, and unlike conventional motorcycles, the NC700 was designed for commuters, beginner, and veteran riders.

In 2014, the Japanese motorcycle manufacturer released the Honda NC750XA, a versatile motorcycle developed for commuting and touring. The bike packed a 745cc engine that delivered strong low-end torque and was bolted to a six-speed manual transmission.

Compared to the NC700X model, the 750XA featured several modifications that included a larger displacement engine with improved fuel efficiency, more storage space, an updated instrument panel with a gear position indicator, and a Combined ABS (C-ABS) braking system that enhanced safety and handling capabilities.

In addition, the bike featured a comfortable seat with an upright seating position, a digital instrument panel, lightweight aluminum wheels, a small windscreen, a black-finished engine, a two-piece dual seat, and a side stand.

For suspension, the bike featured a 41 mm telescopic fork on the front and a single shock absorber on the rear, while the braking performance was achieved by a 320 mm disc with a three-piston caliper on the front wheel and a 240 mm disc with a single-piston caliper on the rear wheel.

As for performance, the 2014 Honda NC750XA offered more power and torque than the 700X model, with its 745cc four-stroke parallel-twin liquid-cooled engine that delivered an output power of 54 hp at 6,250 rpm and 68 Nm (51 lb-ft) of torque at 4,750 rpm.

The Honda NC700 was a series of motorcycles manufactured by Honda in 2012 as a new concept, and unlike conventional machines, the NC700 was designed for commuters, beginner, and veteran riders.

In 2014, alongside the NC700X, the Japanese motorcycle manufacturer made available the NC700X DCT, which packed an optional automatic Dual-Clutch Transmission (DCT) that offered the convenience of an automatic transmission allowing the rider to manually shift gears from paddle shifters located on the handlebar.

Other than that, the NC700X DCT was identical to the standard model, with its lightweight diamond-shaped steel frame, a long-travel suspension system, a comfortable seat with an upright seating position, a digital instrument panel, and a storage compartment located in the typical fuel tank compartment.

For suspension, the bike featured a 41 mm long-travel telescopic fork on the front and a single monoshock absorber on the rear that offered optimum suspension performance and handling.

In the braking department, the NC700X DCT packed a single 320 mm disc with a three-piston caliper on the front wheel and one 240 mm disc with a single-piston caliper on the rear wheel for optimum stopping power.

As for the power figures, the 2014 Honda NC700X DCT had at its core a 670cc four-stroke parallel-twin liquid-cooled engine that delivered an output power of 51 hp with maximum strength at 6,250 rpm and 62 Nm (46 lb-ft) of torque at 4,750 rpm.

The Honda NC700 series was a family of motorcycles manufactured by Honda in 2012. The series was a new concept, and unlike conventional motorcycles, the NC700 was designed for commuters, beginner, and veteran riders.

In 2014, the Japanese motorcycle manufacturer launched the Honda NC700X, a half-naked machine that handled city streets, highways, and even gravel roads, with a strong low-mid range of torque and excellent acceleration topped by a comfortable upright seating position.

Also, the bike featured a storage compartment placed in the fuel tank area, a long-travel suspension with extra ground clearance, a windshield, and an optional Honda Genuine Accessories luggage system that transformed the bike from a commuter to a long-distance tourer.

The bike was wrapped around a diamond-shaped steel-tube frame with a sturdy design that allowed just enough flexibility for smooth response, which resulted in a comfortable machine at cruising speeds and a sporty one on twisty backroads.

As for ergonomics, the bike offered a carefully shaped seat with a low seat height that provided an easy reach to the ground, and the handlebar was positioned in such a way that offered more space around the rider’s knees and arms for more movement.

In the power department, the 2014 Honda NC700X took its thrust from a 670cc four-stroke parallel-twin liquid0cooled engine fed by an electronically controlled fuel injection system and delivered an output power of 51 hp at 6,250 rpm and 62 Nm (46 lb-ft) of torque at 4,750 rpm.

In 2013, Honda released the NC700S, a bike that incorporated many design and mechanical elements from various motorcycle types, such as the riding position, which was similar to that of the standard bikes.

The fuel tank was placed under the seat, so in the traditional fuel tank location was a decent storage compartment large enough for a helmet and a pair of gloves. With a naked bike look, the model had minimal styling that emphasized its urban usability.

It featured an innovative two-cylinder engine, developed for responsive power and strong torque in a compact package, and met the demands of environmental concerns at the time by being very fuel efficient with a range of nearly 400 km (249 miles).

The bike was ready for any road with its internal storage compartment, protective fairing, windscreen, and commanding riding position but also was a fun and easy-to-handle machine thanks to its combination of steel diamond-shaped frame, cast aluminum wheels, and accomplished chassis geometry.

The bike was available either with a six-speed manual transmission or with the Honda's second-generation Dual Clutch Transmission, offering smooth gear changes in three driving modes.

As for power, the 2013 Honda NC700S was powered by a 670cc four-stroke parallel-twin liquid-cooled engine that delivered an output power of 51 hp at 6,250 rpm and 62 Nm (46 lb-ft) of torque available at 4,750 rpm.

In 2013, the Japanese motorcycle manufacturer launched the Honda NC700D Integra, a motorcycle/scooter hybrid machine that mixed the easy handling of a scooter with the dynamic performance of a motorcycle powered by a 670cc parallel-twin engine with a second-generation version of Honda's dual-clutch transmission.

Honda claimed that the hybrid machine was very fuel efficient thanks to its reduced friction and fewer moving parts, such as the cylinders that were offset to reduce friction against the cylinder wall, the balance shaft that also drives the oil pump, and the camshaft that drives the water pump.

The new dual-clutch transmission was an evolution of the DTC first used by the 2009 Honda VRF1200F, with a lighter and more compact unit, developed on several European roads for optimized performance from urban commuting to highway touring.

The DTC system mounted on the Integra offered three riding modes, such as MT-mode, which offered manual shifting from handlebar-mounted controls D-mode for automatic shifting, and S-mode, which offered automatic shifting for higher-performance riding. Also, while in D-mode or S-mode the system allowed manual shifting when needed.

As for power, the 2013 Honda NC700D Integra had its soul in a 670cc four-stroke parallel-twin liquid-cooled engine that delivered an output power of 51 hp with a peak at 6,250 rpm and 62 Nm (46 lb-ft) of torque available at 4,750 rpm.

In 2012, the Japanese motorcycle manufacturer launched the Honda NC700XA, a bike that could tackle city streets, highways, and even gravel roads, with a strong low-mid range of torque and equal acceleration and with a comfortable upright seating position.

Also, the bike featured a storage compartment placed where a traditional fuel tank would be, a long-travel suspension with extra ground clearance topped by a standard Combined-ABS (C-ABS), a windshield, and an optional Honda Genuine Accessories luggage system that transformed the bike from a commuter to a long-distance tourer.

The bike was wrapped around a diamond-shaped steel-tube frame designed very sturdy and allowed just enough flexibility for smooth response, which resulted in a comfortable machine at cruising speeds and a sporty one on twisty backroads.

As for ergonomics, the bike offered a carefully shaped seat with a low seat height that provided an easy reach to the ground and the handlebar was positioned in such a way that offered more space around the rider’s knees and arms for more movement.

In the suspension department, the model packed a 41 mm telescopic fork on the front and a single monoshock absorber on the rear, while the braking performance was handled by a 320 mm disc with a three-piston caliper on the front and a 240 mm disc with a single-piston caliper on the rear.

As for performance, the 2012 Honda NC700XA was powered by a 670cc four-stroke parallel-twin liquid-cooled engine that delivered an output power of 51 hp at 6,250 rpm and 62 Nm (46 lb-ft) of torque available at 4,750 rpm.

The Honda NC700 series was a family of motorcycles made by the Japanese motorcycle manufacturer since 2012. The bike was a new concept, and unlike conventional bikes, it was mostly designed for commuters, and new, or veteran riders.

Also, the commuter bike incorporated many design and mechanical elements from various motorcycle types, such as the riding position, which was similar to that of the standard bikes. The fuel tank was placed under the seat, so in the traditional fuel tank location was a decent storage compartment large enough for a helmet and a pair of gloves.

With one thing in mind, and that was to offer a motorcycle that was fun to ride and user-friendly, Honda delivered the NC700SA, a bike that offered the practicality of a commuter with the style of a naked machine and sharp mid-range handling and performance.

The bike was wrapped around a diamond-shaped steel-tube frame designed very sturdy and allowed just enough flexibility for smooth response, which resulted in a comfortable machine at cruising speeds and a sporty one on twisty backroads.

For suspension, the model packed a 41 mm telescopic fork on the front and a single monoshock absorber on the rear, while the braking performance was handled by a 320 mm disc with a three-piston caliper on the front and a 240 mm disc with a single-piston caliper on the rear.

As for power, the 2012 Honda NC700SA had its soul in a 670cc four-stroke parallel-twin liquid-cooled engine that delivered an output power of 51 hp with maximum strength at 6,250 rpm and 62 Nm (46 lb-ft) of torque available at 4,750 rpm.