Honda NC750X DCT 2025: What's New in the Updated "Versatile" Bike

Honda NC750X DCT is one of those motorcycles that is hard to find serious fault with. It honestly does its job: it attracts newcomers with an automatic dual-clutch transmission and a friendly riding position, and it offers reliability, practicality, and wide-ranging capabilities for everyday use to those who have been in the saddle for years.

Honda NC750X DCT 2025 This model is suitable for city trips, regular commutes to the suburbs, and short trips. It doesn't try to stand out externally, but it looks neat and well-assembled, and the 2025 version has received an impressive set of improvements.

What has changed and what makes it stand out

Against the backdrop of discussions about the more powerful Honda CB1000GT, the new NC750X may seem like a "modest middleweight" with a slight touring bias. However, behind the simplicity lie Honda's characteristic engineering solutions. For example, the usual fuel tank has been moved under the seat, freeing up space in the front for a spacious compartment that can easily accommodate a small helmet or shopping from the market.

But the main element that defines the character of the model is the DCT transmission. It is what makes the motorcycle equally interesting to those who have never used a clutch and those who are tired of shifting gears in city traffic jams.

New DCT logic and riding modes

In 2025, Honda engineers revised the DCT algorithms and linked the gearbox to electronic riding modes. Instead of the previous "Drive" and a set of sports settings, Rain, Standard, Sport, and two custom User profiles are now available.

Each mode affects throttle sensitivity, engine braking level, traction control intensity, and shifting style. All parameters can be adapted to your preferences and saved in User 1 or User 2 — the mode is displayed on the screen as a number in a small "heart".

The gearbox has become noticeably smoother at low speeds. Honda has transferred here the improvements already tested on the Africa Twin: the sharp jerks at the start of movement have disappeared, and the reaction when releasing the gas has become more delicate. This will be appreciated by both beginners and experienced riders who were skeptical about the "automatic".

In the city and beyond

In heavy traffic, the NC750X with DCT literally makes life easier. Constant stops at traffic lights, lane changes, and narrow gaps between cars cease to be annoying when you don't need to squeeze the clutch. In manual mode, the gearbox will still help out and shift down on its own so that the engine does not stall. After a few kilometers, it becomes clear: there is no point in instinctively looking for the clutch lever — the automatic works perfectly.

The gearbox tends to shift to higher gears earlier, saving fuel. In normal mode, shifts occur at low revs, and in sports mode, the engine starts to rev more actively and react more sharply. The parallel 745-cc engine is not about explosive power — its character is built on smooth traction and predictability. The 55° tilt of the power unit helps to lower the center of gravity and adds stability.

Ergonomics and new instruments

The LCD panel is a thing of the past — now the motorcycle is equipped with a 5-inch TFT display with customizable themes and Honda RoadSync support. Navigation and music control are available via the app when a headset is connected. The buttons initially seem overloaded, but you quickly get used to them.

The riding position remains comfortable: a wide handlebar, a seat height of 800 mm, and a narrow central tunnel create a sense of confidence. Although the weight approaches 225 kg, the motorcycle feels unexpectedly light at low speeds — all thanks to the low center of gravity. The under-seat tank holds 14 liters, and an average consumption of about 3.9 l/100 km allows you to travel more than 300 km between refills.

On the track

At high speeds, the NC750X remains stable. The new fairing has become slightly sharper in design and better shields the air flow. The windshield is relatively low, so you can hear noise in the helmet — if necessary, you can replace it with an adjustable branded one.

The Showa suspension with 120 mm of travel at the front and rear has no adjustments, but it works well in most situations. On poor surfaces, it feels stiff, but on smooth roads and in corners, it provides confidence. The 17-inch wheels received lightweight rims, and the Dunlop Trailmax D609 road tires are perfect for asphalt and urban serpentines.

Updated brakes and materials

The main technical update is the appearance of two front discs of 296 mm each. This reduced the effort on the lever and increased braking efficiency. ABS is standard. At the same time, the weight of the motorcycle has not changed — the use of lightweight aluminum wheels has affected.

Plastic panels are now made of Durabio bioplastic, which is scratch-resistant, with pigment in the mass — paint is not required. LED optics provide bright light and help well at night.

Practicality and accessories

The 21-liter lockable compartment in place of the usual fuel tank makes the NC750X a champion of everyday practicality: it can hold a tablet, lunch, small items, or a compact helmet. The filler neck is hidden under the passenger seat.

For travel, original accessories are provided: side cases, two versions of the central case with a volume of 35 and 50 liters, heated grips, crash bars, a central stand, and several options for more comfortable seats. If desired, the motorcycle can easily be turned into a light tourist.

Honda NC750X DCT 2025 is not a motorcycle for those who want to impress. This is a choice for those who want to ride every day without stress and without unnecessary maintenance. It is economical, thoughtful, and versatile — a real "Swiss army knife" among motorcycles.

The cost in the USA is 9,499 dollars. The model will appear at dealers in a single shade of Matte Pearl White.