2014 Honda NC750X — Details Of Larger Motor Leaked

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2014 Honda NC750X

An insider has exclusively revealed the existence of a new, larger 2014 Honda NC750X to RideApart, along with details of its now more-powerful engine.

The Honda NC700X went on-sale just last year as an affordable, economical ADV-style all-rounder. We’ve given it top marks for versatility, ease-of-use and fuel economy but now, with the launch of the 500 range and, particularly the Honda CB500X, it’s positioned a little too closely to cheaper bikes in Honda’s own range.

Adding 50cc to the 670cc parallel-twin will take it to 720cc and add 5 bhp to the existing 47 bhp output, taking it to a total of 52 horses. It’s unclear how much torque will be gained by the new capacity or whether the larger size comes from bore, stroke or both. The existing 670cc motor makes 44 lb.-ft.

Unfortunately, the increased capacity will come with a weight penalty, adding 10 lbs to the NC’s already portly 472 lbs curb weight.

Related Links:
What’s It Like To Ride? Honda NC700X First Ride
It’s Good Off-Road Too: Honda NC700X Review
The “Little” Brother: Honda CB500X Review

  • John

    Better not come with a $500 cost penalty or it’s not helping itself any.

    • Kerry

      They are all going up in price, how much depends on the region. Some dealers in Europe have announced a large increase but weren’t allowed to give specifics because of the news embargo.

      • John

        There is a tactic like this in other businesses, they bring out products that are artificially low in price, get massive press and great reviews because of it and then quickly start to raise their prices. Meh. I am interested in the NC700 because I like torquey motorcycles and I like the trunk. But’s just hideous looking to me so I’d either now buy one used or go for the CB500x.

    • runnermatt

      Yeah, the NC started at $6999 for its first year and was raised to $7499 for its second year. Add another $500 and it will be awful close to a Vstrom 650 ABS or the Kawasaki Versys ABS. In that sense they will have to make ABS available on the manual NC.

  • John

    Also, it’s a good bet that the extra ccs come from boring it, given that it’s already a long stroke engine with very long cylinders. Still, I find nothing at all tempting about 5HP at the expensive of 10lbs, unless that weight is for some other reason, like free saddlebags or a bigger fairing.

    • mjc_iv

      More weight (and, I’m guessing, a greater MSRP) in exchange for a few HP in a bike that’s supposed to be affordable but not particularly fast? Meh.

      • runnermatt

        I don’t think the NC bikes are aiming at “fast”. They are aiming for practical and utility.

  • deuce_sluice

    Here’s hoping they let you get ABS this time without the DCT.

    • FrVentura

      I have ABS and my NC700X is manual. But I’m Portuguese. In the States ABS only comes with DCT? That’s bad…

      • runnermatt

        Correct. Currently in the US you can get a Manual without ABS or a DCT with ABS. No other combinations exist in the US.

    • Jason

      I’m hoping for that as well. I think the NC700 is the perfect all-around bike and especially like the storage in the fake tank. However I absolutely do not want DCT and the extra weight it brings. I don’t see why Honda doesn’t standardize their worldwide offering by making ABS standard and DCT an option in the USA like they do everywhere else.

      • runnermatt

        I vote that we just start calling it the “storage tank” instead of saying “the storage compartment in the fake tank”.

  • Scott

    I like how they round up. Should be an NC670X and a NC720X. You want to call it NC750X, give me the 30cc’s.

    • Piglet2010

      Better than BMW who have called bikes with the 798cc parallel twin a F650, F700, and F800.

  • John

    An NC750S sport tourer would have been nicer. Lower seat, better protection and hopefully better looks. With the tank storage and great economy, it’s a better ST. Throw in a shaft.

  • eviladrian

    If they’d only knock 10ccs off instead, it’d be legal for learners to ride in Australia. I reckon Honda Oz is still sour about that one!

    • Piglet2010

      On the other hand, going above 47-HP means it is no longer CE A2 license legal – but then Honda will likely have a restriction kit to reduce the power.

      • John

        They may not care given the CB500s. If I were a beginner, I wouldn’t even be considering an NC anyway. It fits my current style of riding, but not my beginning style when light and small was more attractive to me, and when every dime counted (though that hasn’t changed, really)

        • Piglet2010

          An A2 is an intermediate license – a beginner license in the EU only let you ride up to 125cc.

    • Garry

      Do you know if this model will even come to Australia? The NC700X never did.

  • Alexander

    What I don’t really get: Why the bigger bore?

    The scooter of the NC family, the Integra, ALREADY makes 52 horses…

    • Kerry

      Integra makes same as the 700X, 51 bhp. Only the new special edition yet to be released is at 52.

      • Alexander

        In Germany the Integra is listed with 52 PS (1 bhp = 1.014 PS — That’s where my “52″ came from.), but that actually doesn’t really matter. I dare to say: The current engine is capable of producing 5 bhp or PS more, without turning into a supernova.

        • runnermatt

          Just so you are aware in the US we use the period ( . ) as the decimal. In Europe, I believe they use the comma ( , ) as the decimal. In the US the comma is used to separate the thousands and hundreds digits.

          • Alexander

            Changed! ;)

  • John P.

    In the U.S. the manual NC700 already makes 51 bhp. Let me get this straight, 1 bhp plus a higher list price to be announced makes for good business? And 10 pounds for a piston/stroke change?

    • Justin McClintock

      I didn’t realize the manual already made more hp than the DCT version. My guess (if that’s true) is that the manual doesn’t actually change at all and the DCT version has a beefed up tranny (hence the extra 10 lbs.) to handle the same engine tune as the manual version.

      • Kerry

        The European version is 47 bhp for the manual, 51 for the North American version. Search the web, there are countless editorials to prove it. They were de-tuned in England for the A2 license restriction, but not in America. Also the CTX series is slightly detuned on both sides of the pond, my dealer said around 45 bhp.

      • Lou Jacob

        Wow, the DCT versions comes with a Beefed Up Tranny?? You don’t see that on the accessories list very often!

        • runnermatt

          Probably the NC750X (720cc) has a beefed up DCT when compared to the NC700X (670cc).

  • Justin McClintock

    Doesn’t the 500 come in at just shy of 50 hp? So almost as powerful as this thing, lighter, and cheaper. Um….why would you buy this again?

    • Keith Lamb

      For the built in storage.

    • Kerry

      The torque output on the NC is substantially greater, slightly more horsepower, larger frame with built in storage, excellent stability at sustained interstate speeds, greater fuel economy, made in Japan with no 600 mile valve check, get the picture why yet…?

      • Justin McClintock

        Still doesn’t seem worth it. And reading Rideapart’s reviews, apparently Wes and Sean don’t think it is either.

        • runnermatt

          Wes and Sean said it depended on the distance you were going to travel. 500X if you travel mostly around town with a few trips here and there. 700X if you are going on longer trips. I think the difference was mostly based on comfort.

          • Justin McClintock

            No, Sean and Wes said the 500X for around town and a V-Strom for longer trips. The 700X never entered into that equation at all.

            • John

              But, for instance, the 700x is torquier than a Wee, and I much prefer that kind of engine. I don’t run engines over 5000 unless maybe I’m running from zombies. I like a motorycle that accelerates effortlessly, over one you need to work, and so making the engine work isn’t fun to me. Some people love to thrash an engine and so that will not be in the 700x’s favor. Notice that the 700x did far better off road than most anything else street oriented because of the low Cg.

              IOW, what some writer says is meaningless until you run what it means through your own filters. The Wee has basically zero appeal to me, as does the bigger version because I’d just get a sport tourer instead. The 700x has more my attention for 5 reasons – utility, price, engine, low Cg, fuel mileage.

              • Justin McClintock

                Where do you get that a 700x is torquier than a Wee-Strom? I’m not seeing that at all. Not only am I pretty sure it’s NOT torquier than the Wee, it makes significantly less power overall as well. The Wee will out accelerate the 700X if you short shift it, and it’ll destroy it if you wind it out. The motor is just an all around better engine in the Wee Strom.

                I would also argue that the Wee Strom provides at least the potential for greater utility. Afterall, FAR more aftermarket accessories are available for the Wee than for the Honda. The low CG and the fuel economy of the Honda, however, are definitely points where it’s far better than the Wee. But like the guys who did the reviews, I’d take the Wee 8 days a week over the 700X (or 750X).

                • John

                  I looked it up. The NC has more torque AND more HP under 6000 rpm. Since I almost never go above 5000, I really don’t care what happens at 8000. I want something that rolls on when I squeeze the throttle, not something that needs to be down shifted and revved. So, yes, the Suzuki engine is better. Above 6000 rpm.

                  Also, how many aftermarket accessories do you think I need?

                • John

                  Also, interesting factoid, the Suzuki runs 4250 rpm at 60mph, while the Honda runs 3200 rpm. That’s the kinda stuff I like. Although it’s limited to about 125mph, that’s well faster than I ever go. If I can do 90 without strain, I’m perfectly happy.

                • Justin McClintock

                  What’s the max piston speed of the Honda at 3200 RPM vs the Suzuki at 4250 RPM though? Just because you’re running the engine faster doesn’t necessarily mean you’re pushing it harder. By your argument, I’m surprised you aren’t arguing why you should have a Sporster. Lower CG and more low end torque than either. Doesn’t make it a better bike.

        • John

          The ability to pass a car effortlessly without downshifting, lower center of gravity, handy storage for helmet, 6-pack, tools, greater comfort.

          The problem I see is that the price went from $1000 difference and is increasing, so for less and less it will be worth it. I like the 700x more, but the higher it goes, the more likely I would be to look for a higher end bike used. The advantage of the CB500x is that it’s less than what most people want for a decent used bike.

          • Justin McClintock

            See, at $1000 more, I could definitely see the value in the 700. But at $2K plus over the 500, you can buy a topcase for the 500 and still have a big wad of cash leftover.

          • Stuki

            47hp won’t pass cars going 90 uphill from Vegas to Salt lake against a headwind effortlessly. The Wee’s 60-odd sorta will if you use them. You’d need a GS or S10 to have any hope of doing so at NC700 top gear rpms at 90.

            I find the Wee more comfortable than the NC. The seat is plain nicer, and there is more legroom. At the same time, the Wee’s saddle narrows and round enough at the front to make putting one’s legs down solidly at stops easier. And it makes back paddling a tick easier, as long as you have no balance problems; which is where the NC really shines.

            The Wee motor is pretty much perfect as a utilitarian MC engine for North America. Plenty of day to day power at low to mid rpms, with special use power up top. And all delivered frugally. And virtually vibe free. There is a huge difference between 50hp and 65 at the highest speeds common in the US. But once you get to 65, it’s hard to argue you “need” more. Want is another matter, of course……………..

        • Stuki

          Wes also mentioned the NC may be pretty much the ideal adventure bike for realistic “adventurers.” Which is what I would get it for. A big single like power delivery, without the vibes and wonkiness at both ends of the rpm range. Then throw in the ability to store helmet and gloves in the frunk, leaving room for boots and a ‘stitch in the top box for day to day……

  • John

    Yeah, it might be that. And not everyone is gifted with long legs.

    • Darrick Anderson

      only 32″ of inseam over here. If my feet are down, I’m doing something wrong or flat-tracking.

  • Jonathan Berndt

    Whoooooooooo -Hoooooooooooooo!!! yes!…

  • ticticticboom

    I’ve yet to see a NC of any sort, anywhere, other than in the pages of a website or a magazine. And I don’t think a displacement change is going to change that.

    • panthalassa

      ymmv. saw three in october in ome day on the brp, three different parties. one of’em was with with someone on an nt700, another rare-in-the-wild sighting (piglet notwithstanding).

  • Rocket Punch

    I think Honda made a great move uping the displacement, if there is one thing I read most about the NC700X is it lacks a little in power. The +10lb in weight should not be a deal breaker for people that are looking into this type of bike anyway.

    I wonder how the increased power will impact the crazy good mpg from last year.

  • Goose

    First, I have to whine a bit about the title of this article, I see no details.

    Second, everybody seems to be confusing the engine’s displacement (670 CC) and the bike’s model name (NC700X) the change to the model name indicates the increase is at least 31 but less than 70 CCs. This assumes Honda wouldn’t call a 700 CC engine a 750 and that a 751 CC engine would be rounded up to 800. I.E. Honda isn’t as confused as BMW.

    Second, the conversation about power seems to confuse claimed power with measured power. Honda can claim the bike makes 100 HP at the spark plug, on neutral dynos the 670 version has made between 45 and 48 HP at the rear wheel, the only number that means anything. If the new engine adds a true 5 HP the neutral dynos should read 50 to 53 HP.

    I’m also wondering about the 10 pounds, did Honda feel the need to strengthen the drive train? 10 LB seems like a lot for that. Maybe some other change, like more wind protection? Saddle bags stock? This is the kind of detail I’d like to see.

    As far as seeing an NC, I have. I rented one for a day a few months ago. It is a great bike, really fun to ride and a joy on the three passes I rode it over. I also got 72 MPG without trying. This from a rider who is neither low drag or light, 6″ 4′ and 235 LB, plus riding gear and (guessing, I didn’t weigh it) 15 pounds in a bag on the seat. The deal killer was being short of power when a semi and I were racing to be in front when the road changed from two lanes to one. I won but it was scary close. Another 5 HP (10%) more power would address that problem, especially if the whole power band is picked up 10%, not just the peak. If that is correct I can see an NC750X in my garage, I couldn’t see an NC700X.

    Cheers,

    Goose