What on earth does that odd title mean you ask? Well it’s quite comical actually, in a motorcycling sense, because when you first let someone experience the unique delights of Honda’s latest DCT version of their 2016 NC750X model it’s what I enjoyed saying the most.
‘So what do I do?’ is inevitably the first question virgin automatic gearbox riders ask as they fire up the low-slung parallel twin. ‘Well press the right hand drive-select mode and then it’s none-up, none-down” I smugly reply, because the NC750X DCT has no gear lever or clutch lever you see, so does my seemingly odd title make sense now folks. Also highly amusing is when they instantly go for the ‘ghost grab’ towards the invisible clutch lever when they go to pull away for the first time. But less of the infantile mirth because the Honda NC750X DCT is quite possibly the world’s best commuting motorcycle, so there!
Now I know that might be a strong statement but can anyone tell me of a motorcycle that’s easier to ride, to live with on a daily basis, maybe venture down a gravel road and destroy all other 750 variants regarding fuel consumption, I think not?
Four years ago Honda first released their NC700 to the world and it instantly became a retail success and indeed many are seen on our South African roads, but not as many as the European NC dudes ate up. In fact, worldwide, Honda has sold over 33,000 units since the release, very impressive I’m sure you’ll agree. But motorbikes stand still for no man, or woman (sorry), and the NC700 was due for an update so this is it and, after many hours deliberating around a boardroom table, Honda renamed it the NC750X – tremendous.
So what are the changes? Well many actually. The sharpened bodywork has been changed for a more dramatic adventure style resembling Honda’s other bikes in the adventure range, and the new shorter silencer fits in with that nicely as well. The suspension has been fiddled with by Showa (who else?), with new internal ‘dual-bending’ valves inside the forks, which is nice if you’re a member of the bisexual fraternity, I’d imagine. We also have a taller more efficient screen and revised seat for greater long distant comfort levels and there’s the new engine…
The cylinder bore has been increased by 4mm to swell the cylinders to 745cc from the previous 670cc found inside the 700. Honda also installed a secondary counter-balance shaft to make things even smoother whilst riding. The end result is a six horsepower increase to 54@6,250rpm and 68Nm@4,750rpm at the torquey end, which doesn’t sound much from 750cc does it? But outright power is not what Honda was aiming for otherwise you wouldn’t get the incredible fuel consumption figures this bike delivers. Which is also impressive seeing as both are far from light with the manual at 220kg and the DCT at 230kg, but the weight is so low in the taught chassis you only feel it when you’re pushing them around the garage, not at the same time though.
Anyway Honda took their ‘granny’ mobile, the Jazz, and basically chopped the engine in half to make the NC’s engine, cool idea because that’s frugal transport as well and cheerful grannies have very little cash after they’ve bought their weekly quota of sherry to spend on fuel. But the NC750X is not for grannies, let me add, but you can easily see 3.5 litres per 100km and whilst on the highway I even saw it dip under three litres to 2.8, truly impressive for a ‘750’ and combine that to its 14 litre petrol tank (that lives under the seat) and you can achieve around 400km on a tank-full, beat that!
What you most certainly can’t beat it the practicality of both of these NC variants, the white one being DCT (Dual Clutch Transmission) and the maroon one, which is manual and a bit boring compared to the auto I’m afraid. The DCT has a new version of the six-speed gearbox where one clutch takes care of 1,3, 5 gears while the other feeds in 2,4,6 ratios, for a seamless change, up or down, similar to many cars. So you can select manual drive using a button behind the right hand switchgear that lets you use the ‘Playstation’ type buttons on the left hand side, if you desire that option. Also there’s a normal drive mode in auto that makes the DCT go through the gears at lower rpm for those incredible fuel consumption figures, or there’s now a new sport mode with three maps to choose from that makes the engine rev a little higher through each gear depending on the setting. You can also use those ‘paddle’ buttons whilst in either mode if you want to change down for quicker overtaking or the like. Sounds a bit confusing at first but after a few minutes it all comes together and I soon began to wonder why anyone would even contemplate buying the manual version, I wouldn’t that’s for sure.
Once you’re on the move the DCT is without doubt the most laid-back ride in existence, just let it do it all for you and you cannot stall this bike! No matter how hard you come to a halt it will instantly go back into first gear and idle sweetly with its V-twin like beat generated from the 270-degree crankshaft formation. So this is also a perfect learner and therefore a very safe motorcycle due to this trait. I even took it off-road because of the Bridgestone trail tyre (Dunlop on the manual version?) and it was quite fun there as well because of the non-stalling attributes, it even has a sump guard to prevent rock damage as well. But they are primarily road bikes and the new suspension is much better than the old allowing you to throw either NC around like a mad-thing - highly entertaining! And, you can go shopping without a bag because of that cavernous hole where the petrol tank should be, now increased to 22-litres and holds a full-face helmet or a 22-litre bag o’ wine, depending on your party plans.
So I love both of these new NCs but let me just talk about the manual option for a moment, because I have to. Well, I hardly rode it and always leapt onto the DCT, end of article. I know a lot of people will go for clutch and gear levers but it costs R99,999 while the DCT is only R109,999 and the DCT has ABS when the manual does not, so why go there. Go for a test ride and you WILL agree. The manual also ploughs into the rev-limiter too easily as well due to the low revving nature of these engines, so no thanks Mr. Manual it’s the DCT for me. Also there’s the cool factor of telling all you’re on an automatic motorbike and everyone takes an interest, mention the manual and all you get is an expression like a sheep at a gate. None-up, none-down – oh yes please!
Go to www.honda.co.za to locate your local Honda dealer for a test ride.
