I got the NC750X two weeks ago. Obviously if you buy new you wont have an option as the 700 has been discontinued, but I would not trade the 700 for the 750. I paid 73k all inclusive.
I don't think the extra 75cc makes such a big difference, although it does feel nippier. They increased the gear ratios, I think it's geared 6% taller or something like that. I can easily sit at 180 on the highway now, which is better than the 700, I think?
............ the biggest issue I think was with gearing was for the manual, and was based around experience counting against the rider, and a change in mind set. But with that being answered....
Would you mind explaining a bit more ? Any info which might be useful will be appreciated.
Hi Eco,
just meant from what I had read and the complaints with the revving issue / short gears and hitting the limiter, they were restricted exclusively to the manual, with most 'new' NC riders being used to a different type of engine and higher rev's, so the complaint was that the NC was low revving etc. Like putting an F1 driver into a turbo diesel engined car, it works different, he is not going to get 18,000RPM out of it. I believe this frustrates the riders, they can't rev the nuts off of it. Up here in JNB, all the second hand NC's are manuals, because mainly of this issue. With dct we don't notice the low revving motor or hit the rev limiter. os as much as the torquey engine is lower revving, and does have short gears, the other side of the coin is the change in mindset of the rider.
Would you mind explaining a bit more ? Any info which might be useful will be appreciated.
Hi Eco,
just meant from what I had read and the complaints with the revving issue / short gears and hitting the limiter, they were restricted exclusively to the manual, with most 'new' NC riders being used to a different type of engine and higher rev's, so the complaint was that the NC was low revving etc.
To be honest, I don't have a problem with the 700's low revving properties at all. In fact, it suits my personal riding habits perfectly.
Maybe it's just a matter of "horses for courses" - and maybe people who like high revving and "superbike performance" should rather buy superbikes right from the start ??
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Yep, gotta say I agree with you there. Suits my mentality towards riding, either commuting or touring perfectly, I want to enjoy the ride, not race to the destination.
I have been looking for something a little bigger, so along the lines of the phantom NC900X, my wish list includes: frunk, DCT and combined ABS, the crossrunner doesn't come in DCT and the crosstourer just seems too big to me for the wiggling commuting that i do. So I looked at the 750 DCT now, especially after having had a run on celbofs during our last outride. Much to my surprise I have discovered that removed the combined-ABS from the DCT model, and replaced it with standard ABS
NC750X-DCT Standard ABS rocks - I have had to do a few emergency stops - Taxi's, People texting , failure to indicate , me being an idiot...... - through all these hard breaking and heart stopping moments with the ABS kicking in, I have never felt any loss of control and managed to stop before encountering the hazard. I can safely say that the new ABS system works very well. (Tyres on my NC are Pirelli Scorpions - 4500km and no noticeable wear yet.)
The South African edition ONLY HAS ABS ON THE DCT ! The manual gearbox version has NO ABS
still? I thought they all came standard with ABS. Well not having 'ridden' the new ABS version, but can say that the combined-ABS keeps the bike incredibly settled, and i find myself using the rear brake a great deal of the time, as it 'automatically' applies 25-30% braking to the front, and in an emergency braking no matter which of the brakes you yank or stomp on, they both work, so in a panic its as close to vehicle stability as we can get on the bike we have.
I am in no way trying to belittle the current system they are fitting, I just find it most odd that they would drop the system, considering all the PR about who the bike is supposed to be for, and what the philosophy is behind it, why take away one of the greatest tools?
Having owned the 2010 VFR1200 and 2011 Blade, both were manual with C-ABS, I am all for the C-ABS as the bikes settled sooner with less wiggling. Saved me a few times on the road as well.
C-ABS on the DCT is really necessary due to the lack of engine braking and the coasting nature of the DCT, which explains why Honda opted for DCT-model to receive the ABS only.
Still, it is a nice feature to have for the extra peace of mind, whether you are a skilled rider or not.
Engine braking in Sport mode is pretty good, it auto gears down almost as soon as you hit the brakes. In Drive mode, it coasts a bit more. Nothing stops you from gearing down manually in either mode.
Engine braking in Sport mode is pretty good, it auto gears down almost as soon as you hit the brakes. In Drive mode, it coasts a bit more. Nothing stops you from gearing down manually in either mode.
I learned that yesterday. Found that when getting to sharp corners, the bike gears down to slow or you end up in 4th or 3rd going into a corner and then sometimes it gears down in the turn - Rather scary,
Yesterday I used the tip tronic and geared down myself to 2nd to take the turn and it was smooth turning all the way.