The Motorcycle That Should Have Failed But Somehow Became Brilliant
Motorcycle development usually rewards confidence. A bold idea gets a clear audience, a marketing push, and a showroom where riders already know what to expect. However, every so often, a motorcycle skips that script and arrives with a design brief that sounds more like a dare than a plan.
Riders tend to judge those motorcycles long before throwing a leg over one, and the early verdict is rarely kind. Yet the best of them change minds quietly, one commute and one weekend ride at a time. Eventually, the doubters are the ones who turn into the loudest fans.
Most motorcycles succeed by following a familiar formula. Buyers expect a powerful engine, a fuel tank sitting up front, a clutch lever on the left, and a spec sheet with at least one number worth bragging about. A motorcycle that ignores several of those expectations at once is usually written off before it reaches a dealership.
That caution is understandable. Unconventional ideas rarely survive in a market where riders compare horsepower figures and brochure photos within minutes, and first impressions often last a long time. However, a handful of motorcycles have outlasted the skepticism, and one in particular ticks nearly every box that should have doomed it. The remarkable part is how little any of it matters once the motorcycle is actually moving.
The Honda NC750X Is The Misfit That Refused To Fail
The Honda NC750X sounded like a bad idea on paper. Its engine is widely said to trace back to the Honda Fit (known as the Jazz in some markets), its fuel tank hides under the seat, and a storage compartment occupies the spot where the tank normally sits. On top of that, the 2026 model comes with an automatic transmission. These are hardly the ingredients of a motorcycle destined for greatness.
The NC family dates back to 2012, when Honda introduced a 670cc version of the engine. A 75cc increase arrived for 2018, the same year the NC750X reached the US, making it the 745cc displacement used today.
However, the NC750X has never tried to win over riders with bragging rights. The motorcycle has built its reputation on sensibility, with an easygoing character, a low seat, and an MSRP of $9,499 for the 2026 DCT. These traits make for a motorcycle that quietly fits into everyday life.
A Car-Derived Twin That Values Torque Over Bragging Rights
At the heart of the NC750X is a 745cc parallel-twin that produces 58 horsepower at 6,750 rpm and 51 pound-feet of torque at 4,750 rpm. Those figures will never headline a brochure. Still, Honda tuned the engine for low- and mid-range pull, and that is exactly where city streets and back roads demand it. A 270-degree crank and a uniaxial primary balancer keep things smooth, so the motorcycle feels relaxed rather than frantic. Honda Selectable Torque Control, a form of traction control, also acts as a safety net on slippery pavement.
Fuel economy adds to the appeal. Honda doesn’t list fuel economy on its US website, but its figures for international markets put the middleweight ADV at around 67.2 mpg. Paired with the 3.7 gallon fuel tank, even real-world numbers should still deliver more than 200 miles on a single tank.
The Automatic Option Takes The Clutch Out Of The Equation
The six-speed dual-clutch transmission is the feature that raised the most eyebrows, albeit for no good reason. It shifts on its own, leaving the rider free to focus on traffic, corners, and the road ahead. Riders who miss the involvement can still take control of the gears manually using buttons on the handlebar. In stop-and-go traffic, however, the lack of a clutch lever quickly stops feeling like a compromise and starts feeling like a godsend.
The NC Packs Daily Practicality Where Other Motorcycles Pack Fuel
While it might have seemed weird at first, the storage compartment is the NC750X’s party piece. Where most motorcycles carry a fuel tank, the NC holds 23 liters of space shaped to fit a full-face adventure-style helmet. Honda offers an accessory USB socket and a divider for the compartment, so it can serve as a proper luggage space rather than just a hollow cavity.
Moving the fuel tank under the seat has a handling benefit as well. It places weight lower and closer to the center of the motorcycle, and the front-to-rear weight distribution lands at 48/52. As a result, the NC750X feels planted at low speeds and composed through corners, even with a curb weight of 497 pounds.
A Low Seat And Forgiving Chassis Keep Everything Approachable
The seat sits at 31.6 inches, with an optional 32.6-inch accessory seat for taller riders. That is low by adventure-style standards, so riders of many sizes can plant both feet at a stop. The 41 mm Showa fork at the front comes with 4.7 inches of travel. The rear suspension is a single shock with preload adjustment, albeit with 4.7 inches of travel. Both figures are big enough to soak up broken pavement without turning the NC750X into a bouncy, unsettled ride.
The 17-inch cast wheels also keep the steering predictable and make it feel more like a roadster. The NC750X may carry an adventure-style look, but with 5.6 inches of ground clearance, Honda never positioned it as an off-road machine. Instead, the motorcycle focuses on pavement, which is where it excels.
Why Being The Odd One Turns Out To Be The Smart Money
Taken together, the NC750X is the sort of motorcycle that looks like a gamble from a distance and a bargain up close. An MSRP of $9,499, plus a $600 destination charge, gets a rider an easy-to-live-with twin, an automatic transmission, a helmet-sized storage compartment, and the kind of efficiency that keeps fuel stops short and infrequent.
Honda also covers the NC750X with a transferable one-year limited warranty, which is a small but welcome comfort for anyone buying something unconventional. Most motorcycles earn praise by being the fastest, the lightest, or the loudest. The NC750X earned it by being the one that always works. It was never meant to impress anyone at a stoplight. However, riders who spend a few months with it often find themselves asking why more motorcycles aren’t built this way.
Source: Honda
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