2014 honda nc750s - Centre Honda Genève

2014 honda nc750s - Centre Honda Genève
Press information for NC750S 2014
2014 HONDA NC750S
Press release date: Monday 4th November, 18:30 CET
Model updates: The addition of an extra 75cc, more power and torque, twin balancer
shafts, new exhaust muffler and taller gearing – plus a host of detail upgrades
including ABS now fitted as standard and revised software for the optional DCT
gearbox – polish one of the most affordable, useful and fun naked motorcycles
1 Introduction
2 Model overview
3 Key features
4 Accessories
5 Technical specifications
1. Introduction
The naked NC700S – launched two years ago as a brand new model and part of a 3bike platform – aimed to provide a user-friendly motorcycle that was both affordable
to buy and run while proving an attractive, enjoyable proposition for a wide variety of
Its concept was New Concept – Fun Naked and the combination of innovative,
torquey parallel twin-cylinder engine, low centre of gravity and nimble, confidence
inspiring chassis – plus exceptional fuel economy – has made it a favourite with both
genders. Its owners are predominantly new, younger riders stepping up from smaller
machines looking equally for performance, practicality and pleasure from their first
‘big’ bike.
For 2014, Honda has added to its range the NC750S - a bike designed to offer more
of what every rider liked about the original, and nothing less.
Press information for NC750S 2014
2. Model Overview
A larger 745cc engine capacity gives the NC750S more power and torque throughout
the entire rev-range, whilst delivering the pride in ownership of a full 750cc
motorcycle. *
The gearing is taller but acceleration and top speed are both improved, while the
addition of twin-balancer shafts and new exhaust muffler ensure a smooth yet
characterful engine feel.
Additional instrumentation, plus a span-adjustable brake lever and 2-channel ABS
round out the updates. Still affordable to buy and run – and still made in Japan – the
NC750S offers high build quality and the option of Honda’s unique Dual Clutch
Transmission (DCT) six-speed gearbox. The DCT itself has received software
upgrades and offers an even more intuitive riding experience.
*A 35kW NC700S with DCT remains available for A2 licence holders.
3. Key Features
3.1 Engine
An extra 75cc capacity has been added to the liquid-cooled, SOHC 8-valve parallel
twin-cylinder engine thanks to a bore increased 4mm to 77mm. Stroke remains at
80mm, as does compression ratio of 10.7:1. Peak power is boosted to 40.3kW @
6,250rpm with maximum torque of 68Nm @ 4,750rpm. Both power and torque
curves are considerably stronger throughout the entire rev-range.
The design of the NC750S engine ensures punchy performance in the low-to-mid
range. Its relatively long-stroke architecture and specially shaped combustion
chambers combine with the high-inertial mass crankshaft to produce large amounts
of effortless torque from very low rpm.
In addition for 2014 Honda’s engineers have added an extra balancer shaft to inject
the engine with just the right amount of ‘good’ vibration. The effect of the twin
balancers is to counteract vibration from higher rpm inertia and the engine feels more
refined, yet still with the distinct “throb” delivered by its 270° firing order.
A new muffler design with heavily revised internals to regulate backpressure due to
the capacity increase further adds to the riding experience, with an improved beat
and exhaust note.
The overall gearing is now 6% taller, giving an increased top speed and more
relaxed highway cruising; another effect of the taller gearing is to broaden the usable
rpm range relative to road speed . For those choosing the DCT option – 21% of
customers in the first eight months of 2013 – the gearing is 6% taller across 1st to 5th
gears, and 3% taller in 6th.
There are other benefits to the NC750S’s engine configuration. It is both practical
and efficient in terms of layout, freeing up space within the body of the motorcycle –
thus making room for the large storage compartment, capable of taking a full-face
Press information for NC750S 2014
By keeping the number of parts to a minimum, the engine is kept light (it weighs
62.4kg, 69.2kg in DCT form), efficient and reliable. There is just one 36mm throttle
body and where possible components are made to do more than one job; the
camshaft drives the water pump, while one of the balancer shafts drives the oil
Thanks to extensive stoichiometric analysis during development the engine is always
fed the exact fuel/air ratio required for a complete and clean burn at all rpm in any
riding situation. Fuel consumption of 28.9km/l (WMTC mode) is particularly
impressive and goes a long way toward making the NC750S inexpensive to run day
to day. It also extracts a 400km plus range from the 14.1-litre underseat fuel tank.
The clean combustion also minimises harmful exhaust gas emissions; PGM-FI fuel
injection system supplies the optimum amount of fuel/air mixture thanks to an 02
sensor in the exhaust. A revised high-absorption catalyser is located close to the
engine – as a result the catalyst reaches operating temperature quickly after a cold
start, further reducing emissions.
3.2 Dual Clutch Transmission (DCT)
Available as an option on the NC750S, Honda’s second-generation DCT gearbox
offers a unique combination of direct riding feel and ease of use. A world first for
motorcycles when launched on the VFR1200F in 2010, it delivers consistent,
seamless gear changes, and very quickly becomes second nature in use.
The system uses two clutches: one for start-up and 1st, 3rd and 5th gears: the other for
2nd, 4th and 6th, with the mainshaft for each clutch located inside the other for
compact packaging. Each clutch is independently controlled by its own electrohydraulic circuit. When a gear change occurs, the system pre-selects the target gear
using the clutch not currently in use. The first clutch is then electronically disengaged
as, simultaneously, the second clutch engages.
The result is a consistent, fast and seamless gear change. Furthermore, as the twin
clutches transfer drive from one gear to the next with minimal interruption of the drive
to the rear wheel, any gear change shock and pitching of the machine is minimised,
making the change feel direct as well as smooth.
With extra benefits such as durability (as the gears cannot be damaged by missing a
gear), impossibility of stalling, low stress urban riding, and reduced rider fatigue,
DCT has seen increasing acceptance in the market: 21% of NC700S customers
chose the DCT option across Europe in the first nine months of 2013, compared with
15% in the whole of 2012.
Three modes of operation are available. MT mode gives full manual control, allowing
the rider to shift with the handlebar trigger control buttons. Automatic D mode is ideal
for city and highway riding, and achieves optimum fuel efficiency. Automatic S mode
is sportier and the ECU lets the engine rev a little higher before shifting up, giving
greater performance. It also shifts down sooner when decelerating for extra engine
Press information for NC750S 2014
In either D or S mode DCT offers immediate manual intervention if required – the
rider simply selects the required gear using the up and down shift triggers. At an
appropriate time DCT seamlessly reverts back to automatic mode, depending on
throttle angle, vehicle speed and gear position.
Furthermore, in “D” mode, the DCT system detects variations in rider input typical to
certain environments, from busy urban streets to mountain switchbacks, and adapts
its gear change schedule accordingly to create an extra level of riding compatibility.
For the NC750S, upgrades to the software and operating logic ensure an even more
intuitive system; downshifts in D and S mode happen earlier for a more responsive
feel and extra engine braking, making corner entry natural. Kick down is also
smoother thanks to faster gear changes.
3.3 Chassis
The NC750S’s rugged steel diamond frame delivers the high levels of rigidity
required for agile, responsive handling in a variety of conditions. It’s also ideal where
space is at a premium, since it takes up very little volume but offers superb riding
dynamics. Rake is set at 27° with trail of 110mm, wheelbase of 1,525mm and
front/rear weight distribution of 48/52. Kerb weight is 216kg (226kg with DCT).
Seat height is 790mm and the ergonomics put the rider firmly in control, with
handlebars just a relaxed reach away. The width of the handlebars offers excellent
leverage at all speeds and with 35° of steering lock – plus low centre of gravity – the
NC750S is perfect for cutting through the busiest city streets. Passengers are made
comfortable with twin grab handles.
41mm telescopic forks feature 120mm stroke. The rear monoshock also has 120mm
travel and operates through Pro-Link which offers an optimised balance of a soft
initial stroke, for dealing with low-speed bumps, together with excellent control.
The front 320mm wavy disc and two-piston brake caliper offer plenty of easy to
modulate stopping power, complemented by the rear 240mm wavy disc and singlepiston caliper. Lightweight two-channel ABS – fitted as standard equipment – greatly
reduces the chance of wheel lock-ups on slippery or wet road surfaces. The addition
of a 6-position span-adjustable brake lever for 2014 adds adaptability
Cast aluminium front and rear wheels – sizes 17 x 3.50-inch and 17 x 4.50-inch –
wear sporty 120/70 ZR17 and 160/60 ZR17 tyres.
The clear and easy-to-read instrument display features a digital speedometer, digital
bar-type tachometer, clock, bar-type fuel meter and two trip meters. Updates for
2014 include a gear position indicator and ‘instant’ and ‘average’ fuel consumption.
The NC750S features the Honda Ignition Security System (HISS), an effective antitheft set-up. If the ID chip embedded in the motorcycle’s key and the ID in the Engine
Control Unit (ECU) do not match, the engine will not start.
Press information for NC750S 2014
With this electronic inter-lock system, the engine will only fire when one of the keys
with the correct ID chip is used. Also, even if attempts are made to hot-wire the
engine, or substitute the ignition switch module because it’s the ECU that’s in control
the engine will not start.
The NC750S will be available in the following colour options:
Graphite Black
Mat Pearl Glare White
Candy Arcadian Red
4. Accessories
A range of dedicated Honda Genuine Accessories are available for the NC750S, to
tailor its specification perfectly for each owner. They include:
35L top box
29L pannier kit
Top box inner bag
Pannier inner bag set
DCT footshift lever
Leg deflector kit
Foot deflector kit
Grip heater kit
12V DC socket kit
Main stand
Press information for NC750S 2014
5. Technical Specifications
Liquid-cooled 4-stroke 8-valve,
SOHC parallel 2-cylinder
Bore × Stroke
77mm x 80mm
Compression Ratio
10.7 : 1
Max. Power Output
40.3kW @ 6,250rpm (95/1/EC)
Max. Torque
68Nm @ 4,750rpm (95/1/EC)
Oil Capacity
MT: 3.7L DCT: 4.1L
PGM-FI electronic fuel injection
Fuel Tank Capacity
14.1 litres
Fuel Consumption
MT: 28.9km/l (WMTC mode)
DCT: 28.9km/l (WMTC modeTested in D-Mode)
Battery Capacity
ACG Output
DCT : 450W/5000rpm
Clutch Type
MT : Wet multiplate hydraulic clutch
DCT: Wet multiplate hydraulic 2clutch
Press information for NC750S 2014
Transmission Type
MT: 6-speed Manual Transmission
DCT: 6-speed Dual Clutch
Final Drive
Diamond; steel pipe
Dimensions (L×W×H)
2195mm x 780mm x 1130mm
Caster Angle
Seat Height
Ground Clearance
140mm (minimum)
Kerb Weight
MT: 216kg
DCT: 226kg
Type Front
41mm telescopic fork, 120mm
Type Rear
Monoshock damper, Pro-Link
swingarm, 120mm travel
Type Front
Multi-spoke cast aluminium
Type Rear
Multi-spoke cast aluminium
Rim Size Front
17M/C x MT3.50
Rim Size Rear
17M/C x MT4.50
Press information for NC750S 2014
Tyres Front
120/70-ZR17M/C (58W)
Tyres Rear
160/60-ZR17M/C (69W)
ABS System Type
2-channel ABS
Type Front
320mm single wavy hydraulic disc
with 2-piston caliper and sintered
metal pads
Type Rear
240mm single wavy hydraulic disc
with single-piston caliper and resin
mold pads
Digital speedometer, digital bar-type
tachometer, clock, bar-type fuel
meter, two trip meters, gear position
indicator, ‘instant’ and ‘average’ fuel
consumption and coolant
temperature warning light.
Security System
12V; 60W x 1 (high) / 55W x 1 (low)
5W x 1
All specifications are provisional and subject to change without notice.
# Please note that the figures provided are results obtained by Honda under
standardised testing conditions prescribed by WMTC. Tests are conducted on a
rolling road using a standard version of the vehicle with only one rider and no
additional optional equipment. Actual fuel consumption may vary depending on how
you ride, how you maintain your vehicle, weather, road conditions, tire pressure,
installation of accessories, cargo, rider and passenger weight, and other factors.!
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