The Honda NC750X is a mid-sized adventure bike with a unique drivetrain.
The 750X drive train comes in two packages, a six-speed gearbox on a slipper clutch, or, for riders wanting an automatic twist and dash experience, Honda’s noteworthy Dual Clutch Transmission is available, featuring multiple shift patterns tailored for specific riding conditions.
With a rugged chassis for off-roading and advanced technological amenities like electronic traction control, we had to ask, are there any common issues with the Honda NC750X?
Let’s venture into the forums to find out!
1. Tech Installed Incorrect Gearbox Sprocket
We’ll start with an issue that unfortunately surfaces quite a bit in the consumer reports–the good news is that it’s easily preventable with the correct info.
One of the most commonly reported problems with the Honda NC750X is the result of technicians replacing worn sprockets with the sprocket intended for the NC700; the two components look interchangeable but are sized differently.
Here’s an example of one such consumer report, ripped straight from the NC750X-owner forums:
I have NC750X DCT 2013 running super smoothly since I bought it (currently 32k miles done) until recently, it developed a jerking issue when changing gears.
There are three issues I’ve been experiencing. They’re not happening all the time but at least twice a day every single day:
1. jerking movement when changing from 2nd to 1st gear. This happens in D, S, and manual settings. Most of the time, when I’m slowing down, the change from 2nd to 1st gear would happen at around 11mph occasionally the speed is already 11mph, then the jerking starts for a few seconds until the rate gets to 9 or 8mph and that’s when the gear would change to 1st.
2. when accelerating from a full stop (either in D, S, or manual), the bike stays in 1st gear and won’t change up at all until I release acceleration a little bit. I understand that if you accelerate faster, the bike will keep that gear for a bit longer if in D or S mode, but even when I’m in manual, flipping the gear up doesn’t do anything until I release acceleration a bit. This issue is more common than the jerking movement.
3. slow response to gear changes. This mainly happens in Manual mode, but occasionally in D., I’ve always experienced a little bit of delay in gear changes when the engine is cold. Still, after 3 minutes, every gear was working again super smoothly. Now, this issue happens even when the engine is hot. Sometimes there is a 3 seconds delay when trying to change the gear up or down.
If this rider’s descriptions sound similar to the symptoms you’ve been experiencing on your NC750X, especially if, like them, you’ve recently undergone a sprocket replacement, chances are the technician installed the wrong size.
- The Honda NC700 uses a 16T sprocket.
- Your 750X, on the other hand, equips a 17T.
Take it back to the mechanic who installed the sprocket and share this information with them.
Now, suppose they’re sure they’ve installed the 17T sprocket. In that case, they may have accidentally tampered with the Dual Clutch Transmission’s (DCT’s) oil temperature sensor, disconnecting a wire and interfering with the shifting process.
Still, since it’s so vastly reported, we’re inclined to lean towards the wrong sprocket size.
Or, as one NC750X rider said in reply to the concerned rider we quoted above,
“Definitely the front sprocket. I had a mechanic fit the wrong one, and accelerating it would hold gear until released just as you described. I only realized the problem when accelerating hard to join motorway after dawdling through the city and A road traffic—cue an argument with a mechanic who has never seen my bike again once they replaced the sprocket. The excuse was that the parts catalog was wrong, and many of them are, but I think a decent mechanic should have spotted the different size and queried it. “
And there you have it; the parts catalog lists the wrong replacement part number.
I’m willing to bet it’s since been updated; we’re doing our part to get this info out there just in case.
2. Bad Fuel Programming Causes Stall-Outs (Solved Via Recall)
In 2021, this next issue was so common that Honda had to issue a recall.
The statement specified that any 2021 Honda NC750X that stocked the DCT (Dual Clutch Transmission) was on the list.
The result was pulling back 357 in the States alone.
What was the issue with the DCT-equipped 2021 NC750X year model?
According to the recall paperwork posted in various forums and articles online, the fuel injection control module software was the issue.
Simply put, the fuel-injection software wasn’t programmed right at the factory, resulting in poor fuel injection, both when at a stop and when accelerating away from idling.
- Insufficient fuel injection can cause the bike to stall out of nowhere.
- A sudden stall-out can kill the bike’s momentum and startle the rider; both situations risk causing a collision.
- The issue was first discovered on the Japanese fleet of NC75X motorcycles in early 2021.
- Before Honda’s response team isolated the issue, injury reports were filed in Europe and America, resulting in a complete recall by January 2022.
Honda rectified the issue by notifying all owners whose bikes are suspected of being improperly programmed and having them report to their local Honda dealership for a fuel-injection software upgrade, as well as a full DCT-systems update.
If yore experiencing random stall-outs on your Honda NC750X, report to your regional dealership asap for a free software update that should fix the problem.
3. Engine Overheating (Valve Adjustment Required)
One of the common “issues” people take with the NC750X can be summarized as the consumers experiencing poor engine performance after failing to conduct routine valve adjustments.
Valve adjustments on a Honda NC750X are conducted per Honda’s spec intervals outlined in the bike’s owner’s manual.
Failure to adjust your 750X’ valves to spec can result in poor engine performance and, eventually, overheating.
Symptoms of an overheating engine include:
- Unconventional Engine Noise
- Burning Oil Smell
- Foaming Oil in Oil Pan
- Excessive Engine Heat
- Clunky Gear Shifts
- Lagging Clutch/Change in Clutch Cable Free Play
First, do not ride your NC750X if the engine is overheating. Valve adjustments are a complex procedure. If you doubt your home mechanic skills, there’s no reason not to fork up the bread to get a Honda-tech to troubleshoot an overheating 750X for you. If your bike is still under warranty, performing your adjustments can void your warranty.
- On a Honda NC750X, the first troubleshooting to perform on an overheating engine is a valve clearance check. You might want to remove the cam chain tensioner before getting started to avoid straining it during the procedure. To be clear, I’ve never performed a valve check on a 750X. Consult the Service Manual for the proper process.
- Inspect your spark plugs. They last a while, but it’s not unheard of for a plug to go early for some reason, causing irregular firing. In a dark environment, look for signs of arcing around the leads and caps. One or two instances of this have been reported. It’s easier to see the arching in a dark environment; consider the dangers of running a motorcycle indoors.
- Perform an ECU reset by disconnecting the battery for about half an hour. Then reinstall the battery terminals and start the bike without touching the throttle until the fan kicks in. Hit the kill switch, flick the ignition off, reset the kill switch, and it should reset the ECU. Let the bike cool off–perfect time to inspect and clean your battery connections.
- Make sure the oil level is correct; not too low, but not too full, either. Oil should never be above the max mark.
- Inspect your drive chain and sprockets. The OEM chains used to be on the coarser side, and this might be causing excessive friction. If you suspect your issue is the sprocket, or if you recently had your sprocket replaced, refer to Section 1.
To be clear, it’s tough to diagnose an ill-performing engine based on a list of symptoms. If you’re not a fully capable and equipped home mechanic, there’s no shame in taking your bike to a trusted Honda-literate mechanic who can perform these somewhat complex tests for you in a fraction of the time.
The NC750X is a reliable, long-lasting bike with an industry-leading efficiency-based motor. That said, all bikes require routine maintenance. It’s part of responsible ownership.
Failing to adjust your Honda’s engine valves can cause a dip in engine performance that may lead to overheating.
Be sure you’re performing the standard maintenance per Honda’s spec service schedule outlined in the bike’s owner’s manual.
General Pros and Cons for Honda NC750X
Here are general pros and cons for the Honda NC750X:
- Economic Performance
- Off-road Capabilities
- Doubles as a Commuter
- Fun to Ride
- Tech Installed Incorrect Gearbox Sprocket
- Bad Fuel Programming Causes Stall-Outs (Solved Via Recall)
- Engine Overheating (Valve Adjustment Required)
What Do the Reviews Say?
In spite of its decidedly adventure-bike mien, Honda means for its NC750X to wear several hats. Sure, the ADV angle is obvious, but there are subtleties to consider. First is the expanded storage under the tank cover. It’s one liter larger for a total storage capacity of 23 liters, shaped to fit an adventure bucket, and this year, it comes with a USB-C socket that’ll power/charge your mobile devices under way so you can arrive charged up and ready to go.
Tubular-steel members on the NC750X give the new diamond-type frame its strength, and the factory took full advantage of variable-thickness material to drop 2.6 pounds from the frame’s total weight as part of an overall lightening effort. There was an apparent effort to lower the seat as well, ’cause it’s beeHonda powers its NC750X with the same liquid-cooled parallel-twin engine as before, but with some important differences. The single over-head cam comes in a new grind that differs between the bores and the mill can now be wound up a bit tighter to an even 7 grand. Horsepower tops out at 6,750 rpm with 58 ponies on tap that’s backed up by 51 pound-feet of torque at 4,750 rpm. I dropped 1.2 inches down to 31.5 inches off the deck for a bit of added confidence when you have to put your feet down at a stop.https://www.topspeed.com/motorcycles/motorcycle-reviews/honda/2021-2022-honda-nc750x-ar188473.html
What’s the Resale Value of a Honda NC750X?