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+--- Thread: Rode a DCT bike today (/showthread.php?tid=6889)
RE: Rode a DCT bike today - pekingduck - 02-09-2019
(02-09-2019, 12:03 PM)GoldOxide_imp Wrote: I believe Honda is being smart by introducing the NC750X to the masses in an attempt to attract new, young riders (e.g. millennials who are said to not be interested in the clutch - like Formula 1 racer I suppose ... not!), and to the senior riding population whose limbs don't respond the way they used to. I think these are reasonable and practical assumptions.
In 2018 Honda raised red line to 7500 RPM, which is better for what the bike is. New torque control together with the existing manual override provide options for those who wish to squeeze the lemon above fuel frugality.
Manual override, multiple torque control options, and the upfront helmet storage appears to be ideas borrowed by the old Aprilia Mana 850 which used essentially a heavy duty and intelligently utilized CVT.
Aprilia had considered using the 750 DOHC Shiver V-twin, but opted for the lower power 839 cc SOHC V-twin (yes, larger engine displacement) that put out about the same hp as the NC750X. The Aprilia Mana also had rear passenger under seat refueling. However, I think Honda's approach to the auto gearbox is a better solution, especially during deceleration approaching the lowest gear. I think both have similar 0 to 60 mph times of about 5.3 seconds.
One of Honda's objectives with the NC700/750X was low cost of maintenance. I have 2 friends who had Aprilia 850 Manos and both sold them because of maintenance costs. Belt changes about every 20k miles cost $600-$800 parts and labor several years ago. One of the services was over $2k because the dealer recommended replacement of all the pulley facees because they were grooved. And that doesn't include regular engine servicing.
RE: Rode a DCT bike today - GoldOxide_imp - 02-09-2019
(02-09-2019, 01:50 PM)pekingduck_imp Wrote:(02-09-2019, 12:03 PM)GoldOxide_imp Wrote: I believe Honda is being smart by introducing the NC750X to the masses in an attempt to attract new, young riders (e.g. millennials who are said to not be interested in the clutch - like Formula 1 racer I suppose ... not!), and to the senior riding population whose limbs don't respond the way they used to. I think these are reasonable and practical assumptions.
In 2018 Honda raised red line to 7500 RPM, which is better for what the bike is. New torque control together with the existing manual override provide options for those who wish to squeeze the lemon above fuel frugality.
Manual override, multiple torque control options, and the upfront helmet storage appears to be ideas borrowed by the old Aprilia Mana 850 which used essentially a heavy duty and intelligently utilized CVT.
Aprilia had considered using the 750 DOHC Shiver V-twin, but opted for the lower power 839 cc SOHC V-twin (yes, larger engine displacement) that put out about the same hp as the NC750X. The Aprilia Mana also had rear passenger under seat refueling. However, I think Honda's approach to the auto gearbox is a better solution, especially during deceleration approaching the lowest gear. I think both have similar 0 to 60 mph times of about 5.3 seconds.
One of Honda's objectives with the NC700/750X was low cost of maintenance. I have 2 friends who had Aprilia 850 Manos and both sold them because of maintenance costs. Belt changes about every 20k miles cost $600-$800 parts and labor several years ago. One of the services was over $2k because the dealer recommended replacement of all the pulley facees because they were grooved. And that doesn't include regular engine servicing.
That is true. I believe about $600 Cdn for labour and belt every 24000 kms or thereabouts. I have seen the belt and pulleys after 24000 and both were actually pristine. I reckon like an animal on a clutch, these parts are also privy to the abuse of the rider style. As for the engine only, any owner can DIY very easily since it was just a vanilla SOHC 8 valve V-twin. However, I think it required at least mid-octane gasoline.
The Mana 850 was extremely fast off the line once you survived "first gear". They never seemed to fail to impress and scare even seasoned riders. Furthermore, the engine breaking was potent (more than the CB1100), unlike stories shared about the NC750X. But if it is ridden hard all the time, I suppose the magic literally wears out. It would be interesting to learn how the NC750X DCT fairs for wear.
One more thing: With the Mana one could put regular automobile engine oil in it since there was no wet clutch. So your Joe Oil Company synthetic 5W40 sufficed.
RE: Rode a DCT bike today - dbarkdoll_imp - 02-10-2019
(02-09-2019, 12:01 PM)The ferret_imp Wrote: Lol you guys do realize this thread is 3 years old.
A lot of old threads are resurfacing lately so some of the op's are no longer around to read new responses. Some of the issues originally stated are no longer issues.
This has been like time travel and deja-vu all over again for me (to quote Yogi Bera.)
I've recently got into the habit of going all the way back to post #1 and checking the date because of this.
I blame G.O. lol.
Naw in all honesty I like it, stirs all the old crud up from the bottom and keeps things fresh and "homogenized"
RE: Rode a DCT bike today - GoldOxide_imp - 02-10-2019
Sometimes upgrades and enhancements are released by manufacturers/owners, or a new way looking at an old problem, or just chiming in with a perspective.
The hope maybe is some threads are still relevant today.
dbarkdoll