There’s a finger-operated flick-lever on the left handlebar that shifts up through the gears and a thumb button that shifts down. If you prefer, you can shift gears for yourself, so flick a different switch on the right bar and the transmission will change from automatic to manual. You can even adjust Sport to three different levels, from mild to (comparatively) wild. Press the right thumb button again and it’ll switch to Sport, holding the gears into higher rpms. Turn on the engine, press the right thumb button into Drive, and it’ll operate like an automatic transmission car. Honda supplies the DCT option on seven different models, and just as in a car, you can set it to how you prefer to ride. It also allows the bike to learn your riding habits, so it can better predict if it should shift up or down or just hold the gear longer. It was introduced in 2010 and revised the following year to make it lighter and more compact. This is the second generation of Honda’s motorcycle DCT. It’s a dual-clutch transmission that works under the same principles as the most advanced sports cars, which is intended to provide a satisfying six-gear drive. Nor is it a conventional automatic transmission, such as the unpopular Hondamatic of 1977. This is not a continuously variable transmission with a single true gear, as on a scooter. There’s no clutch lever – you can just twist and go. The NC750X can be bought for $8,999 as a regular six-speed motorcycle however, its tour-de-force is that, for $9,999, it comes with an automatic, dual-clutch transmission that operates as simply as in any car. Honda makes no claims for zero-to-100 km/h acceleration times, but a rudimentary counting of One Mississippi, Two Mississippi clocks in at about seven seconds. It makes 58 horsepower, which can break all of Canada’s speed limits but not by much. The parallel-twin engine is low-stressed and bulletproof. This year, that lockable cargo space is a litre larger and big enough to hide a full-face helmet. The 2016 NC750X is an evolution from the NC700 of previous years, and it shares its low centre of gravity for more manageable handling (the gas is stored beneath the seat) and its clever storage compartment in the space where you think the gas tank would be. Not a catchy name, but a catchy motorcycle for those who want a simple introduction to two wheels.
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