The two dimensions do different things, which is why they should be considered together. The twenty-four millimeters of rise are mainly useful when standing on the footpegs: you no longer have to hunch over to reach the handlebars.

The eighteen millimeters of setback work when seated: they bring the controls toward you and let you sit farther back in the saddle instead of stretching forward. Your spine stays in a more neutral position, and tension in your shoulders decreases.

The riser supports the handlebars and, when riding standing up, much of the rider’s upper-body weight. LOBOO states that it is made of high-strength aluminum alloy produced by CNC machining: the contact surfaces remain flat, and the holes align exactly with the fork clamps.

That is what eliminates play and settling after tightening. The alloy designation is not disclosed by the manufacturer, and we prefer not to specify one that no source confirms.

The handlebar clamp follows the profile of the stock tube, so tightening distributes pressure across the entire contact surface instead of concentrating it at a single point.

It’s the detail that prevents handlebar vibrations and movement under load—the kind you only notice after a few hundred kilometres.

LOBOO develops the part based on the original vehicle data: the holes align with the factory dimensions, so there’s no need to drill or modify the steering stem.

This also means you can reverse the modification whenever you want: reinstall the original clamps and the motorcycle is back to how it was. This matters if it’s leased or you’re thinking of reselling it.

Once installed, the handlebar remains parallel to its original position: the risers raise and move it back without tilting it, and the controls do not change position relative to your hands. The grips, bar-end weights, mirrors, and handguards remain in place.

The black finish matches the original Honda components: from the outside, they look like a factory-installed part, not an added accessory.

The same riser fits the Honda NC750X from 2016 onward and the CB400X from 2021 onward because the two motorcycles share the same handlebar clamp spacing.

This does not include NC750X models from before 2016 or the CB500X, which use different specifications. If you have one of those, contact us before ordering and we’ll point you to the correct part number.

The manufacturer states that the offset was chosen to avoid excessively lengthening the cables, and that in most cases the original brake lines and clutch cables are sufficient. However, it adds that you should always check the tension after installation—an instruction to be taken literally.

With the motorcycle stationary, turn the handlebars to full lock on both sides: nothing should pull, bind, or rub. Then check the fasteners again after the first one or two hundred kilometers.