All Tests – Honda NM4 Vultus Test: in the face! – Carte blanche for a black space cruiser!

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Honda NM4 Vultus test: in the face !

All Tests - Honda NM4 Vultus Test: in the face! - Carte blanche for a black space cruiser!

Designed on the basis of the Integra scooter, the NM4 Vultus (face in Latin) differs radically from an aesthetic point of view thanks to its futuristic look, straight out of the overflowing imagination of Honda designers. Testing a machine unlike any other !

White card for a black space cruiser !

At Honda, we have a lot of ideas: eight years after having demonstrated with its ability to think outside the box – even if it means risking going off the commercial track … -, the winged crest emerges without warning a new two -wheels like a space ship, the NM4 Vultus (reread and).

At the origin of the approach, the desire to give free rein to the creativity of young house designers – from 20 to 30 years maximum on this project according to Honda – in order to create "something special, not just in the motorcycle business but something unique in the world", explains Keita Mikura, head of development for the NM4 Vultus.

On this point, the objective is successful: with its massive bow while in sharp angles in the shape of "V" integrating a curved optics and "full LED" indicators, the Vultus is indeed very "special"! Undoubtedly, this futuristic cruiser gives a blow of "fresh" to the image of the winged coat of arms, currently lacking in sex appeal because associated with pragmatic solutions like the DCT box and the sharing of platform (series of and, or in a other measurement based on VFR and F6 derived from the Goldwing).

On the other hand, if its extravagant design and its silhouette as long (2380 mm) as low (650 mm seat height) permanently capture the eye, the Vultus ultimately does not appear so "unique"… Without going so far as to speak of" dejà vu ", its line inevitably refers to the stylistic references of manga culture, in particular the famous Akira released in 1982. Chasse le naturel, it comes back at a gallop … even with "d’jeunz" creators with elbow room !

Let us nevertheless give back to Caesar what Albator (or Goldorak, depending on the age of the captain!) Would not deny: the whole has a strong identity and balances a good visual slap at the "vultus" of people crossed at its handlebars! Especially with the youngest, for whom this new interpretation based on NC (after NC S, X, Integra and CTX700) certainly comes out of Gotham City, the fictional city where Batman reigns. Funny, but you have to take it on a daily basis…

Welcome aboard, captain !

Under its dark dress subtly enhanced with plastic side vents imitating brushed metal, the NM4 Vultus therefore hides the tubular steel frame, engine and DCT dual-clutch gearbox in effect on the latest generation of the Integra 750 (read our).

The cycle part knows changes going hand in hand with the impressive increase in measurements observed between the scooter and the NM4. Just like the wheelbase which extends from 1525 to 1645 mm, the width seriously revised upwards (from 810 to 933 mm), the weight increased by eight kilos (245 against 237 kg) or even the hunting angle, which opens by 5 degrees to reach 33 °.

Fatally, this geometry become "customesque" induces a dynamic behavior a bit clumsy, especially at very low speed where the direction tends to engage. Logically, the adoption – for stylistic reasons – of a front rim of greater diameter (18 inches against 17 on the Integra) also serves the cause of handling, clearly set back between the scooter and this "Space cruiser ".

However, the Vultus remains surprisingly easy to grip thanks to an intelligent weight distribution, like its low center of gravity. Hyper stable thanks to its wheelbase close to that of the Goldwing (only 47 mm to the advantage of the "golden wing"!), The Honda gives the impression of "floating" on the asphalt, a feeling reinforced by its very low seat height (140 mm less than the Integra).

Typed custom, the feet forward and arms outstretched position is quite natural. Thanks to the handlebars of reasonable width curved inwards, which is moreover mounted on long openwork saddles generously curved towards the bust. Seen from above, we would believe them twisted by the Incredible Hulk himself (see montage below) !

This absence of aberration in the position is a real relief, so much the "conceptual" vehicles sometimes offer uncomfortable ergonomic "delusions". Only small complaints: the trim of the tank – however tiny with its 11.6 liters – generates a substantial width at the crotch, while the space on board is surprisingly limited for a machine of this size.

A pilot of 1.75m thus has difficulty in comfortably extending his legs once the lower back is wedged in the backrest formed by the clever passenger seat. Adjustable both in inclination on three levels and in the longitudinal axis (over + or – 25 mm), this "saddle-Sissy-Bar" is an excellent find, both aesthetically and practically. Too bad you have to use the ignition key to straighten it into the backrest position, then adjust its inclination…

Another good surprise: fully steering the 43 mm fork of the NM4 Vultus – 41 on the Integra – allows you to turn around in a reasonable space, while its rear tire of 200 mm (160 mm on the NC series ) does not affect the angle setting too much.

Admittedly, moving quickly from one angle to another requires tone in the upper body (you have to move them, the almost 250 kg of the beast!), But the Honda enters a curve in a healthy and predictable way, without manifest this tendency to tilt twice or to lock from the rear often felt on motorcycles equipped with "king size" gommards.

In town on the other hand, if the effectiveness of the mirrors integrated into the sides of its fork crown is appreciable, we quickly plague against the crippling width of its intimidating front face. Better to think twice before activating the warnings in the idea of ​​going up a line of cars…

Thanks to its wide and well-designed hollow seat, the NM4 Vultus is comfortable enough in the saddle to handle short and medium trips without suffering. Beyond that, only the foundation of a superhero will support the weak padding of the seat and especially the dryness of the rear suspension !

Identical to that of the Integra, the Vultus’ Pro-Link monoshock has its travel shortened from 120 to 100 mm in order to lower the rear line, custom-style. If visually the modification is exciting (even if the rounded design of the rear lacks a bit of daring, compared to the front), it is much less dynamically speaking.

Suffering from a lack of progressiveness due to its low travel, the suspension struggles to absorb small shocks. Lumbar brittle to refrain … Too bad, because the fork achieves its flawless side, both in terms of cushioning irregularities and in terms of management of mass transfers during braking.

The braking system, in fact, is composed of a simple 320 mm petal disc at the front and 240 at the rear and a two-piston caliper (front and rear), all once again pinched to the Integra. As on the scooter, ABS is standard. And as on the Integra 750 and more and more Honda two-wheelers, the pleasant C-ABS rear-front coupling system is not installed….

Despite its basic appearance, even sparingly cut at a time when the double disc at the front has become widespread on medium and large displacement, the braking device fulfills its role perfectly. The bite is not excessive, but the dosage is easy and the power sufficient at the front.

At the rear, the results are more nuanced. Not in terms of efficiency – perfect for correcting a trajectory – but because of the poor positioning of the right pedal, too far from the step to be actuated naturally. We console ourselves with an almost completely transparent ABS because it is finely calibrated, as is often the case with Honda.

A face like no other

In terms of engine, the NM4 Vultus receives the 745 cc in-line twin cylinder common to the entire NC750 series. This low-compressed single camshaft engine (10.7: 1) is installed as is under the futuristic trim of the Vultus and receives as standard – like the Integra or the CTX700 – the DCT double-clutch transmission (read more our)

This long-stroke parallel twin (77 x 80 mm) benefits from well gambergees features, such as the drive of its water pump which is done via the camshaft. Its deliberately low maximum speed (6,500 rpm) and its controlled internal friction allow it to combine good recovery with very low consumption (3.53 l / 100 km on this model according to Honda).

While voluntary and sober (less than 4.8 l / 100 km on average measured during our test), this engine appears however very wise and polished on such an extravagant machine. Unlike its physique in fact, the 54.8 hp and 68 Nm of the Vultus hardly impress, especially since they are delivered in an extremely linear way as on all NCs…

Almost devoid of vibrations – except at high speeds, ie from … 4500 rpm! -, the block responds present without hiccuping from 1500 rpm. More torque than the old 700 cc between 2000 and 4000 rpm, it offers consistent accelerations if not sensational, thanks to its busy torque curve.

On the other hand, don’t expect the slightest hint of character, good or bad: the graduations of the readable digital tachometer darken with metronomic regularity, without downtime but without real haste. This linearity appears quite frustrating for this type of vehicle supposed to impress from all points of view..

Capable of titillating a small 190 km / h counter despite a desperately long sixth gear (at 90 km / h and 130 km / h, the twin turns at 2750 and 4000 rpm respectively!), The twin takes full advantage of the benefits Dual Clutch Transmission (DCT), a system based on the coupling of two multi-disc clutches in an oil bath (one for even gears, the other for odd gears).

Thanks to this technology, the clutch function is automated and the gear changing is ultra-fast, because the next gear is automatically pre-engaged. Operating either in "fully automatic" or in manual mode (changing gears via triggers on the left stalk, like a sequential gearbox), the DCT overcomes in auto mode ("AT") one of the engine’s structural faults: its length "dieselesque" !

Become almost transparent in its operation (except on the first two reports a little noisy and dry, especially in downshifting), this third generation of DCT is really successful. MNC particularly appreciates its reactivity, which has become impressive, to the point of erasing practically any phenomenon of load breaking during acceleration..

In use, only the calibration of the two driving modes offered in automatic can, according to taste, lend itself to criticism. The D (Drive) function, recommended for "calm" driving, still fishing for lack of dynamism, especially in built-up areas where times are weighed down by the frenetic stacking of gears: at 65 km / h, the sixth is already engaged then that the engine barely turns at 2000 rpm !

Conversely, the S (Sport) function, more punchy, meets the expectations of most bikers in arsouille mode because the engine braking is more pronounced and the reports are clearly more advanced, to the benefit of the revivals. But in town for once, it’s a little too sporty !

Verdict: torrid dress, frigid engine…

For its visual audacity worthy of a concept intended to adorn a podium during a show, the NM4 Vultus deserves nothing but praise. It’s not every day that a generalist manufacturer puts aside its "eco-marketing" plans, just guided by the desire to surprise and dare to break new ground.

In this, Honda has no equal and proves it with this worthy descendant of the misunderstood – and yet excellent at the dynamic level – DN-01. MNC also fully appreciates the care taken in the design of this "motorcycle-scooter-spaceship": of course, you have to like "full plastic" covers, but it is thick and qualitative to the touch and each part fits perfectly.

Flattering details like the tip-shaped LED rear turn signals, the bluish decoration around the headlight or the red stitching on the saddle are also nice, as is the well-made aluminum swingarm featured on the Integra. Mention just passable on the other hand for the chrome silencer common to all NC, whose look and sound whatsoever are not really in line with the general futuristic look.

Futuristic, the NM4 Vultus also wants to be with a few small touches of originality, such as its "saddle-Sissy-bar" and its two front storage compartments – with 12V socket on the left – which open towards the before. Not really practical in use as it is impossible to access from a seated position, these deep but narrow glove boxes accommodate a smartphone and a glasses case, but little more.

As the space under the saddle is reduced to its simplest form, the superhero should not forget to slip rain gear in his backpack to protect his costume! As for the transport of the lock, compulsory passage through the "options" department to acquire suitcases … and too bad for the style !

Another particularity of the Vultus: its fully digital instrumentation whose backlight color changes according to the driving mode engaged (red in manual, pink in S and blue in D). Five other mood colors are available by pressing the two buttons on the instrument panel for a few seconds, for a total of 25 combinations.

Complete (time, fuel gauge and gear engaged in particular: see technical sheet on next page) and easy to read even in direct sunlight, this on-board console would however have benefited from offering remote controls on the handlebars, a feature which is widely used on all two-wheelers would be appreciated in the near future … !

The adoption of an electric bubble would have also made it possible to improve the frankly passable protection, while allowing to keep intact the pencil stroke in the low position. Not to mention that it would have brought a very relevant technological touch…

Finally, the last aspect because of which MNC remains slightly on its hunger: the engine. Admit that with a similar look, a powerful and noble mill like the VFR1200 V4 or, better, the six-cylinder of the Goldwing, would have been more appropriate, because more able to transport its owners with panache, clean as well as figurative !

Of course, the price of the Vultus would then have soared. But at 11,599 € (2,600 euros more than the Integra), it is not already specially given anyway … And insofar as its distribution will necessarily be limited (Honda France will only import 100 copies in 2014), would it have been really risky to push the process further ?

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