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• Strength cure for the scooter on the NC platform
• Honda Integra with noticeably more powerful torque
• Technical data Honda Integra

Honda

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The redesigned leg shield remains at a distance from the knees, and hand levers are used to brake on both sides.

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The downside of the motorcycle base: high step-through and poor storage space under the pleasantly contoured seat.

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The pretty, lighter cast aluminum swingarm only carries the Integra, not the NC models.

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The great tricolor paintwork is an eye-catcher, but costs 150 euros extra.

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Honda Integra in the test

Strength cure for the scooter on the NC platform

The development of the NC 700 platform has proven to be a real stroke of luck for Honda. Not only because the model variants S and X developed into top sellers. This is because other models can be generated on this platform. Such as the Honda Integra scooter introduced two years ago.

The Honda I.ntegra is not a motorcycle, not a scooter, it is – yes what actually? Honda calls it Scooter so we want to do that too. For 2014, Honda donated a small power injection to the NC series. So it’s logical that this facelift also benefits the Honda Integra. In concrete terms, this means: more displacement and more power. Four millimeters more bore turn the former 700 into a 750. And help to achieve a significant increase in performance. Instead of the previous 48, the Honda Integra is now powered by 55 horses – Alpha-Technik offers a 48 HP throttle kit (105 euros, www.alphatechnik.de). So that this happens in an even more comfortable way, the 750 was given a second balance shaft to combat vibrations more effectively.

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Honda Integra in the test
Strength cure for the scooter on the NC platform

Wider running boards, narrower bench

If long-legged people in particular kept coming into contact with the leg shield with their knees, the new Honda Integra now has significantly more space here. Wider running boards offer the feet more freedom of movement. The narrower contour of the bench with the same seat height is also pleasantly noticeable, as it enables more secure ground contact with the feet.

The power regimen is well received. The Honda Integra threads its way confidently through the hustle and bustle of the city, quickly emerging from the starting blocks at the traffic lights. Especially in sport mode. The sometimes chewing gum-like starting of scooters with centrifugal clutches, such as that offered by the BMW C 600, is alien to the Integra.

Honda Integra with noticeably more powerful torque

The strengthened Honda Integra also makes a splash outside of the urban barriers. Its torque, which is noticeably stronger than that of the 700, harmonizes well with the revised DTC. He masters intermediate sprints with the power of the torque, the automatic no longer overzealously shifts down with each faster turn of the gas. A kickdown can still be called up by turning the wrist. The gearshifts are smooth, and the automatic shifts down in a practical manner when braking in order to use the engine braking torque. And if you want to shift up or down earlier, you can always do this manually. In addition to all of this, the already economical two-cylinder in-line should, according to Honda, sip fuel a little more economically.

As expected, the Honda Integra looks very motorcycle-like in its unexcited driving behavior. The Integra is not overly motivated when changing lean angles, but stably on its way, the coordination of the spring elements is on the comfortable side, only short, hard edges, especially the spring strut, are somewhat shirt-sleeved. The pretty cast aluminum swingarm, which Honda says should save two kilograms of unsprung weight, is reserved for the Integra alone, the NC models have to be content with simple steel swingarms. But in terms of storage space under the bench, it still loses out against the NC models and other maxi scooters. On the drive side, he has clearly gained.

Scooter

Comparison test: BMW C 600 Sport, Honda Integra and Yamaha TMax

The large scooters from BMW, Honda and Yamaha in comparison

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Technical data Honda Integra

Engine: Water-cooled two-cylinder four-stroke in-line engine, an overhead, chain-driven camshaft, four valves per cylinder, rocker arm, wet sump lubrication, injection, Ø 36 mm, regulated catalytic converter, automatically operated dual clutch transmission, six-speed, O-ring chain.

Bore x stroke: 77.0 x 80.0 mm
Displacement: 745 cm³
Rated output: 40.3 kW (55 hp) at 6250 rpm
Max. Torque: 68 Nm at 4750 rpm

landing gear: Bridge frame made of steel, telescopic fork, Ø 41 mm, two-arm swing arm made of steel, central spring strut, directly hinged, adjustable spring base, disc brake front / rear, Ø 320/240 mm, ABS.

Cast aluminum wheels: 3.50 x 17; 4.50 x 17
Tires: 120/70 ZR 17; 160/60 ZR 17

measurements and weight: Wheelbase 1525 mm, steering head angle 63.0 degrees, caster 110 mm, spring travel f / h 120/120 mm, weight with a full tank 237 kg, tank capacity 14.1 liters.

Guarantee: two years
Colors: silver, red, black, tricolor paint (surcharge 150 euros)
Price / additional costs: 8490 euros / 265 euros

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