Honda Integra 750 maxi-scooter test

Menus

• The biker scooter
• Discovery
• In the saddle
• Contact
• In the city
• On the highway
• On departmental
• Comfort
• Braking
• Tires
• Convenient
• Consumption
• Conclusion

The biker scooter

Apply to the motorcycle what the manufacturer was already doing for the car…. that is to say use a common base to decline several models. This is what Honda did with the NC platform, available in roadster, trail and…. maxi-scooter ? Initially arriving in a 700 cc version, Honda has increased the power of its NC platform to 750 cc to release a new, more powerful version. Just a little more power? With a new engine, a modified driving position, a redesigned double-clutch gearbox, a reaffirmed aesthetic … the 2014 vintage wants to offer even more! Test…

Discovery

At traffic lights, the question is always the same: is it a motorcycle or a scooter? Of course, Integra mixes genres. Two-wheelers, a handlebar, a motorcycle frame, a saddle but beyond that, the Integra actually looks like a scooter: we benefit from extensive front protection but also space for the feet in length, we sit on it, you don’t squeeze the tank between your thighs, you don’t shift gears thanks to the "automatic" gearbox, you benefit from a parking brake. On the other hand, the floor is not flat, we hardly store anything under the saddle either with a space barely able to accommodate disc blocks and a few small trinkets and there is always a chain as secondary transmission with the interview that goes with it. In the meantime, after a little more than 1,500 models sold since its release in 2012, the maxi-scooter with the Honda logo is back revised and corrected with the 2014 vintage and not only in terms of decoration as for the S version of our test model..

The Integra stands out with its particularly imposing front end, further reinforced by the high screen of the S version.

A long saddle completes the whole, even if the passenger seat seems reduced to a folding seat compared to standard scooters.

Under the hood, we find the same twin cylinder of 745 cm3 as the NC S and NC X models with a slight gain in power (+ 2kw) and above all in torque (+6 Nm) compared to the 670 cm3 of the previous 700 version, with a new mapping, now offering 40.3 kW at 6,250 rpm and 68 Nm at 4,750 rpm. Suddenly, the manufacturer took the opportunity to lengthen certain gear ratios, offering improved acceleration and maximum speed, while a second balancing arm reduces vibrations.

In the saddle

You first look at the Integra before knowing if you put your leg forward at or over the tunnel. In daily use, it will depend on the mood; both being just as easy.

We then find a rather typical scooter position, the arms a little higher than usual and the back straight, even a little round, without tilting towards the handlebars which, on the other hand, falls well under the hands.

The 1.70 rider will barely put his feet on the ground, but there is a better way compared to the 700cc version thanks to the new, more refined saddle which still peaks at 790mm. The overall size seems rather light despite the 237 kilos fully loaded. And we have more leg room than in the previous vintage.

In front of you, there is an apparently unchanged dashboard, except for a new gear indicator engaged. Completely digital and particularly readable, even under the sun, we will clearly see the speed and the gear engaged, as well as the fuel gauge and the new related information from the on-board computer such as instantaneous consumption, average consumption, liters consumed, partial double trip, totalizer, clock. It is very good. The only downside is that you have to lean forward and put your arm between the handlebars to press the two large side push buttons and it is not very practical while driving, while a push button on the handlebars would have been more practical. .It must be said that between the different modes and the zippers to shift gears, the right and left comodos are already crowded.

Only the tachometer bar graph really requires special attention in order to be aware of the engine speed. And that’s good because we forget this notion on a daily basis.

Contact

The Integra snorts in the silence punctuated by the pom-pom of the twin-cylinder. We check that the parking brake is not engaged (a red light on the dashboard also signals this) and we engage the first with the right thumb.

In the city

The first turns of the wheels are natural, whether solo or duet. We forget the sway effect that exists especially with some scooters as soon as a passenger takes a seat in the rear. Even the first turns of the wheels and maneuvers at low speed are easy and without apprehension, with a low center of gravity. The turning radius is not extraordinary, but average for maxi scooters. Gas and the two-wheeler takes off immediately, with a mixture of smoothness in speed and vigor in terms of sensations. Because in standard mode (D) and for the sake of fuel economy, we are barely at 50 km / h than we are already in 5th! At this rate, we almost always turn under-revving with a scooter winding regularly at only 2,000 rpm or even 2,500 rpm maximum on the last report in town. The accelerations are then rather smooth, as are the overtaking. We almost forget that we are on a 750cc …. the performance is so much closer to an average 500 cm3.

The situation changes with Sport mode (S), triggered by pressing the right stalk, which immediately makes you feel the difference. The acceleration is sharper, the revs are sharper and the engine remains more willingly in the revs before shifting to the next gear. Suddenly, it becomes the most usual mode in town if you want a little "gnac". However, the overall character has gained much smoothness, especially at the level of the DCT box which we feel less the gear changes. Honda has announced a second balance wheel and indeed the gearbox is much more pleasant on a daily basis and can be forgotten, especially compared to that of the 700.

No need to downshift since the gearbox takes care of everything, very gradually, even on heavy braking.

Well thought out, the system manages the driving of the pilot, in the sense that the gearbox will stay more easily in a lower gear when you turn the handle fully than if you accelerate slowly. So, where you can wind in 6th at 2,000 rpm at 60 km / h, you can still be in 3rd gear in the event of strong acceleration at the same speed. The change of gears is suddenly not so much dictated by the speed of the scooter as by the activity and the violence of the action of the right handle. Intelligent and pleasant on a daily basis. And then, there is always the possibility, even in automatic mode, to choose a higher or on the contrary lower gear by pressing the gearshift trigger on the left comodo: a sort of self-declutching gearbox. And this is the ultimate advantage, without being in full manual mode, voluntarily forcing the automatic control of the gearbox at will..

On the highway

The Integra sets off on the motorway like a long-distance runner, gently and slowly, purring quietly in last gear at 4,000 rpm at 130 km / h. With just one stroke of the accelerator, the speed increases by a notch, taking 30 km / h (even 40 km / h) for only 1,000 additional rpm. The pickups are still existing but slow at this speed, even if a good throttle automatically drops a gear by the box (which then goes into 5th) to regain a little power, before accelerating again, including by rating. The protection offered by the high bubble is impressive at 170 km / h (on the track) and one could almost imagine cruising "quietly" at this speed on the German autobahn, including a duo. However, the Integra will then only nibble on the additional 1,000 rpm to try to grab a near maximum 180 km / h … largely sufficient on the motorway without limit and too much in France anyway. At this maximum speed, the course is imperial with perfect stability "on a rail".

On departmental

The Integra is found as naturally on the secondary road as it was in its element on the motorway. Able to wind up in 6th automatically at 60 km / h, in sport mode it offers a more dynamic drive that will allow you to have fun. And for those who want to have a drink with friends, it is possible to switch to manual mode, to change gears by hand with the “+” and “-” levers…. knowing that the DCT computer always keeps an eye on the box…. capable in particular of downshifting automatically, even in manual mode, when the engine speed is too low. As a result, you never risk finding yourself in 6th in neutral, even after emergency braking..

With its motorcycle frame, the behavior is irreproachable on the series of turns and it is rather the driving position which does not tighten the motorcycle which will hamper the pilot to further accelerate the pace rather than the scooter which is capable of following it. natural way and without squirming.

Comfort

The Integra is particularly comfortable for both rider and passenger, despite the apparent small size of the passenger seat. It is thus possible to do 250 kilometers without suffering in the least at any level whatsoever.

Braking

Soloing the rear brake is easy enough, but luckily ABS is original … with a very specific tac-tac-tac and a clacking rise in the hand upon grip. On braking at sustained speed and only on the rear, the scooter remains perfectly in line. As much as the rear brake is often limited to stop everything, the front brake offers power and bite, almost too much, despite its single disc, however 320 mm. We regret the combined C-ABS braking that existed on the 700 version. In the end, the braking offers good feeling and good power for both the front and the rear..

Tires

Originally mounted in BT23, the mounting is perfectly adapted, even allowing attack.

Convenient

The front left storage compartment is particularly practical, even if it is keyless and does not have a 12V socket. It is completed by a space under the saddle that can accommodate at most a mini-jet but not a jet with visor. Saddle requiring removal of the ignition key to open independently on the side of the scooter. It is often at this time that we forget the key, compared to a pusher on the apron as found on many scooters.

Consumption

If the first stick only descends after 75 km, the second descends 50 km further, then the third after 45 km and the fifth after 45 km. In the end, the reserve indicator appears around 215-220 km! Honda announces a consumption of 3.46 l / 100 km, almost impossible in standard use. At best, the on-board computer can indicate an average consumption of 3.6 liters while driving really very cool and without exceeding 2,500 rpm. In fact, the usual consumption at normal speed in automatic turns rather around 4.8 l / 100 km, including on the highway at 130 km / h stabilized. A difference of around 0.3 liters of consumption was then noted between what is indicated by the on-board computer and the actual consumption (tank filled to the brim with each refueling). In the end, with a 14.1-liter tank, the Integra therefore has a running range of 280 km … even if it must be possible by driving very cool to pass the symbolic bar of 300 km..

Conclusion

The Integra appreciates even more with time and the days of testing accumulate. And after two weeks and miles, we would like to keep it. The new gearbox brings more smoothness and makes us forget the faults of the 700 cm3 gearbox, confirming the clear progression of the model since its 700 cm3 version. The increasing power and torque provide the surplus of gnac appreciated in urban use while the overall extension is ideal for planning long weekends and swallowing many kilometers, made all the more possible when comfort is at the rendezvous. you, for the pilot as well as the passenger. Beyond its price particularly well positioned at 1,500 or even 2,000 euros cheaper than the usual maxi-scooter competition, it will especially be less coveted and victim of theft than many more traditional maxi-scooters. Enough to fly far away in peace…

Strong points

• handling
• braking
• comfort
• performance
• consumption

Weak points

• storage capacities

Honda Integra 750 technical sheet

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