All Tests – 2016 Honda Integra Test: complete, but incomplete … – 2016 Honda Integra: MNC technical update

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2016 Honda Integra review: complete, but incomplete…

All Tests - 2016 Honda Integra Test: complete, but incomplete ... - 2016 Honda Integra: MNC technical update

Bringing together the qualities of a motorcycle and a scooter: such has been the ambition of the Integra since 2012. Despite interesting developments for 2016, this third generation has not yet reached the quadrature of the circle, notably for lack of a real chest. Test.

2016 Honda Integra: MNC Technical Update

Engine

The Integra (of its little name "NC750D") uses the parallel twin cylinder set at 270 ° characteristic of the NC series, whose displacement rose to 745cc two years ago (read in particular our). Its main modification for 2016 concerns the injection and the exhaust, re-configured to meet Euro4 standards, without affecting performance (54.8 hp and 68 Nm of torque).

Apart from its shorter silencer of 7 cm and lighter of 500 gr and its new maps, this block is therefore strictly identical to the previous vintage. It is for the record of a typical long stroke in-line bi (77 mm bore x 80 mm stroke) equipped with a single camshaft distribution and 8 valves. This twin is very tilted forward (62 °) in order to lower the center of gravity and free up space.

Sober ("3.46 l / 100 km", according to Honda with the DCT gearbox in mode D), it concentrates all the know-how accumulated in the automobile by the winged emblem in terms of reducing internal friction. The pistons are thus covered with a special resin and the cams are in extremely light aluminum.

In addition, the operation of each part is optimized: the water pump is driven by the camshaft and the oil pump is fixed on the same axis as the balance shaft. And if the twin has one injector per cylinder, the admission is done through a split duct with a single butterfly.

Finally, the last "mechanical" trick to prevent it from consuming, an ignition failure placed at only … 6500 rpm! During this test, MNC for its part noted an average consumption of 4.2 liters / 100 km according to the indicator on the dashboard. Enough to ensure important relays with the 14.1 liters of gasoline in the tank (about 400 km of theoretical autonomy).

Economical, the Integra benefits from service intervals of 12,000 km while its iridium spark plugs will have to be replaced at 48,000 km. The final chain drive will probably not last as long, even taking advantage of the stock center stand to lubricate it !

Equipped with a catalytic system – now in two parts – catalyst directly placed at the engine outlet to promote its efficiency when cold, this vertical twin-cylinder adopts the DCT double-clutch gearbox as standard. More responsive – but still just as heavy (10 kg) – this 6th generation of Dual Clutch Transmission has seen its shifting laws modified for more enjoyment and sensitivity (read below).

Cycle part

Like the NC750X and NC750S (whose return to French dealerships is being studied by Honda France), the 2016 Integra’s cycle part is based on a "Diamond" type frame made of steel tubes. Simple to manufacture – therefore inexpensive – this double cradle is perfectly cut for the exercise.

The damping is based on a mono-shock absorber adjustable only in preload on 7 positions, with 120 mm of travel. If the rear element is identical to 2015 (with a few exceptions of adjustments), the front accommodates a new Showa telescopic fork of 41 mm in diameter, still not adjustable This more high-end model still frolic on 120 mm.

Geometrically, L’integra retains the same values ​​as in 2015: 27 ° caster angle, 110 mm of drag and 1535 mm of wheelbase. Its weight distribution is ideal, around 50% on the front and 50% on the rear according to Honda. Add to its very low center of gravity, this makes for an easy and balanced scooter.

Braking is entrusted to a device comprising a single 320 mm floating disc at the front and a 240 mm disc at the rear. Nissin two-piston caliper is new up front, Honda says more efficient.

As an anecdote, know that "Wave" type discs (with petals) are very economical – for Honda! – since the rear is cut inside the front disc !

Delivered as standard with ABS, the Integra is announced for 238 kg all full, or 1 kg more than in 2015. This weight remains fairly contained against its competitors, like the BMS C650S of 249 kg all full and especially the 249 kg SRV850 … dry !

Electronics and DCT dual clutch transmission

In terms of electronics, the integra does not overbid: apart from its injection unit and that of its ABS, the standard version does not receive any other "chip"! Some people will also regret that Honda withdrew in 2014 the coupled C-ABS braking present on the first versions of NC700…

The big chunk in terms of sophistication is the dual-clutch gearbox. Unique in motorcycle production (not in cars, where it has been used for about 15 years), this device is based on a conventional gearbox, with forks and barrels, connected to two multi-disc clutches in oil bath.

Managed by an electronic control unit and hydraulic circuits, the first clutch deals with odd gears (1st, 3rd and 5th) and the second with even gears (2nd, 4th and 6th). When the first is switched on, for example, the central unit pre-switches – in just 70 milliseconds! – the second gear, then releases the clutch of the first at the same time that the second gear is locked.

The integra is logically without a clutch lever and offers two operating principles. The first is 100% automatic (AT) and is subject to two modes with preprogrammed reactions: "D" for Drive and "S" for Sport. In practice, it is this "AT" function that is used most of the time.

For 2016, one of the changes made is that the "S" mode now includes 3 sub-maps, more or less sporty. The intermediate mode (S2) corresponds to the previously normal Sport mode. The highest mode (S3), on the other hand, is more dynamic than in 2015, both in terms of responsiveness and engine braking..

Switching from D to S mode is done from the dedicated control on the right and the maps switch by long pressing the "S" button when Sport mode is engaged. Everything can be done while driving, without turning off the throttle, quite easily and intuitively..

In addition, as on the Africa Twin DCT, the system now has adaptive control to manage the torque transmitted to the clutch, in particular to adapt to the fact that one is up or down a gear. On paper, Honda says the sensations are "more natural when you cut or go around.

In practice, the DCT is effectively more transparent in its reactions than before. Moreover, as on the Africa, the DCT of the NC750 integrates a calculation system to adapt to the longitudinal inclination: by comparing the engine speed, speed and degree of throttle opening, the ECU manages to determine whether the road is going up or down. This allows the DCT to avoid upshifting or downshifting at an inopportune time, such as upshifting down a hill for example..

The second mode of use (MT) proposed by the DCT is of the semi-automatic type, with up and down gears "by hand" via the "+" and "-" triggers on the left stalk. Although the operating principle differs radically from the system installed on the Aprilia Mana fire variator, we find the same type of sensations with very fast and flexible gear changes..

When the engine is started, the system is automatically placed in neutral. All that remains is to choose between automatic "D" or "S" modes or to actuate the "AT / MT" tab placed behind the right stalk – like flashing of the headlight – to engage the "manual" mode..

However, even in manual mode, the system "filters" the orders deemed unnatural: impossible to downshift when the engine speed is too high (which happens quickly with only 6500 rpm available!), Nor to risk the under- speed up several gears without accelerating. Likewise, the system will automatically return to 1st as soon as it stops..

At any time, it is possible to switch from automatic to manual, and vice versa. The gear and the mode engaged are indicated in a small window placed at the bottom of the dashboard (read the "Instrumentation" part of our technical sheet).

Designed for calm driving or the duo, the automatic "D" mode shifts smoothly and quickly, often around 2500 rpm (2800 to 90 km / h in 6th gear). From 65 km / h, L’integra spins gently on the last gear…

More lively, the "S" mode is more suited to sporty driving but it generates more jerks, especially during downshifts. The three S mode subroutines then provide flexibility, especially in the wet where we appreciate the extra softness of S1 mode.

Finally, it is possible to manually increase or decrease a gear even in automatic mode, in order to downshift before a curve for example. However, an "auto-return" function means that after a few seconds without any action on the pallets, the system returns to the selected automatic configuration ("D" or "S").

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