All Tests – 2016 Honda Integra Test: complete, but incomplete … – The scooter capable of showing it to motorcycles

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2016 Honda Integra review: complete, but incomplete…

All Tests - 2016 Honda Integra Test: complete, but incomplete ... - The scooter capable of showing it to motorcycles

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.

The scooter capable of showing it to motorcycles

Like the one tested just before, the ergonomics of the Integra 2016 are strictly identical to the previous model. Overall well thought out, with intelligently designed handlebars and direct reach controls, it only sins by the rather small space dedicated to the lower limbs.

As on the previous model, the 17-inch wheels and the motorcycle chassis pose constraints that are difficult to circumvent … Despite the shortening of the fairings returns operated in, the space granted to the knees remains limited: tall riders will suffer..

Furthermore, for lack of sufficient space, the legs still cannot comfortably lie down forward: placing the feet obliquely, legs stretched out in "cruising" mode, is therefore excluded. Too bad for a scooter whose performance encourages people to broaden their horizons beyond the urban perimeter…

In town, precisely, the 2016 Integra shines with its ease, under which hides a formidable efficiency typical of Honda production. Admittedly, its 17-inch wheels penalize it in terms of pure handling against "real" maxi-scooters, often in 15 inches. But its very low center of gravity largely compensates, making the Integra an intuitive scooter that is easy to turn despite its 238 kg..

However, if its dual-clutch transmission achieves remarkable smoothness of operation thanks to several modifications, a "good old" variator remains more transparent and silent in town. Still, in automatic "D" mode (the coolest), the gears flow smoothly around 2500 rpm, smoothly sliding the Integra into 6th from around 65 km / h (read our section dedicated to the DCT on page 3).

Thanks to its advantageous weight distribution (50/50), the dynamic behavior is healthy and reassuring. Its new fork works remarkably well, flexible on small shocks then rigorous in its travel. MNC even finds his train more precise than that of the tested on the same roads a few minutes before !

Its large rims – well shod, irreproachable in the dry – allied to its generous wheelbase make it a model of stability. The "real" scooters with their Caddy wheels will have to hang on to keep pace! The rear suspension, for its part, offers a relevant compromise between comfort and rigor: here again, in scooters, finding better will be difficult..

Very easy to steer even at high speed, the Integra plunges into curves without restraint, swallowing the virolos with all the more greed that its ground clearance is excellent. And it is not its braking, sufficiently powerful and easy to control via the two levers adjustable in spacing, which restricts these excellent predispositions to a fast driving, even muscular. !

ABS is in tune: well calibrated and responsive. What to forgive Honda for blowing up the combined function in 2014 to nibble on weight and euros? Yes, in most cases. But in a loaded duo or during a descent of the pass, the C-ABS was a precious asset for the comfort … and the endurance of the 2-piston caliper overcoming a single disc at the front (ditto at the ‘back) !

Sports the Integra? I want, yes !

The new silencer of the Integra is not only prettier: the sound that escapes is also more pleasant, enhancing at the same time the dull backfiring of the twin set at 270 °. Sounds pretty good, without excess. In any case much better than most "traditional" scooters, whose vocals often evoke a curious association between a concrete mixer and a vacuum cleaner…

This almost sporty soundtrack – for the genre, eh: nothing to do with Marquez’s RCV V4! – reinforces this feeling of riding a machine that hides its game well. The engine plays an important role in this observation, with its 55 hp which places the Integra among the top names, ahead of (46.5 hp) and at the aspi du (60 hp). The unknown remains in the lead with his 76 Italian stallions !

Supple and very torquey (68 Nm from 4750 rpm), the twin relaunches correctly on all speeds. If its accelerations devoid of any form of explosiveness leave you hungry for the handlebars of the NC750S and X motorcycles, it is different on a scooter whose needs differ. Especially since rare are the "maxi" to offer such a full torque curve !

As on the rest of the "NC" range, the DCT gearbox completely eliminates the lack of mechanical extension (red zone at 6500 rpm). In absolute terms, the ability to take turns is of little interest anyway – if any – for a scooter. Thanks to three integrated sub-maps in "S" mode, accessible while driving without cutting off the throttle, the amplitude of reactions of the DCT covers all expectations, from the quietest to the most muscular.

Used in its sportiest function (called S3), the dual clutch shifts gears in the blink of an eye and downshifts almost as quickly, while letting the engine brake accompany cornering. The gearshift management is intelligent and the transmission is fluid and smooth. If necessary, a flick on the left stalk allows up or down a gear "manually".

But the behavior of this "box of tricks", close to that of a motorcycle, is so well calibrated that one hardly ever feels the need to "take control". At this stage, taken out of the urban context, the DCT has its revenge on the variator by being oh so much more pleasant and playful. !

Despite its high mechanical performance for a scooter, the Integra shares the same camel consumption as its sisters NC750: MNC recorded an average of 4.2 l / 100 km on the dashboard – better ordered and less sensitive to glare – during our short trial run of only 92 km. Not bad at all !

Verdict: close to full equilibrium

Intriguing and endearing, the Integra remains in 2016 one of the most interesting two-wheelers in the Honda range. Its exceptional dynamic capabilities make it the ideal companion for a motorcyclist attracted by the functionality of a scooter, but put off by its limits in action..

Conversely, a scooter rider sensitive to the arguments of a motorcycle but not resolved to leave the comfort of a scooter will find in the Integra a judicious alternative. However, in both cases, a few fundamental arguments are missing to fully convince: a safe worthy of the name, a lockable storage compartment (or even a second glove box) and a maintenance-free final transmission..

In addition, the more urban would undoubtedly appreciate the introduction of an anti-skid system (as on Aprilia and the BMW), in order to avoid possible evasions on wet paving stones when the handle is turned without taking into account the torque. important. Especially since the "utility" dimension of a scooter tends to disconnect the spirit from piloting. The reverse of a motorcycle, what.

This additional equipment would help to better justify the increase of 250 euros: from 8,999 € in 2014 to 9,249 € in 2016 (9,449 € in version S). The Integra S thus exceeds the, sold off to € 9,199 for lack of success. Admittedly, the € 10,999 is much more expensive, just like the € 11,350. But the equation tends to balance by adding the essential optional top case, at 570 € in its largest format of 45 liters…

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