Scooter – Honda Integra test: the scooter for bikers? – Scooter? Motorbike ? Both !

Posted on by admin

Honda Integra test: the scooter for bikers ?

Scooter - Honda Integra test: the scooter for bikers? - Scooter? Motorbike ? Both !

Technically identical to the NC700X trail and the NC700S roadster, the Integra is however radically different. And for good reason: despite its engine and motorcycle frame, this new Honda product is actually a scooter designed to appeal to bikers…. Test.

Scooter? Motorbike ? Both !

Discovered in the vicinity of Barcelona (Spain), the Integra wasted a few moments before starting to seduce. The first reason for astonishment comes from its ergonomics: yet fairly low (790 mm), the saddle does not make small riders comfortable because its substantial width, added to that of the tunnel, requires a significant separation of the legs when stationary..

Result: pilots under 1.70 m touch the ground only with tiptoes. And although its balance does honor to the usual standards of the winged crest, the Integra has a center of gravity placed higher than on a traditional maxi-scooter. A Tmax and even a heavy Burgmann 650 (277 kg fully loaded) thus appear more manoeuvrable in built-up areas, where they also claim a slightly shorter turning radius..

In addition, the Integra is hardly more accommodating with large sizes: beyond 1.80m, the knees regularly come into contact with the returns of the apron, especially during braking phases due to the slippery saddle coating..

Finally, the overly curved shape of the front of the running boards penalizes the "cruising" position (feet forward), because it generates pressure on the tips of the feet. Conversely, it is not possible to place your feet directly above your bust in "sporty" mode, because the heels then butt up in the engine casings….

In terms of protection, however, the new spearhead of the Honda maxi-scooter range is a hit: the large windshield (not adjustable) places almost the entire helmet and shoulders safe from swirls, while the lower limbs of the body are perfectly preserved from the elements by the bodywork and the apron.

The large handlebars – the same as on the NC700S and NC700X, except that it is "streamlined" – falls easily to the hand and offers excellent leverage, which allows you to take full advantage of the amazing dynamic capabilities of the machine.

Because the Integra asserts its motorcycle cycle part as soon as the asphalt begins to meander. With the same wheelbase (1525 mm) and suspension travel (120 mm) values ​​as the NC700S roadster – while the NC700X displays 1540 mm and 153.5 mm at the front and 150 mm at the rear -, the maxi-scooter offers behavior very similar to that of a "real" motorcycle.

Well helped by progressive suspensions and enviable stability, the Integra is precise and accepts entries in turns much more muscular than many maxi-scooters. Its generous ground clearance (135 mm) also allows a generous angle grip before rubbing the central stand.

Even if its substantial weight is felt on the changes of angle, it is rigorous and has great improvisation skills: tightening the trajectory in the middle of a blind curve which closes does not pose much problem to it..

Healthy and without bad surprises in sporting use, the Integra can also rely on the 51.8 hp and 62 Nm of torque of its 669.6 cc twin: rather attractive values ​​and especially particularly highlighted by the transmission Dual Clutch Transmission (DCT), adopted as standard on this 2012 novelty (read our point on the mechanical parts on the next page).

Unlike its rivals, the Integra does not use a variator-type continuous transmission: it retains the six-speed gearbox of the NC700S and NC700X, but it is managed electronically by a second-generation dual-clutch system..

Concretely, the pilot is offered two types of driving: either fully automatic ("AT", in "D" or "S" mode), or manual ("MT"). Once the twin is unsettled, all you have to do is engage the type of selection chosen via the controls on the right to be ready to go … Without naturally having to manually manage the clutch, which also leaves room for the lever. rear brake. A control unfortunately not adjustable in spacing, just like its counterpart on the right.

A slight rotation of the throttle in "D" or "S" mode allows the Integra to be launched smoothly, then to wander with the gas cut off below 5 km / h just to get to know the peculiarities of the automatic system.

Turned with more conviction, the responsive throttle propels the Integra forward with great vigor, while a muffled sound typical of a "two-line" fills the ears with Honda-style discretion. Still, this melody is much more flattering than the tasteless soundtrack of a scooter. !

At the same time as some vibrations in the seat, the differences between the two automatic modes appear from mid-revs: by accelerating gently in "D" mode, the 6th gear is sometimes passed from 70 km / h, at only 2000 rpm (in 6th, the twin purrs at 3000 rpm and the odometer displays 95 km / h)! While in "S" mode, the tachometer (not very readable) often flirts with the red zone (6500 rpm) if the pilot has a heavy hand on the throttle.

Whatever the world involved, however, the lack of extension of the twin appears much less restrictive than in our. The electronic system managing the upshifts at the right time, the pilot is no longer surprised by the sudden ignition cut, as with the small Honda "Crossover".

In sporty driving, it is enough to turn or to make frankly the throttle so that the "DCT" juggles with the reports and remains in the range of modes where the bi is expressed best: between 3000 and 5000 rev / min. If you accelerate hard in sixth gear, the DCT immediately drops two gears to ensure a recovery that it considers urgent and muscular. !

The Integra then takes its turns with great conviction given its measured power (for a motorcycle!), And revives correctly up to 150 km / h. Above, the twin suffers from the strong wind resistance induced by the fairings and the heavy weight: it took us a lot of time – and space! – to see "170" displayed on the digital counter…

More successful than on the first generation, the electronic control unit of the "DCT" is also more transparent and versatile in its operation. More reactive than on the VFR1200, the automatic mode "D" becomes moreover the most pleasant to use, because it generates less jerks on the go-around than the mode "S". Its downshifts are also less dry.

If necessary, the two auto modes can be intensified by flicking the manual controls: pressing the "-" paddle located on the left stalk and the Integra immediately descends a gear..

Manual gear change can be kept by selecting the "MT" function via the control located behind the right stalk. The pilot then only has to up and down gears with the "+" and "-" triggers. These operations, practical for tackling winding routes where the need for recovery can intervene without warning, are quick and devoid of load disruption..

Verdict: the maxi-scooter with broad ideas !

Equipped as standard with ABS and partially combined braking (in order to distribute the braking forces, the central piston of the front caliper is actuated when the rear brake pedal is used), the Integra is also very good brakeman: despite its single disc at the front, the maxi-scooter has convincing slowing capacities.

Progressive and constant, the front is easily dosed while the anti-lock system shines with its efficiency and discretion in its (rare) entries into action. Note that to contain costs, the rear disc of the NC700 S, X and Integra is cut inside the 320 mm front disc !

Integra’s competitors

  • Aprilia Mana : 76.1 hp, 73 Nm of torque, 203 kg dry, € 10,199

  • Yamaha Tmax 530 : 46.5 hp, 52.3 Nm, 217 kg fully loaded, € 10,499

  • Gilera GP800 : 76 hp, 76.4 Nm of torque, 235 kg dry, € 8,999

  • Suzuki Burgman 650 : 55 hp, 61.8 Nm of torque, 277 fully loaded, € 10,499

It is therefore not for "sport" that these elements adopt stylish shapes, but to facilitate cutting and avoid waste! Smart and economical, the Integra? At the end of this short grip (only 130 km), we say to ourselves that there is indeed a lot of that !

Especially since its record consumption (3.6 l / 100 km / according to Honda, not verified by MNC) sets new standards in the medium-displacement category (read our mechanical point below). In the same vein, the policy of sharing engine and chassis platforms implemented with the three NC700s allows this Integra to be displayed at the placed price of € 8,490 (see box opposite).

However and despite all its qualities, the objective of 1,200 Integra sales in France – for a full year – set by Honda is not won in advance. The "pure" maxi-scooters risk in particular to shun it because of its least practical aspects (modest carrying capacities, transmission by chain) and its handling in withdrawal vis-a-vis the references of the segment.

And if for their part the "pure" motorcyclists ready to switch to the maxi-scooter will appreciate its dynamic behavior and its box with reactions close to those of a motorcycle, it is not certain that they are much more tolerant on functionality issues. After all, even if it means riding a maxi-scooter, you might as well choose one that allows you to appreciate all the advantages of the genre, no ?

Related articles

Leave a Reply

Your email address will not be published. Required fields are marked *