Honda Integra: Step-through tourer – IOL Motoring |

8 Jan 2015 | Author: | Comments Off on Honda Integra: Step-through tourer – IOL Motoring |
Honda Integra

: Step-through

By Dave Abrahams

Whether you it a scooter, a bike or just weird, Honda’s NC700D is a praiseworthy attempt at bringing the best of current car, and scooter technology in one package.

Its parallel twin – rumoured to be half a 1.3-litre car engine – uses one throttle body and one exhaust where conventional motorcycle have one per cylinder, and it drives via a dual-clutch semi-auto transmission.

Honda introduced the first gearbox on a motorcycle petrolheads went “Wow!”, but the truth was was nothing the VFR1200FD could do its conventional manual sibling do better. This second at getting the kinks out of an astonishingly operating system achieves better results.

Even in Manual mode, it still change down if the revs fall too low and it still for a heart-stopping moment when you ask it to down, but the shift points are chosen and, no matter mode you’re in, it will always come up with the when asked to deliver although a swift overtaking is usually more swiftly care of with a quick at the ‘Down’ button.


The only difference between the of this dual-clutch version and its NC700X motorcycle sibling is the auto has not one but four extra switches a thumbswitch on the right to go Neutral to Drive, a forefinger-trigger on the to switch from Manual to and back, another forefinger-trigger on the to change up and a pushbutton above the on the left to change down.

and running gear are almost to its NC700X motorcycle sibling, bike-sized 17” wheels at ends and decent rear so, despite its initially intimidating weight of 238kg, the Integra well (very well, by standards), steers with accuracy and has way more ground than you’d expect a step-through.

Honda, renowned for never one component where three do, has also graced this sofa with both ABS and brakes. The right-side handlebar operates two of the three pistons in the calliper, while the left-side operates both the remaining piston and the single-piston sliding calliper.

The result – when using both – is plenty of Brick Effect, and even braking in the of a corner seems to have effect on the Integra’s stability.


The Integra’s and stylish screen offer better weather protection does the abbreviated flyscreen on the giving the impression that the which is a bit bulky for carefree – is seen by Honda as a relaxed weekend getaway

The reality, however, is that its riding position concentrates all the weight on the lowest points of the rather than spreading it the long muscles behind the as do sports-touring machines. While the NC700X provides all-day its Integra stablemate makes nether regions complain no more than four or hours on the road.

Yes, the footwell behind the legshield plenty of room for moving feet around, but that change the position of your on the seat, luxuriously upholstered it is.

The footwell also takes up the occupied by the dummy fuel on the NC700X, which is actually a practical storage compartment of swallowing a full-face helmet.

There’s a neat oddments in the Integra’s legshield – the lever for the parking brake and a recess under the seat, opens gracefully on a gas strut at an twist of the ignition key to reveal the fuel tank, but it won’t much more than a

The Integra is a technological tour de and one of the best-handling scooters we’ve It’s on a par with Yamaha’s still the gold standard for and with far better ground but, sad to say, there is nothing it can do that its more NC700X sibling doesn’t do – unless, of course, you on riding in a skirt.

Price: R79 990.

Honda Integra

Test from Honda SA.


670cc liquid-cooled four-… twin.

Bore x …: 73 x

Compression ratio: 10.7:1.

SOHC with four valves per cylinder.

Power: at 6250rpm.

Torque: 62Nm at

Induction: PGM-FI electronic with 36mm throttle

Ignition: Computer-controlled digital with electronic advance.

Honda Integra
Honda Integra
Honda Integra
Honda Integra
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