Honda NC750D Integra Review

Honda NC750D Integra Review
Photo Credit To

Model updates: One of the most innovative machines in the Honda range gets improved ergonomics and strong new styling, underpinned by capacity increase to 745cc, more power and torque, plus refined DCT software, new lightweight aluminium swingarm and a host of detail updates.


The Integra – launched two years ago as a brand new model and one of a New Concept (NC) 3-bike platform – took its name from the fact it integrated the ease of use of a scooter with the dynamic performance of a motorcycle.

With a feet-forward riding position, protection from the elements and internal storage the Integra had elements of real scooter functionality. At the same time it offered excellent performance and economy from its 670cc twin-cylinder engine, second-generation six-speed Dual Clutch Transmission (DCT) plus the stability, precise handling and superb road holding of an orthodoxmotorcycle.

Keywords like ‘fun’, ‘easy’, ‘comfort’ and ‘safety’ informed the design and engineering of the original Integra. For 2014 Honda engineers have once again referred to these touchstones and also building on owner feedback have revised the Integra with a variety of upgrades some big, some small to further improve one of the most individual two-wheeled machines in the entire Honda range.

Model Overview

As with its more orthodox 14YM motorcycle siblings – the NC750X and NC750S – the Integra gets the same, larger capacity 745cc engine twin-cylinder and identical increase in power and torque, injecting an extra level of response and performance.

The DCT gearbox has received software updates and offers an even more intuitive riding experience and, although the engine is geared taller, acceleration and top speed are both improved. The addition of twin-balancer shafts and new exhaust muffler ensure a smooth yet characterful engine feel.

The Integra’s design and style has evolved into something with a harder edge – more overtly bike-like. It presents sharper, crisper angles with an aggressive stance; ergonomics have also been improved with extra knee room, bigger floor space and easier ground reach. The internal storage area is also larger and an optional rear rack replaces the grab handles and also mounts the Honda Genuine Accessory 45L top box.

A brand new lightweight aluminium swingarm and revised front/rear weight balance further improve handling. Span adjustable brake levers were top of many Integra owners’ wish list and the 2014 model wears a pair. ABS is fitted as standard.

The Integra concept combines many of the very best attributes of both motorcycle and scooter. Still unique – and true to what Honda’s engineers set out to create originally – the new Integra does just the same job, but better.

Chassis & Styling

Whereas the Integra’s form has been given a slightly harder edge, its function has evolved to the benefit of the rider. There’s 80mm extra leg/knee room – opening up space and allowing freedom to move – while an expanded floor allows more choice of foot position. Seat height remains 790mm; it’s been carefully reshaped however and is 40mm narrower in the middle section, allowing easier ground reach with no loss of comfort.

Its rugged steel diamond frame delivers the high levels of rigidity required for agile, responsive handling in a variety of conditions from busy urban to open road. Rake is set at 27° with trail of 110mm, wheelbase of 1,525mm and front/rear weightbalance of 50/50. Kerb weight is 237kg.

41mm telescopic forks feature 120mm stroke. The rear monoshockalso has 120mm travel and operates through Pro-Link for a soft initial stroke that deals with low-speed bumps. The new aluminium swingarm saves 2kg over the previous steel design, improving suspension reaction and control.

The front 320mm wavy disc and two-piston brake caliper offer plenty of easy to modulate stopping power, complemented by the rear 240mm wavy disc and single-piston caliper. Lightweight two-channel ABS helps greatly reducethe chance of wheel lock-ups on slippery or wet road surfaces. The addition of 6-position span-adjustable front and rear brake levers make it possible to perfectly tailor reach for individual hand sizes.

Cast aluminium front and rear wheels – sizes 17 x 3.50-inch and 17 x 4.50-inch – wear 120/70 ZR17 and 160/60 ZR17 tyres. Alongside the frame and suspension they inject the Integra with ‘proper’ motorcycle handling and feel, very much one of its unique selling points.

The clear and easy-to-read instrument display features a digital speedometer, digital bar-type tachometer, clock, bar-type fuel meter and two trip meters. Updates for 2014 include, ‘instant’ and ‘average’ fuel consumption.

The Integra features the Honda Ignition Security System (HISS), an effective anti-theft set-up. If the ID chip embedded in the motorcycle’s key and the ID in the Engine Control Unit (ECU) do not match, the engine will not start.

With this electronic inter-lock system, the engine will only fire when one of the keys with the correct ID chip is used. Also, even if attempts are made to hot-wire the engine, or substitute the ignition switch module because it’s the ECU that’s in control the engine will not start.

  • 2014 Integra
  • 2014 Integra
  • 2014 Integra

The Integra will be available in four new standard colours and two Special Edition designs:

  • Matt Pearl Glare White
  • Graphite Black
  • Matt Bullet Silver
  • Candy Arcadian Red
  • Pearl Glare White Tricolour (Special Edition)
  • Matt Gunpowder Black Metallic (Special Edition)

Both new paint schemes are highlighted with the addition of gold wheels.


An extra 75cc capacity has been added to the Integra’s liquid-cooled, SOHC 8-valve parallel twin-cylinder engine thanks to a bore increased 4mm to 77mm. Stroke remains at 80mm, as does compression ratio of 10.7:1. Peak power is boosted 2.2kw  to 40.3kW @ 6,250rpm with 68Nm of torque @ 4,750rpm, 6Nm more than the previous model. Both power and torque curves are considerably stronger throughout the entire rev-range when directly compared to the 670cc engine.

The design of the engine ensures its punchy low-to-mid range performance. Its relatively long-stroke architecture and specially shaped combustion chambers combine with the high-inertial mass crankshaft to produce large amounts of effortless torque from very low down in the rev range.

In addition Honda’s engineers have added an extra balancer shaft to inject the engine with just the right amount of ‘good’ vibration. The effect of the twin balancers is to counteracts vibration from higher rpm inertia and the engine feels more refined, yet still with the distinct “throb” delivered by its 270° firing order.

A new muffler with revised internals to regulate backpressure due to the capacity increase further adds to the riding experience, with an improved beat and exhaust note.

By keeping the number of parts to a minimum, the engine is kept light (it weighs69.2kg), efficient and reliable. There is just one 36mm throttle body and where possible components are made to do more than one job: the camshaft drives the water pump, while one of the balancer shafts drives the oil pump.

Thanks to extensive stoichiometric analysis during development the Integra’s engine is always fed the exact fuel/air ratio required for a complete and clean burn at all rpm and any riding situation. The clean combustion also minimises harmful exhaust gas emissions; PGM-FI fuel injection system supplies the optimum amount of fuel/air mixture thanks to an oxygen sensor in the exhaust.

Fuel consumption of 28.9km/l (WMTC mode) is particularly impressive and goes a long way toward making the Integra inexpensive to run day-to-day. It also enables a 400km plus range from the 14.1-litre fuel tank.

A revised high-absorption catalyser is located close to the engine – as a result the catalyst reaches operating temperature quickly after a cold start, further reducing emissions.

Dual Clutch Transmission (DCT)

The Integra was Honda’s first motorcycle to feature its DCT transmission as standard, with its unique combination of direct riding feel and ease of use. A world first for motorcycles when launched on the VFR1200F in 2010, it delivers consistent, seamless gear changes, and very quickly becomes second nature in use.

The system uses two clutches: one for start-up and 1st, 3rd and 5th gears: the other for 2nd, 4th and 6th, with the mainshaft for each clutch located inside the other for compact packaging. Each clutch is independently controlled by its own electro-hydraulic circuit. When a gear change occurs, the system pre-selects the target gear using the clutch not currently in use. The first clutch is then electronically disengaged as, simultaneously, the second clutch engages.

The result is a consistent, fast and seamless gear change. Furthermore, as the twin clutches transfer drive from one gear to the next with minimal interruption of the drive to the rear wheel, any gear change shock and pitching of the machine is minimised, making the change feel direct as well as smooth.

With extra benefits such as durability (as the gears cannot be damaged by missing a gear), impossibility of stalling, low stress urban riding, and reduced rider fatigue, DCT has seen increasing acceptance in the market.

Three modes of operation are available. MT mode gives full manual control, allowing the rider to shift with the handlebar trigger control buttons. Automatic D mode is ideal for city and highway riding, and achieves optimum fuel efficiency. Automatic S mode is sportier and the ECU lets the engine rev a little higher before shifting up, giving greater performance. It also shifts down sooner when decelerating for extra engine braking.

In either D or S mode, DCT offers immediate manual intervention if required – the rider simply selects the required gear using the up and down shift triggers. At an appropriate time DCT seamlessly reverts back to automatic mode, depending on throttle angle, vehicle speed and gear position.

Furthermore, in “D” mode, the DCT system detects variations in rider input typical to certain environments, from busy urban streets to mountain switchbacks, and adapts its gear change schedule accordingly to create an extra level of riding compatibility.

For the Integra, upgrades to the software and operating logic ensure an even more intuitive system; downshifts in D and S mode happen earlier for a more responsive feel and extra engine braking, making corner entry natural. Kick down is also smoother thanks to faster gear changes.


A range of dedicated Honda Genuine Accessories are available for the Integra, to tailor its specification perfectly for each owner. A large 45L top is also available.

Other Honda Genuine Accessories for the Integra include:

Narrow pannier kit

These hard panniers – each with 29 litres capacity – increase luggage capacity without making the Integra too wide to slip through congested city traffic.  

The supporting rack integrates directly on to the motorcycle.

Pannier colour panel

Attractive colour panels personalise the optional pannier kit.

Pannier inner bag

Inner bags fit neatly within the panniers, making loading and unloading more convenient.

Large top box

With 45L capacity, this hard plastic top box increases practicality by providing a large and secure storage compartment. The supporting rack integrates directly on to the motorcycle.

Top box inner bag

A smart soft inner bag that fits neatly inside the top box, maximising storage space while also making loading and unloading more convenient.

Leg deflector

Additional bodywork panels mount to the main body of the vehicle, further improving wind and weather protection.

Alarm kit

Wires in to the Integra’s electrical system to provide a powerful anti-theft deterrent.

Heated grips

As befits a vehicle intended for all-year round use heated grips keep the rider’s hands warm even in cold weather.


Fits easily under the seat and provides additional security.

Outdoor cover

This waterproof outdoor cover is ideal for protecting the Integra from the elements, and keeping it hidden from prying eyes when parked on the street overnight.

Technical Specifications

Type Liquid-cooled 4-stroke 8-valve, SOHC parallel 2-cylinder
Displacement 745cc
Bore ´ Stroke 77mm x 80mm
Compression Ratio 10.7 : 1
Max. Power Output 40.3kW @ 6,250rpm (95/1/EC)
Max. Torque 68Nm @ 4,750rpm (95/1/EC)
Oil Capacity 4.1L
Carburation PGM-FI electronic fuel injection
Fuel Tank Capacity 14.1 litres
Fuel Consumption DCT: 28.9km/l (WMTC mode-Tested in D-Mode)
Starter Electric
Battery Capacity 12V/11.2AH
ACG Output 450W/5000rpm
Clutch Type Wet multiplate hydraulic 2-clutch
Transmission Type DCT: 6-speed Dual Clutch Transmission
Final Drive Chain
Type Diamond; steel pipe
Dimensions (L´W´H) 2195mm x 810mm x 1440mm
Wheelbase 1525mm
Caster Angle 27°
Trail 110mm
Seat Height 790mm
Ground Clearance 135mm
Kerb Weight 237kg
Type Front 41mm telescopic fork, 120mm stroke
Type Rear Monoshock damper, Pro-Link swingarm, 120mm travel
Type Front Multi-spoke cast aluminium
Type Rear Multi-spoke cast aluminium
Rim Size Front 17M/C x MT3.50
Rim Size Rear 17M/C x MT4.50
Tyres Front 120/70-ZR17M/C (58W)
Tyres Rear 160/60-ZR17M/C (69W)
ABS System Type 2-channel ABS
Type Front 320mm single wavy hydraulic disc with 2-piston caliper and sintered metal pads
Type Rear 240mm single wavy hydraulic disc with single-piston caliper and resin mold pads

Digital speedometer, digital bar-type tachometer, clock, bar-type fuel metertwo trip meters, gear position indicator, ‘instant’and  ‘average’ fuel consumption and coolant temperaturewarning light.


Security System HISS
Headlight 12V; 60W x 1 (high) / 55W x 1 (low)
Taillight 5Wx1

Post source :

Related posts

Leave a Reply

Your email address will not be published.

Time limit is exhausted. Please reload the CAPTCHA.