Honda NC750D Integra
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| Honda NC750 | |
| Manufacturer | |
|---|---|
| Also called | NC750D Integra, NC750SA, NC750X, NC750S |
| Production | 2014 - 16 |
| Engine | Four stroke , Parallel twin, SOHC, 4 valves per cylinder |
| Compression ratio | 10.7:1 |
| Ignition | Computer-controlled digital transistorised with electronic advance |
| Transmission | 6 Speed Manual |
| Frame | Rigid tube steel diamond |
| Suspension | Front: 41 mm telescopic forks Rear: Single monoshock damper |
| Brakes | Front: Single 320 mm hydraulic disc 3 piston calipers and sintered metal pads Rear: Single 240 mm hydraulic disc 1 piston caliper and sintered metal pads |
| Front Tire | 120/70ZR17M/C (58W) |
| Rear Tire | 160/60ZR17M/C (69W) |
| Wheelbase | 1525 mm / 60.0 in |
| Seat Height | 790 mm (Europe) - 775 mm (Japan) |
| Weight | |
| Recommended Oil | Honda GN4 10W-40 |
| Fuel Capacity | 14.1 Liters / 3.7 US gal |
| Manuals | Service Manual |
Engine[edit | edit source]
The engine was a Liquid-cooled cooled Four stroke , Parallel twin, SOHC, 4 valves per cylinder. The engine featured a 10.7:1 compression ratio.
Drive[edit | edit source]
Power was moderated via the Wet Multiplate.
Chassis[edit | edit source]
It came with a 120/70ZR17M/C (58W) front tire and a 160/60ZR17M/C (69W) rear tire. Stopping was achieved via Single 320 mm hydraulic disc 3 piston calipers and sintered metal pads in the front and a Single 240 mm hydraulic disc 1 piston caliper and sintered metal pads in the rear. The front suspension was a 41 mm telescopic forks while the rear was equipped with a Single monoshock damper. The NC750D Integra was fitted with a 14.1 Liters / 3.7 US gal fuel tank. The wheelbase was 1525 mm / 60.0 in long.
Photos[edit | edit source]
Overview[edit | edit source]
Honda NC 750D Integra
To understand the Integra, you must understand its name. Hondas New Concept division named this model thusly because it integrates the best of both worlds with the convenience and ease-of-operation of a scooter while delivering motorcycle-like performance and handling. This ingeniously clever name turns out to be a genuine instance of truth in advertising as the Integra seems to perform as promised. It launched in 2012 and got a facelift in 14 for the look that it more or less carries today. Head-on, its difficult to immediately identify the Integra as a scooter cause it bears a strong resemblance to many current - bikes, and thats just what it looks like coming at you. The recessed LED headlight/turn-signal lens dominates the front of the fairing with panels on each side that simulate that sportbike scoop and intake vents that shunt pressure away from the entry to reintegrate with the slipstream through vents on each side. This helps to reduce drag-inducing turbulence, and that concept carries on up into the vented windshield that completes the protective pocket started by the front fairing and legguards with low turbulence up top to reduce the head-buffet effect.
A negative-LCD instrument cluster displays all the usual metrics with a
three-stage S Mode indicator plus fuel economy information that allows you to
moderate the throttle to get the max mileage out of each drop of dino-juice.
Hondas Ignition Security System takes care of business with a wave-key gadget
that detects the ID chip in the physical key and disables the ignition if a code
mismatch is detected. Behind the fairing, a rather full tunnel almost completely
fills in the step-through area ahead of the flip-up seat that covers a 21-liter
storage space that can hold a single full-face bucket or a decent amount of
groceries/stuff/whatever.
A tapered, deep-scoop seat cradles the riders rear at 790 mm off the deck
with full footboards behind the legguard to finish out the relaxed and
comfortable riders triangle. Out back, LED lighting and a mudguard/plateholder
unit finish off the tail gear, and much like the head-on view, the view from the
rearward arc looks much more like the arse-end of a proper sportbike than a
scooter. Of course, thats easy to do since this isnt really a scooter.
A diamond-type frame forms the structure with steel-tube members for
strength, because after all, unlike a scooter-style swingmount drive, the
Integra carries its powerplant forward within the main body so it needs to be
properly buttressed. The front suspension comes in a standard configuration
sans adjustments, but the Showa forks that showed up in the 2016 models
arent completely vanilla as they come with the Dual Bending Valve technology
that provides a superior ride to that of straight-up plain stems.
Out back, a monoshock supports the motorcycle-style swingarm with spring
preload as the only tweak. The steering head rides at 27 degrees with 110 mm of
trail and a 1,525 mm wheelbase for a fair compromise between agility and
stability with acceptable parking-lot behavior, and the weight balance falls out
evenly at 50/50 between the 17-inch wheels that give the Integra its
motorcycle-like handling. A single 320 mm disc and twin-pot caliper slows the
front with a 240 mm and single-piston anchor out back and a two-channel ABS on
overwatch as the first layer of stability insurance.
New to the model family for 2018, the Honda Selectable Torque Control
(traction control) provides the second layer of stability augmentation to make
the Integra suitable for the bottom experience tiers. Speaking of experience,
makes the Integra available to riders at the A2 license tier with a
conversion kit that knocks the 40.3 kW down to an even 35 kW to meet the
necessary requirements.
The liquid-cooled, parallel-twin engine also packs 68 Nm of torque to back up
the top-end power that is now top-endier than ever with an elevated rev-limit of
7,500 rpm. It runs with 77 mm bores and an 80 mm stroke with a 10.7-to-1
compression ratio, but its the 270-degree firing order that gives the mill its
most distinctive feature; a rumbling lope at idle.
As cool as the traction control and larger-than-normal-for-a-scooter engine
is, its the transmission that steals the show. Hondas Dual Clutch Tramsission
delivers much the same twist-and-go operation youd expect from a scooter, but
with so much more to offer. First off, the transmission is a proper gearbox with
a pair of clutch packs that alternate and feather power to a pair of shafts
rather than using a variable-diameter pulley-and-belt system typical on
scooters. Riders can choose between a D mode for economic riding, three S
modes for sportier shift intervals and an MT mode that lets you push-button
shift up and down the range. Pretty nifty stuff indeed.
Source Top Speed
| Make Model | Honda NC 750D Integra |
|---|---|
| Year | 2014 - 16 |
| Engine Type | Four stroke , Parallel twin, SOHC, 4 valves per cylinder |
| Displacement | 745 cc / 45.4 cu-in |
| Bore X Stroke | 77 x 80mm |
| Cooling System | Liquid-cooled |
| Compression | 10.7:1 |
| Induction | PGM-FI electronic fuel injection |
| Ignition | Computer-controlled digital transistorised with electronic advance |
| Starting | Electric |
| Max Power | 40.3 kW / 54 hp @ 6250 rpm |
| Max Torque | 68 Nm / 50.8 lb-ft@ 4750 rpm |
| Clutch | Wet Multiplate |
| Clutch Dct | Wet multiplate hydraulic 2-clutch |
| Transmission | 6 Speed Manual |
| Transmission Dct | 6-Speed Dual Clutch Transmission |
| Final Drive | Chain |
| Frame | Rigid tube steel diamond |
| Front Suspension | 41 mm telescopic forks |
| Front Wheel Travel | 120 mm / 4.7 in |
| Rear Suspension | Single monoshock damper |
| Rear Wheel Travel | 120 mm / 4.7 in |
| Front Brakes | Single 320 mm hydraulic disc 3 piston calipers and sintered metal pads |
| Rear Brakes | Single 240 mm hydraulic disc 1 piston caliper and sintered metal pads |
| Abs System | 2 channel ABS |
| Front Tire | 120/70ZR17M/C (58W) |
| Rear Tire | 160/60ZR17M/C (69W) |
| Rake | 27˚ |
| Trail | 110 mm / 4.3 in |
| Wheelbase | 1525 mm / 60.0 in |
| Seat Height | 790 mm (Europe) - 775 mm (Japan) |
| Weight | 238 kg / 520 lbs |
| Fuel Capacity | 14.1 Liters / 3.7 US gal |