Business class // Honda NC750 Integra S (2019)

Of course, I'm not saying that Honda just forgets about it when it comes to showrooms, but it's not often that we see drastic changes. On the one hand, this is not necessary, and on the other hand, in Honda, if something does not go to money, they quickly forget about it. Remember CTX1300, DN-01, maybe Vultus? The once popular CBF600 has received cleaner exhaust and several new colors in nine years. So, Honda only repairs what is absolutely necessary for a variety of reasons. Everything else is in line with expectations and right from the start.

It's the same with Integro. Since it saw the light of day as the third member of the NC (New Concept) family in 2012, this motorcycle/scooter hybrid has changed just as much as was absolutely necessary and, of course, essential. We've written a lot of good things about the Honda Integra in the past, and even today there's no reason why it shouldn't be. The Integra remains a very agile, dynamic, beautiful and trustworthy motorcycle. Sorry scooter. However, with these improvements, it not only became better, but, in my opinion, undoubtedly rose to the first place among the models of the NC series. Why? Because the Integra is the Honda for which the superb DCT transmission is the best fit of all Hondas, because it rides like a motorcycle and because it always provides a relaxing energy to drive.

Only the information screen gets in the way. The problem is not that it is already a little outdated, but that its modesty violates the harmony of elegance and prestige that Integra exudes. I might even be okay with that, but given that a better solution is already available in the home (Forza 300), I'm justifiably expecting more from the next update.

Aside from more security, the essence of the latest update is undoubtedly more agility and flexibility. At higher revs, all members of the NC family got more sound and breathing, and with longer gear ratios, the engine comfort zone at higher speeds moved several levels higher. At the same time, fuel consumption decreased by several deciliters per hundred kilometers. In the program D test, it was 3,9 liters, and the overall average without an effort to save was 4,3 liters.

In favor of greater safety, the HSTC system, which we know as one of the best, came to the rescue in the 2019 model year. At Integra, it can be turned off completely, and, frankly, this is correct. When driving with HSTC off in dry weather, I did not notice an excessive urge to turn the rear wheel to neutral, so when HSTC is turned on, any intervention is unexpected. In addition, he insists on doing this until the driver turns off the gas completely. It is quite another matter, of course, when the road is wet and slippery. Thus, with a dry "turn off", with a wet "turn on", the wolf will be well fed, and the head is intact.

The night before before the test Integra, there was a discussion behind the glass about what Integra really is. Scooter? Motorbike? I don't know, before I would have said that this is a scooter, but what if he does not hide his motorcycle genes. However, I know that Integra combines the good qualities of both worlds. If I have to, I will say that the Integra is a very good "business class" scooter. Price? Compared to the competition, a good nine thousand to deduct for the Integra shows that Honda isn't being greedy at all.

• Basic data

  Base model price: € 9.490 XNUMX €

  Test model cost: € 9.490 XNUMX €

• Technical information

  engine: 745 cc, two-cylinder, liquid-cooled

  Power: 40,3 kW (54,8 hp) at 6.250 rpm

  Torque: 68 Nm at 4.750 rpm

  Energy transfer: Automatic transmission two-speed 6-speed, manual transmission possible, several driving programs

  Frame: steel pipe

  brakes: ABS coil at the front, ABS coil at the rear

  Suspension: front telescopic fork 41mm, rear swingarm Prolink, single shock

  Tires: before 120/70 17, back 160/60 17

  Growth: 790 mm

  Fuel tank: 14,1 liters

  Weight: 238 kg (ready to ride)