Honda NC700D Integra

The Integra is powered by a single overhead camshaft 670 cc (41 cu in) parallel-twin engine that is essentially the 1.3 L Honda Fit engine chopped in half — it even retains the same bore and stroke dimensions — tilted 62° forward to provide a low centre of gravity, with near uniform weight distribution.[10][11] The undersquare engine has programmed fuel injection, separate timing profiles for each cylinder,[12][13][14] and is tuned to deliver powerful torque in the low- to mid-speed range.[13] The engine was designed to deliver a "pleasant throbbing feel" of a V-twin through the use of a 270° crankshaft, which Honda "deliberately designed with a uniaxial primary balancer" even though the primary vibration of the crankshaft could have been balanced perfectly using a biaxial balance shaft.[8]

The fuel consumption figure of 3.58 L/100 km (79 mpg_‑imp; 65.7 mpg_‑US) has been attributed to the low number of moving parts in the engine: The oil pump is driven by the balance shaft, while the camshaft also drives the water pump.[8] The design also resulted in water hoses that are 30% shorter.[10] The pistons are resin-coated and lightweight aluminum material is used for the friction-reducing roller rocker arm.[14]

The Integra comes standard with a second generation of the six-speed dual-clutch transmission first used on the Honda VFR1200F. The version used on the Integra is lighter and more compact due to a simplified hydraulic circuit; a learning function has also been added to each of the drive modes to detect a variety of riding environments.[14] The system uses heavy duty large-diameter clutches to deal with the rigours of use in stop/start city traffic.[8]

"Drive" mode on the transmission generally selects a high gear ratio, keeping engine speeds between 2,000 and 2,500 rpm, while selecting "Sport" keeps the engine running at a higher speed for more power on the open road.[15]

The Integra is sold as a scooter in many markets[16][17][18] but as a touring motorcycle in some. For example, it appears in the 2012 Honda Netherlands "touring" brochure alongside well known tourers like the Goldwing 1800.[19] Reviewers have noted the model as a hybrid of scooter (or maxi-scooter) and motorcycle.[20][21] Guy Procter from Motor Cycle News referred to the Integra as a “super-scooter”, but wrote that it might be “better understood as the conclusive bridge-builder between mainstream commuting and motorcycling”, noting that it appealed to riders of both motorcycles and scooters, as well as switchers from cars, something that a previous hybrid, the Honda DN-01 had failed to do.[22]

The NC series was updated for the 2014 model year with an increase in engine capacity to 745 cc (through a 4 mm increase in bore), with power rising to 40.3 kW at 6,250 rpm and torque to 68 Nm at 4,750 rpm. The NC750 Integra also received a new aluminum swing arm, which superseded the box section steel arm of the NC700 Integra . The increased performance was also matched with a software update to the dual clutch transmission and taller gearing that provide improvement to fuel economy. Minor changes to the fairing and seat also provide increased leg room for taller riders.