Never thought you’d buy an automatic bike? You will after reading this.
In some ways South Africans are strange, and I mean that in the nicest way with great respect. ‘We,’ will out-party the rest of the world, cook meat better than anyone else in the world (using a braai or barbeque that is, if you’re reading this overseas), drink harder than anyone else, and drive at higher speeds than anyone else on public roads, but the ‘fuzz’ are getting harder to ‘distract’ on that issue, if you know what I mean?
So we’re a cool nationality for sure but, for some reason in the motorcycling world, we have a different mindset from those Euro nerds. For one, we don’t seem to sell a lot of ‘naked’ bikes for some reason, even though they’re the best bikes of all. We also don’t like small capacity engines, oh no, we prefer the biggest and fastest engines around sir. And we also seem to shy away from evolving technology, especially regarding the case of these automatic Hondas, where sales are nowhere near as good as they should be.
For example, since Honda released their DCT (Dual Clutch Transmission) driven engines, which includes their V4 range, they’ve moved an incredible 25,000 units throughout Europe alone. But South Africans would much prefer the stubborn and more physical manual version, and I believe that’s down to nothing more than incompetent sales staff at Honda dealers. But let me tell you, once you’ve ridden either of these machines, you’ll never, ever commute with an ancient and antiquated clutch and gear lever again. They are brilliant machines and, in my mind, worthy of some form of motorcycling Oscar. Once you’ve ridden an auto there’s no going back.
Let’s just rip through some technical aspects before I continue to gush on about these pair of beauties. Both have the same 670cc, SOHC, 8-V, liquid-cooled parallel twin, with Honda’s PGM-Fi fuel injection system squirting in the juice. Both produce a claimed 50hp@6,250rpm and 62Nm@4,750 rpm of the torquey stuff. Ample power for both bikes and they weigh virtually the same with the Intrega at 238kgs and the NC option at 228kgs. Only 10kgs in them, but remember this is the kerb weight, which means fully fuelled and loaded and not some confusing (lying) superbike weight.
The superb DCT gearbox is the talking point here though. This is the second generation of the DCT, which means it’s more refined, compact and lighter. Basically two clutches are running at the same time, one controls 1st, 3rd, 5th, and the other, 2nd, 4th, 6th. So all this technology adds up to seamless changes throughout the six-speed transmission - just like the Triptronic ‘box found inside Audis and VWs. You also have the option to run in D (drive) mode, S (sport) mode, or manual where you can use the ‘Playstation’ buttons on the left handle ‘bar switch to shift up and down. All can be accessed on the ‘fly’, so you don’t have to pull over to swap the settings.
So we have two bikes here that are under the skin the same; one motorbike and one scooter. The Integra (meaning integrated bike and scooter) has the typical ‘feet forward’ riding position. But unlike other mega scooters with CVT (Constant Variable Transmission), it has Honda’s six-speed DCT. This alone puts the Integra miles above anything else on the market, including the Yamaha T-Max, BMW’s 650s, and Aprilia’s 850, which are the big ones we in SA have on offer. But even better is that it has 17-inch wheels, which could hold full-on race tyres if you so desire. The ‘others’ have to settle for shopping cart wheels and therefore are not as stable as the Integra. The Integra is also chain driven, which some might frown upon, but you could change the gearing if you want, which is kind of cool to know.
Riding the Integra is nothing but automated delight. It will waft around to 190km/h and cruise forever at 160. It handles surprisingly well for a ‘scooter’ and it’s incredibly economical for a 700. Honda brag about this in particular and both bikes here, in economy drive mode D, will achieve 400kms on their 14.1 litre tanks. You see D mode goes through the gears quickly and gets into sixth as soon as possible and this setting is aimed for highway use. Both bikes will then trundle along at 120km/h with under 4,000rpm shown on the cute little instrument pod. If you want a more aggressive engine, just select S and the engine then holds its gears for longer and makes the ride, er, more sporty. For everyday use I always rode in D mode on either bike, it’s smoother too. And this twin is super smooth, as smooth as anything I’ve ever come across, nice.
So the Integra is brilliant and so is the NC700XD bike version. It has the same chassis, wheels, brakes, clocks, headlight and everything else as the Integra but it’s in a motorbike form. So if you prefer a
motorbike to a scooter this is your choice. You’ll also find ABS and CBS (Combine Brake System) on both. CBS means two pistons on the front calliper are squeezed when the rear brake is applied. I became quite fond of these powerful brakes and the way they worked, so nothing to complain about there either.
The NC700XD is the automatic version of the very popular NC700 manual, which sold loads due to its R65,000 price tag. I saw many of these on my travels and enjoyed pulling up next to them and telling them, “Oh, you have the common clutch version, how crude,” and then leaving them for dead off the line, because the DCT version is much quicker off the mark and far easier to ride in all environments.
I gave my friend the NC700XD to ride because he has the manual version and he also said it felt quicker, so why bother with the manual people? It is a bit weird to ride at first with no clutch and gear lever and everyone tries to pull in the clutch and stab at the gear lever when they first try it, which is quite comical. For the first day or so both bikes feel a bit strange because you have to have faith in the gearbox changing down at the right time, which it does impeccably. But live with either DCTs for a longer period of time and it all makes sense. I adored them both and after a couple of weeks I couldn’t decide which one I’d prefer. The Integra is a pleasant place to be all of the time with the leg protection from the elements, but the NC is more nimble and fun to throw about. And if you haven’t a left arm or leg you’ll love these because you’ll be able to ride them as well.
I’m completely sold and would without doubt be proud to own either. They also cost a mere R79,900 each (with the Integra having the Honda pannier kit for around 10 grand extra), which look the part and suit the Integra’s style. To put that into perspective, that’s about the same price of a Honda Fireblade ABS, for both!
I need one, of either, in my garage and will state right now that one day I will, they’re that good and become intoxicating the more time you spend with them. 25,000 Euro nerds can’t be wrong and the auto bike has truly arrived at an affordable price. For that reason the ‘Auto’ Oscar deservedly and commendably belongs to Honda. Now where’s the Champagne?
