Honda NC 750 D Integra (2016–2020) Review: The Scooter That Thinks Like a Motorcycle

Introduction

The Honda NC 750 D Integra occupies a unique space in the two-wheeled world – a scooter-motorcycle hybrid that prioritizes practicality without sacrificing the thrill of riding. Produced between 2016 and 2020, this model generation combines Honda’s innovative Dual Clutch Transmission (DCT) with a torquey parallel-twin engine, wrapped in a scooter-like step-through design. After spending time with this machine, it’s clear Honda aimed to create a Swiss Army knife for urban commuters and touring enthusiasts alike. Let’s dissect what makes this unconventional ride tick.

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Design & Ergonomics: Function Meets (Some) Flair

At first glance, the Integra’s design polarizes. Its 2,215 mm (87.2-inch) length and 1,440 mm (56.7-inch) height give it a substantial presence, while the step-through frame and floorboard nod to scooter convenience. The 790 mm (31.1-inch) seat height accommodates most riders, though taller pilots might find the ergonomics slightly cramped during long rides.

The diamond steel frame keeps weight manageable at 238 kg (524.7 lbs) wet, and the 14.1-liter (3.73 US gal) fuel tank is cleverly repositioned under the seat. This creates a 21-liter frunk (front trunk) – enough space for a full-face helmet or groceries. Color options like Red Candy Chromosphere add flair, though matte finishes hide urban grime better.

Wind protection from the adjustable screen is adequate up to 110 km/h (68 mph), but crosswinds on highways can buffet the broad front end. The analog-digital dash is straightforward, though lacks modern connectivity features – an area where aftermarket upgrades shine.

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Engine & Performance: Low-Revving Charm

The 745cc liquid-cooled parallel twin is the Integra’s party piece. With peak torque of 68 Nm (50.2 lb-ft) arriving at just 4,750 RPM, it’s tuned for real-world usability rather than track-day bragging rights. You’ll rarely need to approach the 6,250 RPM power peak (54 HP/39.4 kW) during daily riding.

Key performance notes:
- 0-100 km/h (0-62 mph): ~8.5 seconds – leisurely by sportbike standards, but ample for merging
- Fuel efficiency: 2.91 L/100 km (80.8 mpg) achievable with gentle throttle – exceptional for a 750cc
- Top speed: 168 km/h (104 mph) – stable but windy at this pace

The DCT transmission deserves special mention. Unlike traditional scooters’ CVTs, the 6-speed dual-clutch unit provides crisp shifts in automatic mode or manual control via paddle shifters. Around town, it’s seamless; in twisties, manual mode adds engagement. Purists scoff, but commuters stuck in traffic will worship this innovation.

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Handling & Brakes: Urban Agility, Touring Stability

Suspension setup leans toward comfort:
- Front: 41mm telescopic fork (120mm/4.7" travel)
- Rear: Pro-Link monoshock (120mm/4.7" travel)

The 27° rake and 110mm (4.3") trail strike a balance between quick steering and highway stability. The Integra carves through city traffic like a smaller scooter, yet feels planted during 2-hour motorway stints.

Braking components are competent if not thrilling:
- Front: 240mm disc with 2-piston Nissin caliper
- Rear: 240mm disc with single-piston caliper
ABS (standard from 2016) provides confidence in wet conditions, though aggressive riders might crave more initial bite – an area where upgraded pads from MOTOPARTS.store could help.

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Competition: How It Stacks Up

1. Yamaha TMAX 530

• Pros: Sportier handling, higher 44.8 HP output
• Cons: 25% pricier, worse fuel economy (5.0 L/100 km)
• Verdict: The TMAX wins for canyon carving, but the Integra’s frugality and storage trump it for practicality.

2. BMW C 650 GT

• Pros: Premium finish, heated grips/seat
• Cons: Heavier (261 kg), complex maintenance
• Verdict: BMW excels in touring luxury, but Honda’s reliability and lower running costs appeal to DIY riders.

3. Suzuki Burgman 650

• Pros: Plush seat, larger storage
• Cons: CVT lacks DCT’s engagement, dated design
• Verdict: Burgman remains a comfort king, but feels less “motorcycle-like” than the Integra.

Integra’s Edge: No competitor matches its combination of DCT tech, fuel efficiency, and motorcycle-like dynamics. It’s the thinking rider’s maxi-scooter.

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Maintenance: Keeping Your Integra Happy

1. Oil Changes
- Interval: Every 12,000 km (7,500 miles)
- Capacity: 3.4L (3.6 US qt) with filter
- Tip: Use JASO MA2-certified 10W-30 oil – synthetic blends extend DCT clutch life

2. Chain Care
- Specs: 112-link DID chain, 17T/39T sprockets
- Maintenance: Clean/lube every 800 km (500 miles)
- Upgrade: Consider X-ring chains for longer service intervals

3. Valve Adjustments
- Intake: 0.17mm ±0.02mm (0.0067" ±0.0008")
- Exhaust: 0.28mm ±0.02mm (0.011" ±0.0008")
- Interval: Every 24,000 km (15,000 miles) – shim-under-bucket design requires mechanic expertise

4. Brake Fluid
- Type: DOT 4
- Change: Every 2 years – hygroscopic fluid degrades performance

5. Coolant
- Capacity: 1.82L (1.92 US qt)
- Interval: Replace every 4 years – prevents corrosion in liquid-cooled engine

MOTOPARTS.store Recommendations:
- High-flow air filters for better throttle response
- Upgraded brake pads (sintered) for improved bite
- LED lighting kits for enhanced visibility

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Conclusion: The Rationalist’s Ride

The NC 750 D Integra won’t set your pulse racing like a fire-breathing superbike. What it delivers is something more profound – a machine that makes every errand, commute, or weekend escape frictionless. The DCT redefines convenience, the frunk eliminates backpack reliance, and the engine sips fuel like a 300cc.

For riders prioritizing brains over bravado, this Honda remains a benchmark in intelligent design. While newer models have emerged, the 2016–2020 Integra’s blend of innovation and reliability makes it a secondhand gem – especially when paired with MOTOPARTS.store’s upgrades to keep it running like new.

Whether you’re filtering through gridlock or planning a cross-country adventure, this scooter-motorcycle hybrid proves that sometimes, the most exciting machines are the ones that simply work.

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Specifications sheet

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